Anti-collision assembly, auxiliary frame, vehicle body assembly and vehicle

Abstract

The invention provides an anti-collision assembly, an auxiliary frame, a vehicle body assembly and a vehicle, the anti-collision assembly comprises at least one cross beam assembly, the cross beam assembly comprises a first oblique beam assembly, a middle connecting plate and a second oblique beam assembly, the first end of the first oblique beam assembly is connected with the first end of the middle connecting plate, and the second end of the middle connecting plate is connected with the second oblique beam assembly; the first oblique beam assembly and the middle connecting plate are arranged at a preset included angle, the second end of the middle connecting plate is connected with the first end of the second oblique beam assembly, the middle connecting plate and the second oblique beam assembly are arranged at a preset included angle, and a first energy absorption space is formed in the middle area between the first oblique beam assembly and the second oblique beam assembly. And a limiting assembly. The problem that in the prior art, a single-structure cross beam is poor in energy absorption effect is solved.

Description

Technical Field

[0001] This invention relates to the field of collision protection and energy absorption, and more specifically, to a collision protection component, a subframe, a body assembly, and a vehicle. Background Technology

[0002] In existing automotive crash protection designs, crossbeams are typically single-structure straight beams. These beams have limited energy absorption capabilities during collisions, often failing to effectively disperse impact forces, leading to severe structural damage and high repair costs. Furthermore, traditional crossbeams lack sufficient installation flexibility, making them difficult to reposition after a collision, thus impacting the economics and safety of vehicle repairs.

[0003] There is currently no effective solution to the above problems. Summary of the Invention

[0004] The main objective of this invention is to provide a collision avoidance component, subframe, body assembly, and vehicle to solve the problem of poor energy absorption effect of a single structural beam in the prior art.

[0005] To achieve the above objectives, according to one aspect of the present invention, a collision avoidance component is provided, comprising: a crossbeam assembly, the crossbeam assembly including at least one crossbeam assembly, the crossbeam assembly including: a first inclined beam assembly, an intermediate connecting plate and a second inclined beam assembly, a first end of the first inclined beam assembly being connected to a first end of the intermediate connecting plate, the first inclined beam assembly and the intermediate connecting plate being disposed at a predetermined angle, a second end of the intermediate connecting plate being connected to a first end of the second inclined beam assembly, the intermediate connecting plate and the second inclined beam assembly being disposed at a predetermined angle, and an intermediate region between the first inclined beam assembly and the second inclined beam assembly forming a first energy absorption space; and a limiting component, the limiting component being at least one, the limiting component including: a first limiting sub-assembly and a second limiting sub-assembly. The sub-assemblies, a first limiting sub-assembly and a second limiting sub-assembly, are laterally spaced along the subframe. The first limiting sub-assembly is movably connected to one of the second ends of the first and second inclined beam assemblies, and the second limiting sub-assembly is connected to the other of the second ends of the first and second inclined beam assemblies. The crossbeam assembly is spaced apart from the subframe and has an initial position and a working position. When the crossbeam assembly is in the initial position, the first and second inclined beam assemblies are in a naturally open state. Applying a force toward the central region to the intermediate connecting plate can deform the first and second inclined beam assemblies to move them to the working position away from the geometric center of the intermediate connecting plate.

[0006] Furthermore, the crossbeam assembly is located inside the body skin, forming a second energy-absorbing space with the body skin, and the limiting assembly is spaced apart from the body skin.

[0007] Further, at least one of the first inclined beam assembly and the second inclined beam assembly includes: an inclined beam plate, which is set at a preset angle with the intermediate connecting plate, and the first end of the inclined beam plate is connected to one end of the intermediate connecting plate through a first arc-shaped transition plate; and an end beam plate, which is set at a preset angle with the inclined beam plate, and the first end of the end beam plate is connected to the second end of the inclined beam plate through a second arc-shaped transition plate, the end beam plate and the inclined beam plate are spaced apart, and the second end of the end beam plate is movably connected to the limiting assembly.

[0008] Furthermore, at least one of the first limiting sub-assembly and the second limiting sub-assembly includes: a limiting plate assembly connected to the subframe; a limiting post, one end of which is connected to the limiting plate assembly, the limiting post being spaced apart from the subframe; the end beam plate having a sliding groove extending along the length of the end beam plate; a portion of the limiting post extending into the sliding groove; and the end beam plate being movably connected to the limiting post and the limiting plate assembly respectively through the sliding groove.

[0009] Furthermore, the limiting plate assembly includes: a lateral limiting plate, the inner side of which is connected to the subframe, and the outer side of which is connected to one end of the limiting post; the lateral limiting plate is movably connected to the end beam plate; a first vertical limiting plate, which is set at a preset angle to the lateral limiting plate, and the first end of the first vertical limiting plate is connected to the first end of the lateral limiting plate; and a second vertical limiting plate, which is spaced apart from the first vertical limiting plate, and is set at a preset angle to the lateral limiting plate, and the first end of the second vertical limiting plate is connected to the second end of the lateral limiting plate; wherein the first vertical limiting plate and the second vertical limiting plate are movably connected to the end beam plate respectively.

[0010] Furthermore, at least one of the first vertical limiting plate and the second vertical limiting plate includes: a first connecting segment, which is arranged at a preset angle with the transverse limiting plate, and a first end of the first connecting segment is connected to a first end of the transverse limiting plate; a second connecting segment, which is spaced apart from the transverse limiting plate, and is arranged at a preset angle with the first connecting segment, and a first end of the second connecting segment is connected to a second end of the first connecting segment; wherein at least one of the first connecting segment and the second connecting segment is movably connected to the end beam plate.

[0011] Furthermore, the beam assembly is made of a flexible material.

[0012] In another aspect, the present invention provides a subframe, comprising: a subframe body; and a collision protection component disposed on the outside of the subframe body, wherein the collision protection component is the aforementioned collision protection component.

[0013] In another aspect, the present invention provides a vehicle including the aforementioned body components.

[0014] Furthermore, the vehicle includes: a body body having longitudinal beams; and a subframe fixed to and located below the longitudinal beams, the subframe being the aforementioned subframe.

[0015] By applying the technical solution of this invention, through the cooperation of the crossbeam assembly and the limiting assembly, the collision energy can be absorbed by the deformation of the crossbeam when a collision occurs. At the same time, the limiting assembly can control the deformation range and direction of the crossbeam, avoiding secondary damage to the vehicle structure. The first energy absorption space of the crossbeam assembly can better absorb and disperse energy during a collision, solving the problem of poor energy absorption effect of a single-structure crossbeam in the prior art. Attached Figure Description

[0016] The accompanying drawings, which form part of this application, are used to provide a further understanding of the invention. The illustrative embodiments of the invention and their descriptions are used to explain the invention and do not constitute an undue limitation of the invention. In the drawings:

[0017] Figure 1 A schematic diagram of the structure of a first embodiment of the anti-collision assembly according to the present invention is shown;

[0018] Figure 2 A schematic diagram of a second embodiment of the anti-collision component according to the present invention is shown;

[0019] Figure 3 A partial structural schematic diagram of a third embodiment of the anti-collision assembly according to the present invention is shown;

[0020] Figure 4 A partial structural schematic diagram of a fourth embodiment of the anti-collision assembly according to the present invention is shown;

[0021] Figure 5 A schematic diagram of a first embodiment of the anti-collision assembly according to the present invention is shown.

[0022] The above figures include the following reference numerals:

[0023] 10. First limiting sub-component;

[0024] 101. First vertical limiting plate;

[0025] 102. Limiting post;

[0026] 103. Lateral limiting plate;

[0027] 104. Second vertical limiting plate;

[0028] 105. Bolts;

[0029] 106. Graphite powder;

[0030] 107. First connecting segment;

[0031] 108. Second connecting section;

[0032] 20. Crossbeam assembly;

[0033] 200. Middle area;

[0034] 201. Slide groove;

[0035] 202. End beam slab;

[0036] 203. Inclined beams and slabs;

[0037] 204. Intermediate connecting plate;

[0038] 205. Second arc-shaped transition plate;

[0039] 206. First arc-shaped transition plate;

[0040] 30. Second limiting sub-component;

[0041] 40. Body panels;

[0042] 50. Second energy absorption space. Detailed Implementation

[0043] It should be noted that, unless otherwise specified, the embodiments and features described in this application can be combined with each other. The present invention will now be described in detail with reference to the accompanying drawings and embodiments.

[0044] It should be noted that the terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the exemplary embodiments according to this application. As used herein, the singular form is intended to include the plural form as well, unless the context clearly indicates otherwise. Furthermore, it should be understood that when the terms "comprising" and / or "including" are used in this specification, they indicate the presence of features, steps, operations, devices, components, and / or combinations thereof.

[0045] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such terms can be used interchangeably where appropriate so that the embodiments of this application described herein can be implemented, for example, in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover a non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0046] Exemplary embodiments according to this application will now be described in more detail with reference to the accompanying drawings. However, these exemplary embodiments may be implemented in many different forms and should not be construed as being limited to the embodiments set forth herein. It should be understood that these embodiments are provided so that the disclosure of this application is thorough and complete, and that the concept of these exemplary embodiments is fully conveyed to those skilled in the art. In the drawings, for clarity, the thickness of layers and regions may be exaggerated, and the same reference numerals are used to denote the same devices, and therefore their description will be omitted.

[0047] In the current field of automotive crash protection design, crossbeams, as important structures for resisting collision impacts at the front and rear of a vehicle, are typically designed as single straight beams. While this type of crossbeam can resist impact forces to some extent through its rigidity, its energy absorption effect is quite limited in actual collisions. When a vehicle is involved in a collision, the straight beam often fails to effectively disperse the impact force, instead transferring most of the impact energy directly to the vehicle's main structure. This leads to severe deformation or damage to the body panels, supporting structures, or internal components, posing a threat to passenger safety and imposing a heavy financial burden on car owners due to high repair costs.

[0048] Furthermore, traditional straight beam crossbeams have significant shortcomings in terms of installation and post-collision repositioning. Due to their lack of design flexibility, the installation process often requires precise positioning and fixation, increasing assembly complexity and time costs. More importantly, once a vehicle has experienced a collision, these crossbeams are difficult to reposition themselves or through simple repairs to their original state. Deformed crossbeams either require complex straightening processes to restore their original shape or face direct scrapping, further exacerbating the economic burden of automotive repairs. Simultaneously, if the crossbeam cannot be repositioned, the vehicle's crashworthiness is significantly reduced, thus affecting overall driving safety and service life.

[0049] Combination Figures 1 to 5 As shown, according to a specific embodiment of this application, a collision avoidance component is provided.

[0050] Specifically, such as Figure 1 and Figure 2As shown, an anti-collision component includes: a crossbeam assembly 20, at least one crossbeam assembly 20, the crossbeam assembly 20 including: a first inclined beam assembly, an intermediate connecting plate 204 and a second inclined beam assembly, a first end of the first inclined beam assembly being connected to a first end of the intermediate connecting plate 204, the first inclined beam assembly and the intermediate connecting plate 204 being arranged at a preset angle, a second end of the intermediate connecting plate 204 being connected to a first end of the second inclined beam assembly, the intermediate connecting plate 204 and the second inclined beam assembly being arranged at a preset angle, and an intermediate region 200 between the first inclined beam assembly and the second inclined beam assembly forming a first energy-absorbing space; and a limiting component, at least one limiting component, the limiting component including: a first limiting sub-assembly 10 and a second limiting sub-assembly 30, the first... The limiting sub-assembly 10 and the second limiting sub-assembly 30 are laterally spaced along the subframe. The first limiting sub-assembly 10 is movably connected to one of the second ends of the first and second inclined beam assemblies, and the second limiting sub-assembly 30 is connected to the other of the second ends of the first and second inclined beam assemblies. The crossbeam assembly 20 is spaced apart from the subframe and has an initial position and a working position. When the crossbeam assembly 20 is in the initial position, the first and second inclined beam assemblies are in a naturally open state. Applying a force toward the intermediate region 200 to the intermediate connecting plate 204 can deform the first and second inclined beam assemblies to move them to the working position away from the geometric center of the intermediate connecting plate 204.

[0051] By applying the technical solution of the present invention, through the cooperation of the crossbeam assembly 20 with the first limiting sub-assembly 10 and the second limiting sub-assembly 30, the collision energy can be absorbed by the deformation of the crossbeam when a collision occurs. At the same time, the limiting components can control the deformation range and direction of the crossbeam, avoiding secondary damage to the vehicle structure. The first energy absorption space of the crossbeam assembly 20 can better absorb and disperse energy during a collision, solving the problem of poor energy absorption effect of a single-structure crossbeam in the prior art.

[0052] Furthermore, the crossbeam assembly 20 is positioned inside the body skin 40, forming a second energy-absorbing space 50 with the body skin 40. The limiting component is spaced apart from the body skin 40. The clever placement of the crossbeam assembly 20 inside the body skin 40, together with the body skin 40, creates the second energy-absorbing space 50. This design not only significantly enhances the vehicle's energy absorption capacity during a collision, effectively mitigating the direct impact of the impact on the passenger compartment and greatly improving driving safety, but also ensures that the limiting component maintains an appropriate distance from the body skin 40. This ensures that the deformation of the crossbeam assembly 20 during a collision fully utilizes its energy-absorbing effect while being precisely controlled, avoiding unnecessary excessive deformation. This allows the vehicle structure to recover more easily after a collision, significantly reducing maintenance costs and optimizing the vehicle's maintenance economy and service life management.

[0053] In this embodiment, at least one of the first inclined beam assembly and the second inclined beam assembly includes: an inclined beam plate 203, which is set at a preset angle with the intermediate connecting plate 204, and the first end of the inclined beam plate 203 is connected to one end of the intermediate connecting plate 204 through a first arc-shaped transition plate 206; and an end beam plate 202, which is set at a preset angle with the inclined beam plate 203, and the first end of the end beam plate 202 is connected to the second end of the inclined beam plate 203 through a second arc-shaped transition plate 205. The end beam plate 202 and the inclined beam plate 203 are spaced apart, and the second end of the end beam plate 202 is movably connected to a limiting component.

[0054] By adopting this embodiment, the design of connecting the inclined beam plate 203, the intermediate connecting plate 204, and the end beam plate 202 at a preset angle and through an arc-shaped transition plate significantly improves the energy absorption efficiency and structural robustness of the anti-collision component.

[0055] Specifically, at least one of the first limiting sub-assembly 10 and the second limiting sub-assembly 30 includes: a limiting plate assembly connected to the subframe; a limiting post 102, one end of which is connected to the limiting plate assembly, the limiting post 102 being spaced apart from the subframe; an end beam plate 202 having a groove 201 extending along the length of the end beam plate 202; a portion of the limiting post 102 extending into the groove 201; and the end beam plate 202 being movably connected to the limiting post 102 and the limiting plate assembly respectively through the groove 201.

[0056] In this embodiment, the first limiting sub-assembly 10 and the second limiting sub-assembly 30, through their structural design including a limiting plate assembly and a limiting post 102, endow the anti-collision assembly with significant dynamic response advantages and self-resetting capabilities in collision events. One end of the limiting post 102 is securely connected to the limiting plate assembly, while the other end cleverly extends into a groove 201 on the end beam plate 202. This groove design allows the end beam plate 202 to slide in a controlled manner along its length under the action of the collision force, rather than being rigidly fixed, thereby effectively absorbing and dispersing collision energy and reducing permanent deformation of the beam assembly. More importantly, the end beam plate 202 can be reset to its initial position after a collision via the limiting post 102 within the groove 201, greatly simplifying the maintenance process and reducing maintenance costs.

[0057] In one exemplary embodiment, such as Figure 3 , Figure 4 and Figure 5As shown, the limiting plate assembly includes: a lateral limiting plate 103, the inner side of which is connected to the subframe, and the outer side of which is connected to one end of the limiting post 102; the lateral limiting plate 103 is movably connected to the end beam plate 202; a first vertical limiting plate 101, which is set at a preset angle to the lateral limiting plate 103; the first end of the first vertical limiting plate 101 is connected to the first end of the lateral limiting plate 103 by bolts 105; and a second vertical limiting plate 102. The limiting plate 104, the second vertical limiting plate 104 and the first vertical limiting plate 101 are spaced apart, the second vertical limiting plate 104 and the horizontal limiting plate 103 are set at a preset angle, the first end of the second vertical limiting plate 104 and the second end of the horizontal limiting plate 103 are connected by bolts 105; wherein, the first vertical limiting plate 101 and the second vertical limiting plate 104 are respectively movably connected to the end beam plate 202, and graphite powder 106 is provided between the end beam plate 202 and the horizontal limiting plate 103.

[0058] In this embodiment, a multi-dimensional limiting structure is formed by combining the lateral limiting plate 103 with the first vertical limiting plate 101 and the second vertical limiting plate 104, which significantly improves the stability and reset efficiency of the anti-collision system. The lateral limiting plate 103 is firmly connected between the subframe and the limiting post 102, which not only provides lateral limiting for the end beam plate 202 to ensure its orderly movement during a collision, but also achieves more comprehensive motion control of the end beam plate 202 through the preset angle setting with the first vertical limiting plate 101 and the second vertical limiting plate 104.

[0059] Further, at least one of the first vertical limiting plate 101 and the second vertical limiting plate 104 includes: a first connecting segment 107, which is arranged at a preset angle with the transverse limiting plate 103, and the first end of the first connecting segment 107 is connected to the first end of the transverse limiting plate 103; a second connecting segment 108, which is spaced apart from the transverse limiting plate 103, and is arranged at a preset angle with the first connecting segment 107, and one end of the second connecting segment 108 is connected to the second end of the first connecting segment 107; wherein at least one of the first connecting segment 107 and the second connecting segment 108 is movably connected to the end beam plate 202.

[0060] The first vertical limiting plate 101 and the second vertical limiting plate 104, through their unique two-section design—the first connecting section 107 and the second connecting section 108—significantly optimize the effectiveness and recovery mechanism of the vehicle's collision avoidance system. In this design, the first connecting section 107 is connected to the lateral limiting plate 103 at a specific angle, while the second connecting section 108 forms another preset angle with the first connecting section 107, ensuring the stability and flexibility of the structure. In particular, at least one of the first connecting section 107 and the second connecting section 108 is movably connected to the end beam plate 202, which means that under the action of collision force, the vertical limiting plate can adaptively deform as needed, effectively dispersing impact energy and protecting the main structure of the vehicle from serious damage.

[0061] In this embodiment, the crossbeam assembly 20 is made of an elastic material. The properties of the elastic material allow the crossbeam assembly 20 to deform rapidly upon impact, effectively absorbing and dispersing the impact force, and then automatically returning to its original shape after the external force is removed, avoiding the permanent deformation problem that is prone to occur with traditional rigid materials.

[0062] According to another specific embodiment of this application, a subframe is also provided, including: a subframe body; and a collision protection component, which is disposed on the outside of the subframe body and is the aforementioned collision protection component.

[0063] By applying this embodiment, by setting this innovative anti-collision component on the outside of the subframe body, when the vehicle is involved in a low-speed rear-end collision, it can effectively absorb and quickly release collision energy by means of the elastic materials and fine structural layout in the component, such as the first inclined beam component, the second inclined beam component and its limiting sub-components.

[0064] According to another specific embodiment of this application, a vehicle is also provided, including the aforementioned body components. By integrating a crossbeam assembly made of elastic material and a cleverly designed limiting plate structure, the vehicle exhibits excellent energy absorption performance and self-resetting capability in the face of low-speed collisions. This not only significantly improves the safety level of occupants in minor collisions and reduces permanent damage to the vehicle structure, but also greatly reduces maintenance costs and time, enhancing the vehicle's maintenance economy and ease of use.

[0065] In this embodiment, the vehicle includes: a main body with longitudinal beams; and a subframe fixed to and located below the longitudinal beams, the subframe being the same as described in the previous embodiment. The main body of the vehicle includes the crucial longitudinal beam structure, while the subframe is securely mounted below the longitudinal beams. The two work closely together to form the lower frame of the vehicle. Notably, the subframe employs the anti-collision component design described in the aforementioned embodiment. This design integrates a crossbeam assembly made of elastic material and an intelligent limiting plate assembly, significantly improving the vehicle's energy absorption capacity and self-repair efficiency during a collision.

[0066] When the anti-collision beam is impacted by a rear vehicle with a speed of v, the intrusion amount L = L1 + L2 + L3, where L1 is the distance between the vehicle body skin 40 and the beam assembly 20; L2 is the displacement of the beam assembly 20 due to elastic deformation during the collision; L3 is the end of the main beam's elastic deformation, at which point the locating pins on both sides of the fixing seats lock into the elongated holes of the main beam, and the rear vehicle further intrudes into the front vehicle, at which point the main beam undergoes plastic deformation. When L3 = 0, meaning the beam assembly 20 remains in elastic deformation throughout the collision, the anti-collision beam can recover after the impact and can still be reused.

[0067] For ease of description, spatial relative terms such as "above," "on top of," "on the upper surface of," "above," etc., are used herein to describe the spatial positional relationship of a device or feature as shown in the figures to other devices or features. It should be understood that spatial relative terms are intended to encompass different orientations in use or operation beyond the orientation of the device as described in the figures. For example, if the device in the figures were inverted, a device described as "above" or "on top of" other devices or structures would subsequently be positioned as "below" or "under" other devices or structures. Thus, the exemplary term "above" can include both "above" and "below." The device may also be positioned in other different ways (rotated 90 degrees or in other orientations), and the spatial relative descriptions used herein will be interpreted accordingly.

[0068] In addition to the above, it should be noted that the terms "one embodiment," "another embodiment," and "embodiment" used in this specification refer to specific features, structures, or characteristics described in connection with that embodiment, which are included in at least one embodiment described in the general description of this application. The appearance of the same expression in multiple places in the specification does not necessarily refer to the same embodiment. Furthermore, when a specific feature, structure, or characteristic is described in connection with any embodiment, the intention is to suggest that implementing such a feature, structure, or characteristic in conjunction with other embodiments also falls within the scope of this invention.

[0069] In the above embodiments, the descriptions of each embodiment have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions in other embodiments.

[0070] The above description is merely a preferred embodiment of the present invention and is not intended to limit the invention. Various modifications and variations can be made to the present invention by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the scope of protection of the present invention.

Claims

1. A collision avoidance component, characterized in that, include: A crossbeam assembly (20), the crossbeam assembly (20) includes at least one crossbeam assembly (20), the crossbeam assembly (20) includes: a first inclined beam assembly, an intermediate connecting plate (204) and a second inclined beam assembly, the first end of the first inclined beam assembly is connected to the first end of the intermediate connecting plate (204), the first inclined beam assembly and the intermediate connecting plate (204) are arranged at a preset angle, the second end of the intermediate connecting plate (204) is connected to the first end of the second inclined beam assembly, the intermediate connecting plate (204) and the second inclined beam assembly are arranged at a preset angle, and the intermediate region (200) between the first inclined beam assembly and the second inclined beam assembly forms a first energy absorption space; The limiting component is at least one, and the limiting component includes: a first limiting sub-component (10) and a second limiting sub-component (30), the first limiting sub-component (10) and the second limiting sub-component (30) being laterally spaced along the subframe, the first limiting sub-component (10) being movably connected to one of the second ends of the first inclined beam assembly and the second inclined beam assembly, and the second limiting sub-component (30) being connected to the other of the second ends of the first inclined beam assembly and the second inclined beam assembly; The crossbeam assembly (20) is spaced apart from the subframe. The crossbeam assembly (20) has an initial position and a working position. When the crossbeam assembly (20) is in the initial position, the first inclined beam assembly and the second inclined beam assembly are in a naturally open state. Applying a force to the intermediate connecting plate (204) toward the intermediate region (200) can cause the first inclined beam assembly and the second inclined beam assembly to deform and move toward the geometric center away from the intermediate connecting plate (204) to the working position.

2. The anti-collision component according to claim 1, characterized in that, The crossbeam assembly (20) is disposed inside the body skin (40), and the crossbeam assembly (20) and the body skin (40) form a second energy-absorbing space (50). The limiting assembly is disposed at a distance from the body skin (40).

3. The anti-collision component according to claim 1 or 2, characterized in that, At least one of the first inclined beam assembly and the second inclined beam assembly includes: Inclined beam plate (203), the inclined beam plate (203) and the intermediate connecting plate (204) are arranged at a preset angle, and the first end of the inclined beam plate (203) and the first end of the intermediate connecting plate (204) are connected by a first arc-shaped transition plate (206); An end beam plate (202) is provided at a preset angle to the inclined beam plate (203). The first end of the end beam plate (202) and the second end of the inclined beam plate (203) are connected by a second arc-shaped transition plate (205). The end beam plate (202) and the inclined beam plate (203) are spaced apart. The second end of the end beam plate (202) is movably connected to the limiting component.

4. The anti-collision component according to claim 3, characterized in that, At least one of the first limiting sub-component (10) and the second limiting sub-component (30) includes: A limiting plate assembly, wherein the limiting plate assembly is connected to the subframe; A limiting post (102) is provided, one end of which is connected to the limiting plate assembly. The limiting post (102) is spaced apart from the subframe. The end beam plate (202) has a sliding groove (201) that extends along the length of the end beam plate (202). A portion of the limiting post (102) extends into the sliding groove (201). The end beam plate (202) is movably connected to the limiting post (102) and the limiting plate assembly through the sliding groove (201).

5. The anti-collision component according to claim 4, characterized in that, The limiting plate assembly includes: A transverse limiting plate (103) is provided, the inner side of which is connected to the subframe, the outer side of which is connected to one end of the limiting post (102), and the transverse limiting plate (103) is movably connected to the end beam plate (202). A first vertical limiting plate (101) is provided at a preset angle with the horizontal limiting plate (103), and the first end of the first vertical limiting plate (101) is connected to the first end of the horizontal limiting plate (103). The second vertical limiting plate (104) is spaced apart from the first vertical limiting plate (101). The second vertical limiting plate (104) is set at a preset angle with the horizontal limiting plate (103). The first end of the second vertical limiting plate (104) is connected to the second end of the horizontal limiting plate (103). The first vertical limiting plate (101) and the second vertical limiting plate (104) are respectively movably connected to the end beam plate (202).

6. The anti-collision component according to claim 5, characterized in that, At least one of the first vertical limiting plate (101) and the second vertical limiting plate (104) includes: The first connecting segment (107) is arranged at a preset angle with the transverse limiting plate (103), and the first end of the first connecting segment (107) is connected to the first end of the transverse limiting plate (103). The second connecting segment (108) is spaced apart from the transverse limiting plate (103), and the second connecting segment (108) is set at a preset angle to the first connecting segment (107). One end of the second connecting segment (108) is connected to the second end of the first connecting segment (107). At least one of the first connecting segment (107) and the second connecting segment (108) is movably connected to the end beam plate (202).

7. The anti-collision component according to claim 1, characterized in that, The beam assembly (20) is made of an elastic material.

8. A subframe, characterized in that, include: Subframe main body; A collision avoidance component, wherein the collision avoidance component is disposed on the outside of the subframe body, and the collision avoidance component is the collision avoidance component according to any one of claims 1-7.

9. A vehicle, characterized in that, Includes the subframe as described in claim 8.

10. The vehicle according to claim 9, characterized in that, The vehicles include: The vehicle body has longitudinal beams. A subframe, which is fixed to the longitudinal beam of the vehicle body and located below the longitudinal beam of the vehicle body, wherein the subframe is the subframe according to claim 9.

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