A collision avoidance vehicle

Abstract

The application relates to a collision-preventing vehicle, which is provided with a plurality of active buffer assemblies and flexible protective covers arranged in an array on the collision surface of the collision-preventing frame of the vehicle, and is provided with optical fiber strain sensors on the flexible protective covers; the active buffer assembly comprises a mounting seat, a magnetic field generating device, and an anti-explosion bag filled with a magneto-rheological fluid; a buffer controller is configured to determine that a rear vehicle collides with a main collision area and side collision areas located on both sides of the main collision area based on signals of the optical fiber strain sensors; a plurality of magnetic field generating devices corresponding to the main collision area are controlled to work in a first pulse mode, so that the rigidity of corresponding anti-explosion bags is alternately switched between a first rigidity level and a second rigidity level, and the first rigidity level is higher than the second rigidity level; and a plurality of dry magnetic field generating devices corresponding to the side collision areas on both sides are synchronously controlled to work in a second pulse mode, and the first pulse mode and the second pulse mode are opposite to each other. The application can realize dynamic buffering and prevent lateral displacement secondary collision.

Description

Technical Field

[0001] This application relates to the technical field of special road vehicles, and in particular to a crash avoidance vehicle. Background Technology

[0002] A crash barrier vehicle, also known as a crash buffer vehicle, is a special safety vehicle used in scenarios such as road construction, accident handling, or traffic control. It mainly works by creating a buffer zone behind the work area to absorb the impact energy from vehicles behind, thereby protecting the personnel and equipment working in front and reducing the risk of injury to people in the vehicle involved in the accident.

[0003] Currently, mainstream crash cushion vehicles typically use a metal (such as aluminum alloy) thin-film honeycomb structure as the core energy-absorbing material for their crash cushion modules. The working principle is as follows: when a collision occurs, the arc-shaped aluminum tube at the front of the crash cushion first deforms to absorb some energy. Subsequently, the impact force causes the internal honeycomb material to undergo controllable and permanent plastic deformation, thereby dissipating most of the impact kinetic energy. The crash cushion vehicle body is usually based on a traditional fuel vehicle or a new energy commercial vehicle chassis, and is gradually moving towards pure electric vehicles to meet environmental protection requirements.

[0004] However, the crash barriers on current crash vehicles are mostly single-use and become ineffective after the first impact at the construction site. This is very dangerous for new energy crash vehicles equipped with battery packs. In addition, if the vehicle behind is traveling at too high a speed or if the impact is not a complete head-on collision, the vehicle behind is prone to bouncing and lateral movement after hitting the crash barrier, which can lead to a secondary impact. Summary of the Invention

[0005] In order to improve the problems that existing anti-collision modules are mostly single-use and cannot protect the battery pack of the anti-collision vehicle, and that the vehicle may bounce or move laterally after being hit by a vehicle from behind, which may easily cause secondary impacts, this application provides an anti-collision vehicle.

[0006] The collision avoidance vehicle provided in this application adopts the following technical solution: A crash-avoiding vehicle includes a vehicle body and a crash-avoiding frame. Multiple active buffer components and a flexible protective cover for covering the multiple active buffer components are arranged in an array on the frontal impact surface of the crash-avoiding frame. Fiber optic strain sensors for detecting the impact area of ​​a vehicle behind are arranged on the flexible protective cover. The active buffer component includes: Mounting bracket, for installation on the crash barrier; A magnetic field generating device is installed in the mounting base; The explosion-proof bag is connected to the side of the mounting base away from the anti-collision frame, and its interior is filled with magnetorheological fluid; The fiber optic strain sensor and all the magnetic field generating devices are electrically connected to a buffer controller, which is configured as follows: The main impact area of ​​the rear vehicle and the impact side areas located on both sides of the main impact area are determined based on the signal from the fiber optic strain sensor. Several magnetic field generating devices corresponding to the main impact area are controlled to operate in a first pulse mode, so that the stiffness of the corresponding explosion-proof bag alternately switches between a first stiffness level and a second stiffness level, wherein the first stiffness level is higher than the second stiffness level. The multiple dry magnetic field generating devices corresponding to the impact side areas on both sides are synchronously controlled to operate in the second pulse mode, so that the stiffness of the corresponding explosion-proof bag alternately switches between the first stiffness level and the second stiffness level. The first pulse mode and the second pulse mode are inversely related, such that when the explosion-proof bag in the main impact area is at the second stiffness level, the explosion-proof bag in the impact side area is at the first stiffness level.

[0007] Furthermore, the buffer controller is also configured to: Based on the strain distribution changes detected by the fiber optic strain sensor, the instantaneous deflection trend of the vehicle behind is determined; in response to the determination that there is a deflection trend towards the first direction, the magnetic field strength generated by the magnetic field generating device in the impact side region located in the first direction is controlled to be greater than the magnetic field strength generated by the magnetic field generating device in the impact side region located in the opposite direction.

[0008] Furthermore, the first stiffness level corresponds to the hardness of the explosion-proof bag when the magnetic field generating device is supplied with rated current, and the second stiffness level corresponds to the hardness of the explosion-proof bag when the magnetic field generating device is supplied with 50% to 80% of rated current.

[0009] Furthermore, the alternation frequency range between the first pulse mode and the second pulse mode is 10Hz to 100Hz.

[0010] Furthermore, it also includes a vehicle environment perception sensor installed on the vehicle body for monitoring vehicles approaching from behind, the vehicle environment perception sensor being electrically connected to the buffer controller; The buffer controller is also configured to: when a collision is predicted to occur based on signals from the vehicle environment perception sensor, control the magnetic field generator of the active buffer assembly to be energized so that the corresponding explosion-proof bag enters the second stiffness level in advance.

[0011] Furthermore, the buffer controller is configured to: predict the collision area based on the signal from the vehicle environment perception sensor, and control the magnetic field generating device of the active buffer component on the anti-collision frame corresponding to the predicted collision area to be energized, so that the corresponding explosion-proof bag enters the second stiffness level in advance.

[0012] Furthermore, the cross-sectional area of ​​the inflated explosion-proof bag gradually decreases from the end closest to the anti-collision frame to the end furthest from the anti-collision frame, and a buffer gap is formed between two adjacent explosion-proof bags.

[0013] Furthermore, a buffer bladder located in the buffer gap is fixed to the side of the flexible protective cover near the anti-collision frame, and the buffer bladder is filled with a non-Newtonian fluid.

[0014] Furthermore, the impact surface composed of multiple active buffer components is a concave arc surface, with the apex of the concave arc surface pointing towards the center of the anti-collision frame.

[0015] Furthermore, the magnetic field generating device can be detachably installed in the mounting base, and the mounting base can be detachably installed on the anti-collision frame.

[0016] In summary, the beneficial technical effects of this application are as follows: 1. By controlling the magnetic field generators in the active buffer components corresponding to the main impact area and the impact side area to work in the first pulse mode and the second pulse mode respectively through the buffer controller, the multiple explosion-proof bags that are in direct contact with the rear vehicle switch between hard and relatively hard states at a relatively fast frequency. This can not only more effectively transfer part of the impact force to the robust frame of the crash vehicle for dispersion, but also better absorb and dissipate the initial impact kinetic energy of the rear vehicle, forming a dynamic buffer effect in the main impact area. 2. By setting the second pulse mode of the impact side region to be opposite to the first pulse mode of the impact main region, the impact side region periodically provides lateral restraint force during the collision, just like two hands "supporting" the vehicle on both sides. This can effectively suppress the lateral swing or rotation tendency of the rear vehicle caused by the collision, significantly reducing the probability of the rear vehicle losing control, skidding, or even secondary collision with other obstacles. This can not only provide effective protection for the rear vehicle, but also prevent the secondary impact from affecting the battery pack under the anti-collision body, greatly improving the safety performance of both vehicles after the collision. 3. Since the explosion-proof bag mainly buffers the impact energy through the morphological changes of the magnetorheological fluid inside, and this buffering is reversible, and the magnetic field generating device and the mounting base are detachable, the damaged parts can be replaced in an emergency after an impact accident to restore the impact protection function, which can improve the safety of road construction. 4. By forming asymmetrical control of the magnetic field strength of the two impact side areas through the buffer controller, the blast-proof bags in the two impact side areas can directly cause the stiffness difference during hardening, which can apply a lateral moment to the rear vehicle. The direction of this lateral moment is opposite to the direction of the deflection after the rear vehicle is hit, thereby effectively resisting and weakening its deflection tendency and playing a "righting" effect, so as to prevent the battery pack of the crash vehicle from being fatally hit by the rear vehicle or overturned. 5. Through the collaboration of vehicle environmental perception sensors and buffer controllers, the full-cycle active control of "collision prediction - advance preparation - dynamic switching during collision" is realized, which solves the technical contradiction of traditional crash avoidance vehicles that "absorb energy after heavy collision and avoid collision before minor collision". Attached Figure Description

[0017] Figure 1 This is a schematic diagram of the overall structure of an embodiment of this application; Figure 2 This is a schematic diagram of the structure of the anti-collision frame according to an embodiment of this application; Figure 3 This is a schematic diagram of the structure of the anti-collision frame after the flexible protective cover is hidden, according to an embodiment of this application; Figure 4 This is a control logic diagram of the buffer controller in an embodiment of this application.

[0018] Explanation of reference numerals in the attached figures: 1. Vehicle body; 11. Anti-collision frame; 12. Vehicle environmental perception sensor; 2. Flexible protective cover; 21. Concave arc surface; 3. Fiber optic strain sensor; 41. Mounting base; 42. Magnetic field generating device; 43. Explosion-proof bag; 51. Buffer gap; 52. Buffer bladder. Detailed Implementation

[0019] The technical solutions of this application will now be clearly and completely described with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of this application. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0020] This application discloses a collision avoidance vehicle. (Refer to...) Figure 1 , Figure 2 and Figure 3 It includes a vehicle body 1 and a crash barrier 11. Multiple active buffer components and a flexible protective cover 2 for covering the multiple active buffer components are arranged in an array on the frontal impact surface of the crash barrier 11. Fiber optic strain sensors 3 for detecting the impact area of ​​vehicles behind are arranged on the flexible protective cover 2.

[0021] Specifically, the flexible protective cover 2 is made of fiber woven mesh or tear-resistant rubber, such as a composite structure of two layers of aramid fiber woven mesh sandwiching tear-resistant silicone rubber in the middle. This structure can effectively wrap multiple active buffer components and prevent premature complete breakage after being hit by a vehicle from behind. The detection optical fibers of the fiber optic strain sensor 3 can be distributed in a grid pattern on the flexible protective cover 2, or multiple fibers can be arranged vertically along the width of the vehicle body 1. Considering that the detection optical fibers of the fiber optic strain sensor 3 are likely to be damaged after an impact, in this embodiment, three transversely arranged detection optical fibers of the fiber optic strain sensor 3 are selected and installed in a detachable manner, such as glued to the side of the flexible protective cover 2 near the anti-collision frame 11 (in the figure, for ease of display, it is set on the outside of the flexible protective cover 2). This allows for timely replacement of the detection optical fibers after damage. The main body of the fiber optic strain sensor 3 is installed on the inside of the vehicle body 1 or the anti-collision frame 11 near the vehicle body 1, in order to reduce the cost of use and improve maintenance efficiency.

[0022] The main active buffer components mentioned above include: Mounting bracket 41 is installed on the anti-collision bracket 11.

[0023] The magnetic field generating device 42 is installed in the mounting base 41 and can be configured as an electromagnet. Specifically, the magnetic field generating device 42 is detachably installed in the mounting base 41, and the mounting base 41 is detachably installed on the anti-collision frame 11. For example, the mounting base 41 has a non-through mounting groove vertically, the magnetic field generating device 42 is inserted into the mounting groove, the anti-collision frame 11 has a non-through T-shaped groove vertically, and the mounting base 41 has a T-shaped block that is compatible with the T-shaped groove. Of course, other methods are also possible, such as bolt fixing.

[0024] The explosion-proof bag 43 is connected to the side of the mounting base 41 away from the anti-collision frame 11, and its interior is filled with magnetorheological fluid.

[0025] The fiber optic strain sensor 3 and all magnetic field generating devices 42 are electrically connected to a buffer controller, which is configured as follows: The main impact area of ​​the rear vehicle and the impact side areas located on both sides of the main impact area are determined based on the signal from the fiber optic strain sensor 3. The magnetic field generating devices 42 corresponding to the main impact area are controlled to work in the first pulse mode, so that the stiffness of the corresponding explosion-proof bag 43 alternates between the first stiffness level and the second stiffness level, with the first stiffness level being higher than the second stiffness level. The multiple dry magnetic field generating devices 42 corresponding to the impact side areas on both sides are synchronously controlled to work in the second pulse mode, so that the stiffness of the corresponding explosion-proof bag 43 alternates between the first stiffness level and the second stiffness level. The first pulse mode and the second pulse mode are inversely related, so that when the explosion-proof bag 43 in the main impact area is at the second stiffness level, the explosion-proof bag 43 in the impact side area is at the first stiffness level.

[0026] The first stiffness level corresponds to the hardness of the explosion-proof bag 43 when the magnetic field generating device 42 is supplied with the rated current, and the second stiffness level corresponds to the hardness of the explosion-proof bag 43 when the magnetic field generating device 42 is supplied with 50% to 80% of the rated current; the rated current is a safe range value, with maximum and minimum values. The alternation frequency range between the first pulse mode and the second pulse mode is 10Hz to 100Hz.

[0027] Therefore, referring to Figure 2 , Figure 3 and Figure 4 When a vehicle behind crashes into the flexible protective shield 2 on the crash barrier 11, the fiber optic strain sensor 3 captures the strain distribution in real time, and the buffer controller analyzes the signal to determine the main impact area and the impact side area. For example, if the fiber optic strain value in the main impact area suddenly increases to above the threshold, and the strain value in the impact side area is lower but continuous, the buffer controller can divide the area accordingly.

[0028] Subsequently, the buffer controller controls the magnetic field generator 42 in the active buffer components corresponding to the main impact area and the side impact area to operate in the first pulse mode and the second pulse mode, respectively. This causes the blast-proof bags 43 in the main impact area and the side impact area to alternate between the first stiffness level and the second stiffness level. When the blast-proof bags 43 in the main impact area are at the second stiffness level, the blast-proof bags 43 in the side impact area are at the first stiffness level. At this time, on the one hand, the multiple blast-proof bags 43 that are in direct contact with the rear vehicle alternate between the hard state and the relatively hard state at a relatively fast frequency. This can not only more effectively transfer part of the impact force to the rear of the crash vehicle's sturdy frame for dispersion, but also better absorb and dissipate the initial impact kinetic energy of the rear vehicle. This dynamic change avoids the problems of "too stiff and brittle" or "too soft and collapse" that may occur in traditional single-stiffness buffer structures, and achieves adaptive, multi-mode absorption of collision energy, forming a dynamic buffering effect in the main impact area.

[0029] On the other hand, since the second pulse mode in the impact side region is opposite to the first pulse mode, when the explosion-proof bag 43 in the main impact region is in a stiff state, the explosion-proof bags 43 in the two impact side regions are in a relatively stiff state, which helps to disperse the impact energy of the main impact region. When the explosion-proof bag 43 in the main impact region is in a relatively stiff state, the explosion-proof bags 43 in the two impact side regions are in a stiff state, which can form an instantaneous restraining effect. That is, during the collision, the impact side region periodically provides lateral restraint force, just like two hands "restraining" the vehicle on both sides. This can effectively suppress the lateral swing or rotation tendency of the rear vehicle caused by the collision, significantly reducing the probability of the rear vehicle losing control, skidding, or even secondary collision with other obstacles. This can not only form effective protection for the rear vehicle, but also avoid the secondary impact affecting the battery pack under the anti-collision body 1, greatly improving the safety performance of both vehicles after the collision.

[0030] Furthermore, since the explosion-proof bag 43 mainly buffers impact energy through the morphological changes of its internal magnetorheological fluid, and this buffering is reversible, it can significantly improve the service life of the explosion-proof bag 43, thus breaking away from the limitation of single-use anti-collision modules. In addition, the explosion-proof bag 43 of this application can be detachably installed on the anti-collision frame 11 via the mounting base 41 and arranged in an array on the anti-collision frame 11, allowing for convenient independent replacement. The magnetic field generating device 42 can also be detachably installed on the mounting base 41, which can greatly reduce the maintenance cost of the anti-collision vehicle of this application after being hit and improve maintenance efficiency. Damaged parts can be replaced urgently after a collision to restore the anti-collision function, thereby improving the safety of road construction.

[0031] Furthermore, in order to improve the deflection suppression effect of the collision avoidance vehicle of this application against rear-end collisions, such as... Figure 4 As shown, the buffer controller is also configured as follows: Based on the strain distribution changes detected by the fiber optic strain sensor 3, the instantaneous deflection trend of the following vehicle is determined. In response to the determination that there is a deflection trend in the first direction, the magnetic field strength generated by the magnetic field generator 42 located in the impact side region in the first direction is controlled to be greater than the magnetic field strength generated by the magnetic field generator 42 located in the impact side region in the opposite direction. Specifically, the magnetic field strength is adjusted by controlling the magnitude of the current passing through the magnetic field generator 42. Furthermore, the above control process occurs when the blast-proof bag 43 in the impact side region is at the first stiffness level, so as to better correct the attitude of the following vehicle during the towing process.

[0032] Therefore, during a rear-end collision, the fiber optic strain sensor 3 monitors the strain distribution on the flexible protective shield 2 in real time. When the rear vehicle impacts and begins to deflect (e.g., the front of the vehicle tends to rotate to the left or right), the strain distribution in different areas of the flexible protective shield 2 will exhibit asymmetrical changes. Once the buffer controller determines that there is a deflection trend, it immediately generates a targeted correction command. Specifically, within the framework of the ongoing "anti-phase pulse control," the magnetic field strength of the two "impact side regions" is differentially adjusted. Specifically, in response to a deflection trend towards the first direction (e.g., the left side), the buffer controller will control the magnetic field generator 42 located in the impact side region of the first direction (left side) to enter the phase of the first stiffness level by supplying a larger current, such as the maximum value of the rated current; while the magnetic field generator 42 located in the opposite direction (right side) will supply a relatively smaller rated current, or even a smaller current, to enter the second stiffness level earlier.

[0033] This asymmetric control of the magnetic field strength on both sides can directly cause the blast-proof bags 43 in the impact side areas on both sides to produce a stiffness difference during hardening. This can apply a lateral moment to the vehicle behind, and the direction of this lateral moment is opposite to the direction of the deflection after the impact of the vehicle behind. This effectively resists and weakens the deflection trend, and plays a "righting" role, so as to prevent the battery pack of the crash barrier from being fatally impacted or overturned by the vehicle behind.

[0034] Moreover, since this "supporting" + "straightening" effect works by alternating the second pulse mode on the vehicle behind, it can minimize the mechanical damage to the vehicle behind when correcting it.

[0035] Additionally, refer to Figure 1 and Figure 4 The collision avoidance vehicle of this application also includes a vehicle environment perception sensor 12 installed on the vehicle body 1 for monitoring vehicles approaching from behind. The vehicle environment perception sensor 12 is electrically connected to the buffer controller. The vehicle environment perception sensor 12 includes, but is not limited to, one or a combination of several of the following: lidar, millimeter-wave radar, and vehicle-mounted vision camera.

[0036] The buffer controller is also configured to: when a collision is predicted to occur based on the signal from the vehicle environment perception sensor 12, control the magnetic field generator 42 of the active buffer assembly to be energized so that the corresponding explosion-proof bag 43 enters the second stiffness level in advance.

[0037] Specifically, the buffer controller is configured to: predict the collision area based on the signal from the vehicle environment perception sensor 12, and control the magnetic field generating device 42 of the active buffer component on the anti-collision frame 11 corresponding to the predicted collision area to be energized so that the corresponding explosion-proof bag 43 enters the second stiffness level in advance.

[0038] Therefore, the vehicle environment perception sensor 12 monitors the status of vehicles approaching from behind the crash barrier in real time. When the buffer controller predicts that a collision is about to occur, it actively controls the magnetic field generator 42 of the active buffer component corresponding to the predicted collision area to be energized, causing the corresponding explosion-proof bag 43 to enter the second stiffness level in advance. This allows the semi-rigid magnetorheological fluid in the explosion-proof bag 43 to be in an initial stiffness more adapted to energy absorption when the collision occurs, avoiding excessive compression displacement and instantaneous rigid impact due to excessive softness in the initial stage. This reduces the sudden change in impact force and improves buffering efficiency. Subsequently, based on the detection signal of the fiber optic strain sensor 3, the buffer controller activates the zoned anti-phase control and deflection suppression function at the moment of collision, making the entire crash barrier system form a seamless dual safety defense line.

[0039] Moreover, through the collaboration of the vehicle environment perception sensor 12 and the buffer controller, the full-cycle active control of "collision prediction - advance preparation - dynamic switching during collision" is realized, which solves the technical contradiction of traditional crash avoidance vehicles that "absorb energy after heavy collision and avoid collision before light collision".

[0040] In addition, refer to Figure 3 The cross-sectional area of ​​the inflated explosion-proof bag 43 gradually decreases from the end near the anti-collision frame 11 to the end away from the anti-collision frame 11, and a buffer gap 51 is formed between two adjacent explosion-proof bags 43. A buffer bladder 52 located in the buffer gap 51 is fixed to the side of the flexible protective cover 2 near the anti-collision frame 11, and the buffer bladder 52 is filled with a non-Newtonian fluid.

[0041] Furthermore, the impact surface composed of multiple active buffer components is a concave arc surface 21, with the apex of the concave arc surface 21 pointing towards the center of the crash barrier 11. This can guide the impact direction of the following vehicle to concentrate towards the center of the crash barrier 11, reducing lateral deviation and preventing it from leaving the crash protection area.

[0042] Therefore, by setting the explosion-proof bag 43 as a gradient stiffness structure, when it is hit by a vehicle from behind, the front part of the vehicle body 1 with a smaller cross-section that is far away from the explosion-proof bag 43 will deform and collapse first to absorb the initial impact energy; as the collision process continues, the impact force is transmitted to the root, and the part with a larger cross-section participates in deformation and energy absorption in turn, avoiding a one-time rigid impact, making the energy absorption process more gradual and efficient.

[0043] Meanwhile, through the buffer bladder 52 in the buffer gap 51, the non-Newtonian fluid in the buffer bladder 52 is flexible under normal conditions, which does not affect the independent movement of the buffer bladder 52 and the explosion-proof bladder 43. When a collision occurs, especially when a rear vehicle experiences an offset collision that causes the explosion-proof bladder 43 to be subjected to lateral compression, the buffer gap 51 will narrow, violently compressing the non-Newtonian fluid in its buffer bladder 52. Under high shear force, the non-Newtonian fluid will instantly exhibit extremely high viscosity or even solid-like behavior, thereby forming an instantaneous and powerful lateral support force between adjacent bladders. This can effectively suppress excessive deformation or instability of a single or local explosion-proof bladder 43 under lateral force after the collision, ensuring the structural integrity of the entire buffer array under complex loads and providing a stable execution basis for the "instantaneous support" and "active straightening" control of the buffer controller.

[0044] Unless otherwise defined, the technical or scientific terms used in this application shall have the ordinary meaning understood by one of ordinary skill in the art to which this application pertains. The terms "first," "second," "third," and similar terms used in this application specification and claims do not indicate any order, quantity, or importance, but are merely used to distinguish different components. The terms "an" or "a" and similar terms do not indicate a quantity limitation, but rather indicate the presence of at least one. The terms "comprising" or "including" and similar terms mean that the elements or objects preceding "comprising" or "including" encompass the elements or objects listed following "comprising" or "including" and their equivalents, and do not exclude other elements or objects. "Above," "below," "left," "right," etc., are used only to indicate relative positional relationships; when the absolute position of the described object changes, the relative positional relationship may also change accordingly.

[0045] The above are all preferred embodiments of this application, and are not intended to limit the scope of protection of this application. Therefore, all equivalent changes made in accordance with the structure, shape and principle of this application should be covered within the scope of protection of this application.

Claims

1. A crash-resistant vehicle, comprising a vehicle body and a crash protection frame, characterized in that, The collision protection frame has multiple active buffer components arranged in an array on its frontal surface and a flexible protective cover for covering the multiple active buffer components. The flexible protective cover is equipped with fiber optic strain sensors for detecting the impact area of ​​vehicles behind. The active buffer component includes: Mounting bracket, for installation on the crash barrier; A magnetic field generating device is installed in the mounting base; The explosion-proof bag is connected to the side of the mounting base away from the anti-collision frame, and its interior is filled with magnetorheological fluid; The fiber optic strain sensor and all the magnetic field generating devices are electrically connected to a buffer controller, which is configured as follows: The main impact area of ​​the rear vehicle and the impact side areas located on both sides of the main impact area are determined based on the signal from the fiber optic strain sensor. Several magnetic field generating devices corresponding to the main impact area are controlled to operate in a first pulse mode, so that the stiffness of the corresponding explosion-proof bag alternately switches between a first stiffness level and a second stiffness level, wherein the first stiffness level is higher than the second stiffness level. The multiple magnetic field generating devices corresponding to the impact side regions on both sides are synchronously controlled to operate in the second pulse mode, so that the stiffness of the corresponding explosion-proof bag alternately switches between the first stiffness level and the second stiffness level. The first pulse mode and the second pulse mode are inversely related, such that when the explosion-proof bag in the main impact area is at the second stiffness level, the explosion-proof bag in the impact side area is at the first stiffness level.

2. The anti-collision vehicle according to claim 1, characterized in that, The buffer controller is also configured to: Based on the strain distribution changes detected by the fiber optic strain sensor, the instantaneous deflection trend of the vehicle behind is determined; in response to the determination that there is a deflection trend towards the first direction, the magnetic field strength generated by the magnetic field generating device in the impact side region located in the first direction is controlled to be greater than the magnetic field strength generated by the magnetic field generating device in the impact side region located in the opposite direction.

3. A collision avoidance vehicle according to claim 1, characterized in that, The first stiffness level corresponds to the hardness of the explosion-proof bag when the magnetic field generating device is supplied with rated current, and the second stiffness level corresponds to the hardness of the explosion-proof bag when the magnetic field generating device is supplied with 50% to 80% of rated current.

4. A collision avoidance vehicle according to claim 1, characterized in that, The alternation frequency range between the first pulse mode and the second pulse mode is 10Hz to 100Hz.

5. A collision avoidance vehicle according to claim 1, characterized in that, It also includes a vehicle environment perception sensor installed on the vehicle body for monitoring vehicles approaching from behind, the vehicle environment perception sensor being electrically connected to the buffer controller; The buffer controller is also configured to: when a collision is predicted to occur based on signals from the vehicle environment perception sensor, control the magnetic field generator of the active buffer assembly to be energized so that the corresponding explosion-proof bag enters the second stiffness level in advance.

6. A collision avoidance vehicle according to claim 5, characterized in that, The buffer controller is configured to: predict the collision area based on the signal from the vehicle environment perception sensor, and control the magnetic field generator of the active buffer component on the anti-collision frame corresponding to the predicted collision area to be energized, so that the corresponding explosion-proof bag enters the second stiffness level in advance.

7. A collision avoidance vehicle according to any one of claims 1-6, characterized in that, The cross-sectional area of ​​the inflated explosion-proof bag gradually decreases from the end closest to the anti-collision frame to the end furthest from the anti-collision frame, and a buffer gap is formed between two adjacent explosion-proof bags.

8. A collision avoidance vehicle according to claim 7, characterized in that, The flexible protective cover is fixed to a buffer bladder located in the buffer gap on the side near the anti-collision frame, and the buffer bladder is filled with a non-Newtonian fluid.

9. A collision avoidance vehicle according to claim 7, characterized in that, The impact surface composed of multiple active buffer components is a concave arc surface, and the apex of the concave arc surface points to the center of the anti-collision frame.

10. A collision avoidance vehicle according to claim 1, characterized in that, The magnetic field generating device is detachably mounted in the mounting base, and the mounting base is detachably mounted on the anti-collision frame.

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