Anti-collision mechanism and vehicle

Abstract

The utility model discloses a kind of anti-collision mechanism and vehicle, the utility model relates to vehicle field, and anti-collision mechanism includes: anti-collision crossbeam and connecting crossbeam are opposite and spaced apart along first direction;Multiple energy-absorbing components are connected between anti-collision crossbeam and connecting crossbeam, and multiple energy-absorbing components are sequentially arranged along second direction, and energy-absorbing component includes multiple energy-absorbing structures, and multiple energy-absorbing structures of each energy-absorbing component are arranged along second direction, first direction and second direction are perpendicular. Thus, by the anti-collision mechanism sets multiple energy-absorbing components, multiple energy-absorbing structures are set in each energy-absorbing component, and multiple energy-absorbing structures absorb energy, so that the anti-collision mechanism can absorb more energy, so as to improve the energy-absorbing effect of anti-collision mechanism, it is beneficial to improve the ability of anti-collision mechanism to resist impact force, in the process of collision of vehicle, it is beneficial to reduce the risk of excessive deformation or even fracture of anti-collision mechanism, thereby reducing the risk of subframe and vehicle body deformation, and further improving the driving safety of vehicle.

Description

Technical Field

[0001] This utility model relates to the field of vehicles, and in particular to a collision avoidance mechanism and a vehicle having the collision avoidance mechanism. Background Technology

[0002] In related technologies, vehicles are equipped with anti-collision mechanisms that are connected to the subframe. Existing anti-collision mechanisms have limited energy absorption effects during collisions and are prone to excessive deformation or even breakage, making it difficult for them to resist collision forces. This can easily lead to deformation of the subframe and vehicle body. Utility Model Content

[0003] The present invention aims to at least solve one of the technical problems existing in the prior art. Therefore, one objective of the present invention is to provide a collision avoidance mechanism that can improve the energy absorption effect of the collision avoidance mechanism, thereby reducing the risk of excessive deformation or even breakage of the collision avoidance mechanism.

[0004] This utility model also proposes a vehicle having the above-mentioned anti-collision mechanism.

[0005] According to a first aspect of the present invention, an anti-collision mechanism includes: an anti-collision beam and a connecting beam, the anti-collision beam and the connecting beam being opposite to and spaced apart along a first direction; and a plurality of energy-absorbing components, each of which is connected between the anti-collision beam and the connecting beam, and the plurality of energy-absorbing components are arranged sequentially along a second direction. Each energy-absorbing component includes a plurality of energy-absorbing structures, and the plurality of energy-absorbing structures of each energy-absorbing component are arranged along the second direction, with the first direction and the second direction being perpendicular.

[0006] According to the embodiments of the present invention, the anti-collision mechanism is equipped with multiple energy-absorbing components, each of which has multiple energy-absorbing structures. The multiple energy-absorbing structures absorb energy, which allows the anti-collision mechanism to absorb more energy, thereby improving the energy absorption effect of the anti-collision mechanism. This is beneficial to improving the anti-collision mechanism's ability to resist collision forces. During a vehicle collision, it helps to reduce the risk of excessive deformation or even breakage of the anti-collision mechanism, thereby reducing the risk of subframe and body deformation and improving vehicle driving safety.

[0007] In some examples of this utility model, the multiple energy-absorbing structures of the energy-absorbing component include: a first energy-absorbing structure and a second energy-absorbing structure, wherein the length of the first energy-absorbing structure is greater than the length of the second energy-absorbing structure along a first direction.

[0008] In some examples of this utility model, the anti-collision mechanism has a center line extending along a first direction, and along a second direction, a plurality of energy-absorbing components are respectively located on both sides of the center line.

[0009] In some examples of this invention, multiple energy-absorbing components are symmetrically arranged about the median line.

[0010] In some examples of this invention, along the second direction, the second energy-absorbing structure is located on the side of the corresponding first energy-absorbing structure away from the midline.

[0011] In some examples of this invention, the cross-sectional area of ​​the first energy-absorbing structure is smaller than that of the second energy-absorbing structure.

[0012] In some examples of this invention, at least one energy-absorbing structure in the energy-absorbing assembly has a collapsible groove formed on its outer peripheral wall.

[0013] In some examples of this utility model, each energy-absorbing structure in the energy-absorbing assembly is formed with a collapsible groove, and at least one energy-absorbing structure in the energy-absorbing assembly is formed with a collapsible groove extending along a third direction on at least one side along the second direction, and at least one energy-absorbing structure in the energy-absorbing assembly is formed with a collapsible groove extending along the second direction on at least one side along the third direction, wherein the first direction, the second direction and the third direction are perpendicular to each other.

[0014] In some examples of this utility model, at least one side of the connecting beam is provided with a clearance space along a third direction, and the first direction, the second direction and the third direction are perpendicular to each other.

[0015] The vehicle according to a second aspect of the present invention includes the above-described anti-collision mechanism.

[0016] Additional aspects and advantages of this invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. Attached Figure Description

[0017] The above and / or additional aspects and advantages of this utility model will become apparent and readily understood from the description of the embodiments taken in conjunction with the following drawings, in which: Figure 1 This is a schematic diagram of the anti-collision mechanism according to an embodiment of the present utility model.

[0018] Figure label: Collision avoidance mechanism 10, 20mm anti-collision beam Connecting beam 30, clearance space 31, Energy-absorbing component 40, energy-absorbing structure 41, first energy-absorbing structure 411, second energy-absorbing structure 412. Collapse groove 50. Detailed Implementation

[0019] Embodiments of the present utility model will be described in detail below. Examples of the embodiments are shown in the accompanying drawings, where like or similar reference numerals denote like or similar elements or elements having like or similar functions throughout. The embodiments described below by referring to the accompanying drawings are exemplary and are only used to explain the present utility model and should not be construed as a limitation to the present utility model.

[0020] Reference will be made below Figure 1 to describe the anti-collision mechanism 10 according to an embodiment of the present utility model. The anti-collision mechanism 10 can be provided on the front side of the vehicle, and the anti-collision mechanism 10 can also be provided on the rear side of the vehicle. However, the present utility model is not limited thereto, and the anti-collision mechanism 10 can also be installed at other positions of the vehicle. As an example, the anti-collision mechanism 10 can be provided on the front side of the vehicle. In this application, the anti-collision mechanism 10 provided on the front side of the front subframe of the vehicle is taken as an example for illustration. The anti-collision mechanism 10 is fixed to the subframe. The anti-collision mechanism 10 can be directly fixed to the subframe, or the anti-collision mechanism 10 can also be indirectly fixed to the subframe through other structural members.

[0021] As Figure 1 shown, the anti-collision mechanism 10 according to an embodiment of the first aspect of the present utility model includes: an anti-collision cross beam 20 and a connecting cross beam 30. The anti-collision cross beam 20 and the connecting cross beam 30 are opposite and spaced apart in a first direction; a plurality of energy absorption components 40, and the plurality of energy absorption components 40 are all connected between the anti-collision cross beam 20 and the connecting cross beam 30, and the plurality of energy absorption components 40 are arranged in sequence in a second direction. The energy absorption component 40 includes a plurality of energy absorption structures 41, and the plurality of energy absorption structures 41 of each energy absorption component 40 are arranged in the second direction. The first direction and the second direction are perpendicular.

[0022] Among them, the anti-collision cross beam 20 can be made of materials such as aluminum alloy or high-strength steel, and the anti-collision cross beam 20 can be formed by processes such as extrusion or stamping. The connecting cross beam 30 can be formed by processes such as die casting or stamping, and the connecting cross beam 30 can be made of materials such as steel or extruded aluminum. In this application, the connecting cross beam 30 made of extruded aluminum material is taken as an example for illustration. Using the extruded aluminum material for the connecting cross beam 30 can ensure the structural strength of the connecting cross beam 30 and can also achieve the lightweight design of the connecting cross beam 30. As an embodiment, the connecting cross beam 30 can adopt a "day" - shaped cross - section design. The "day" - shaped cross - section design of the connecting cross beam 30 can effectively resist the force generated by vehicle impact, which is beneficial to improving the bending and torsional resistance of the connecting cross beam 30, and thus improving the bending and torsional resistance of the anti - collision mechanism 10.

[0023] The first direction is Figure 1In the X direction, the anti-collision beam 20 and the connecting beam 30 are arranged opposite each other along the first direction. This ensures that the stress generated by the anti-collision mechanism 10 when it is impacted is transmitted sequentially from the anti-collision beam 20 to the connecting beam 30 along the first direction, thus providing a reasonable path for force transmission. The anti-collision beam 20 and the connecting beam 30 are spaced apart along the first direction, providing space for the installation of the energy-absorbing components 40. The energy-absorbing components 40 can be set in two, three, four, or other quantities. The number of energy-absorbing components 40 can be reasonably selected according to the actual situation. When the anti-collision beam 20 of the anti-collision mechanism 10 is impacted, multiple energy-absorbing components 40 can deform and absorb energy simultaneously, thereby enhancing the energy absorption effect of the anti-collision mechanism 10.

[0024] Multiple energy-absorbing components 40 can be fixedly connected to the anti-collision crossbeam 20 by bolts or welding, and multiple energy-absorbing components 40 can be fixedly connected to the connecting crossbeam 30 by bolts or welding. The second direction is... Figure 1 In the Y direction, multiple energy-absorbing components 40 are arranged sequentially along the second direction, which can disperse the force generated by the vehicle during an impact along the second direction. The energy-absorbing structure 41 can be made of materials such as aluminum alloy and stainless steel. The energy-absorbing component 40 can contain two, three, four, or other energy-absorbing structures 41, and the energy-absorbing component 40 is composed of two or more energy-absorbing structures 41. As an example, such as Figure 1 As shown, this application uses an energy-absorbing component 40 containing two energy-absorbing structures 41 as an example for illustration.

[0025] The anti-collision mechanism 10 is equipped with multiple energy-absorbing components 40, and the energy-absorbing components 40 are equipped with multiple energy-absorbing structures 41. The multiple energy-absorbing structures 41 can absorb energy, which can enable the anti-collision mechanism 10 to absorb more energy, thereby improving the energy absorption effect of the anti-collision mechanism 10.

[0026] According to the embodiment of the present utility model, the anti-collision mechanism 10 is provided with a plurality of energy-absorbing components 40, and each energy-absorbing component 40 is provided with a plurality of energy-absorbing structures 41. The plurality of energy-absorbing structures 41 absorb energy, which can enable the anti-collision mechanism 10 to absorb more energy, thereby improving the energy absorption effect of the anti-collision mechanism 10. This is beneficial to improving the ability of the anti-collision mechanism 10 to resist collision forces. During a vehicle collision, it is beneficial to reduce the risk of excessive deformation or even breakage of the anti-collision mechanism 10, thereby reducing the risk of subframe and body deformation, and thus improving the driving safety of the vehicle.

[0027] In some examples of embodiments of this utility model, such as Figure 1 As shown, the energy absorption assembly 40 includes a plurality of energy absorption structures 41, including a first energy absorption structure 411 and a second energy absorption structure 412. Along the first direction, the length of the first energy absorption structure 411 is greater than the length of the second energy absorption structure 412.

[0028] In one embodiment, the first energy-absorbing structure 411 can be fixedly connected to the horizontal section of the anti-collision beam 20 extending in the second direction. In another embodiment, the first energy-absorbing structure 411 can be fixedly connected to the bend of the anti-collision beam 20. This application uses the fixed connection between the first energy-absorbing structure 411 and the bend of the anti-collision beam 20 as an example for explanation. The cross-section of the first energy-absorbing structure 411 can be designed with a small cross-sectional size of 47mm × 24mm. The first energy-absorbing structure 411 and the anti-collision beam 20 can be fixedly connected by welding, bolting, or other methods. Alternatively, the first energy-absorbing structure 411 and the anti-collision beam 20 can be integrally formed.

[0029] As one embodiment, the second energy-absorbing structure 412 can be fixedly connected to the horizontal section of the anti-collision beam 20 extending along the second direction. As another embodiment, the second energy-absorbing structure 412 can be fixedly connected to the bend of the anti-collision beam 20. As yet another embodiment, the second energy-absorbing structure 412 can be fixedly connected to the inclined section of the anti-collision beam 20 extending obliquely along the second direction. This application uses the fixed connection of the second energy-absorbing structure 412 to the inclined section of the anti-collision beam 20 extending obliquely along the second direction as an example for explanation. The second energy-absorbing structure 412 and the anti-collision beam 20 can be fixedly connected by welding, bolting, or other methods, or they can be integrally formed. The cross-section of the second energy-absorbing structure 412 can be designed with a large cross-sectional size of 49mm × 47mm.

[0030] Along the first direction, the length of the first energy-absorbing structure 411 is greater than the length of the second energy-absorbing structure 412, forming a stepped energy-absorbing component 40. When the anti-collision beam 20 is impacted, the first energy-absorbing structure 411 and the second energy-absorbing structure 412 can form multi-stage collapse, achieving a multi-stage energy absorption effect. This helps to reduce the problem of insufficient energy absorption by a single energy-absorbing structure 41. The reasonable length distribution of the first energy-absorbing structure 411 and the second energy-absorbing structure 412 can improve the material utilization rate of the energy-absorbing structure 41, thereby improving the material utilization rate of the energy-absorbing component 40, and thus helping to improve the material utilization rate of the anti-collision mechanism 10.

[0031] In some examples of embodiments of this utility model, the anti-collision mechanism 10 has a center line extending along a first direction, and along a second direction, a plurality of energy-absorbing components 40 are respectively located on both sides of the center line.

[0032] The center line is located at the exact center of the anti-collision mechanism 10 along the second direction. The center line extends along the first direction, and multiple energy-absorbing components 40 are respectively arranged on both sides of the center line. Along the second direction, at least one energy-absorbing component 40 is provided on each side of the center line. By having multiple energy-absorbing components 40 located on both sides of the center line, it is beneficial to ensure that multiple areas of the anti-collision mechanism 10 can absorb the impact force when the anti-collision beam 20 is impacted. This helps to ensure that the anti-collision mechanism 10 is subjected to uniform force, reduces the risk of stress concentration in the anti-collision mechanism 10, and avoids the situation where the anti-collision mechanism 10 is locally weak due to multiple energy-absorbing components 40 being concentrated on one side of the center line. This can further improve the energy absorption effect of the anti-collision mechanism 10 and enhance its ability to resist collision forces. During a vehicle collision, it helps to further reduce the risk of excessive deformation or even breakage of the anti-collision mechanism 10, thereby further reducing the risk of deformation of the subframe and body, and further improving the driving safety of the vehicle.

[0033] In some examples of embodiments of this utility model, such as Figure 1 As shown, the energy-absorbing component 40 is symmetrically arranged about the midline.

[0034] In one embodiment, there can be two energy-absorbing components 40, which can be located on both sides of the midline and form a one-to-one symmetry along the midline. In another embodiment, there can be four energy-absorbing components 40, which can be located on both sides of the midline and form a two-to-two symmetry along the midline. This application uses the example of two energy-absorbing components 40 located on both sides of the midline and forming a one-to-one symmetry along the midline for illustration. The one-to-one symmetrical arrangement of the two energy-absorbing components 40 on both sides of the midline helps to ensure consistent energy absorption along both sides of the midline of the anti-collision mechanism 10, thereby further promoting uniform force distribution on the anti-collision mechanism 10 and reducing the risk of stress concentration.

[0035] In some examples of embodiments of this utility model, such as Figure 1 As shown, along the second direction, the second energy-absorbing structure 412 is located on the side of the corresponding first energy-absorbing structure 411 that is away from the midline.

[0036] In the second direction, the first energy-absorbing structure 411 is located on the side of the second energy-absorbing structure 412 near the center line, which allows the second energy-absorbing structure 412 to be close to the edge of the anti-collision mechanism 10. When the vehicle is involved in an offset collision, the second energy-absorbing structure 412 can first absorb the collision force and absorb some of the energy. Then the first energy-absorbing structure 411 buffers and absorbs the energy, which is conducive to the formation of a multi-stage energy absorption mechanism in the anti-collision mechanism 10. This is conducive to the anti-collision mechanism 10 absorbing more energy, thereby further enhancing the energy absorption effect of the anti-collision mechanism 10.

[0037] In some examples of embodiments of this utility model, the cross-sectional area of ​​the first energy-absorbing structure 411 is smaller than the cross-sectional area of ​​the second energy-absorbing structure 412.

[0038] In an offset collision, the impact force can be transmitted from the side edge of the vehicle to the interior of the body. The second energy-absorbing structure 412 is located on the side of the first energy-absorbing structure 411 away from the center line. The second energy-absorbing structure 412 deforms first to absorb the impact force, and the first energy-absorbing structure 411 deforms later to absorb the impact force. In an offset collision, the second energy-absorbing structure 411 absorbs the impact force before the first energy-absorbing structure 411. Therefore, designing the cross-sectional area of ​​the second energy-absorbing structure 412 to be larger than that of the first energy-absorbing structure 411 is beneficial for the second energy-absorbing structure 412 to absorb more impact energy than the first energy-absorbing structure 411, thus meeting the operational requirements of both the first and second energy-absorbing structures 411. Furthermore, the smaller cross-sectional area of ​​the first energy-absorbing structure 411 reduces material consumption, thereby reducing its weight and manufacturing cost, which in turn helps to reduce the weight and manufacturing cost of the anti-collision mechanism 10.

[0039] In some examples of embodiments of this utility model, such as Figure 1 As shown, at least one energy-absorbing structure 41 in the energy-absorbing assembly 40 has a collapsing groove 50 formed on its outer peripheral wall.

[0040] The surface of the energy-absorbing structure 41 may be provided with a crumple groove 50, which can be formed by processes such as stamping or cutting. As an example, one of the energy-absorbing structures 41 in the energy-absorbing assembly 40 may have a crumple groove 50 formed on its outer peripheral wall. As another example, two of the energy-absorbing structures 41 in the energy-absorbing assembly 40 may have crumple grooves 50 formed on their outer peripheral walls. This application uses the example of two energy-absorbing structures 41 in the energy-absorbing assembly 40 having crumple grooves 50 formed on their outer peripheral walls for illustration. The crumple groove 50 can form a structurally weak area on the outer peripheral wall of the energy-absorbing structure 41. When the anti-collision mechanism 10 is impacted, the energy-absorbing structure 41 can fold or compress along the crumple groove 50 to absorb energy, which is beneficial for deforming the energy-absorbing structure 41 and absorbing more energy.

[0041] In some examples of embodiments of this utility model, such as Figure 1 As shown, each energy-absorbing structure 41 in the energy-absorbing assembly 40 is formed with a collapsible groove 50. At least one energy-absorbing structure 41 in the energy-absorbing assembly 40 is formed with a collapsible groove 50 extending along a third direction on at least one side along the second direction. The first direction, the second direction and the third direction are perpendicular to each other.

[0042] Wherein, the first direction is the length direction of the vehicle, the second direction is the width direction of the vehicle, and the third direction is the height direction of the vehicle. As an embodiment, each energy-absorbing structure 41 has a collapsible groove 50 on each of its four sides (i.e., the upper side, lower side, left side, and right side). Each energy-absorbing structure 41 in the energy-absorbing assembly 40 can form one, two, or three collapsible grooves 50, etc., and the number of collapsible grooves 50 on the energy-absorbing structure 41 is not specifically limited. As an example, one energy-absorbing structure 41 in the energy-absorbing assembly 40 may have a collapsible groove 50 extending along the third direction on at least one side along the second direction. As another example, two energy-absorbing structures 41 in the energy-absorbing assembly 40 may have collapsible grooves 50 extending along the third direction on at least one side along the second direction. This application does not make specific limitations, as long as at least one energy-absorbing structure 41 in the energy-absorbing assembly 40 has a collapsible groove 50 extending along the third direction on at least one side along the second direction.

[0043] As one embodiment, one energy-absorbing structure 41 in the energy-absorbing assembly 40 may have a collapsible groove 50 extending in the second direction formed on at least one side of a third direction. As another embodiment, two energy-absorbing structures 41 in the energy-absorbing assembly 40 may have collapsible grooves 50 extending in the second direction formed on at least one side of a third direction. This application does not make specific limitations, as long as at least one energy-absorbing structure 41 in the energy-absorbing assembly 40 has a collapsible groove 50 extending in the second direction formed on at least one side of a third direction.

[0044] The first, second, and third directions are perpendicular to each other. At least one energy-absorbing structure 41 may be provided with a crumple groove 50 extending along the third direction along the second direction. When the anti-collision beam 20 is impacted, the energy-absorbing structure 41 can deform towards the second direction to absorb energy. For example, each energy-absorbing structure 41 is provided with a crumple groove 50. When the anti-collision beam 20 is impacted, the crumple groove 50 can guide the energy-absorbing structure 41 to deform and absorb energy, which helps the energy-absorbing structure 41 absorb more energy, thereby allowing the anti-collision mechanism 10 to absorb more energy.

[0045] In some examples of embodiments of this utility model, such as Figure 1 As shown, along the third direction, at least one side of the connecting beam 30 forms a clearance space 31, and the first direction, the second direction and the third direction are perpendicular to each other.

[0046] The clearance space 31 is a recess or notch provided on the surface of the connecting beam 30. The clearance space 31 can be formed by stamping or cutting. As one embodiment, the clearance space 31 can be designed as a stepped groove, and the bottom surface of the clearance space 31 can be a horizontal surface extending along the second direction. As another embodiment, the clearance space 31 can be designed as an arc-shaped recessed structure. The arc-shaped recessed structure can disperse the collision force, which helps to reduce the risk of stress concentration in the connecting beam 30.

[0047] The clearance space 31 can provide space for the assembly of other vehicle components. The clearance space 31 can also reduce the amount of material used in the connecting beam 30, thereby reducing the weight of the connecting beam 30 and helping to reduce the weight of the anti-collision mechanism 10, thus achieving the lightweighting of the anti-collision mechanism 10.

[0048] The vehicle according to a second aspect embodiment of the present invention includes the anti-collision mechanism 10 of the above embodiment. By providing the anti-collision mechanism 10 to the vehicle, the vehicle can absorb more energy, thereby improving the energy absorption effect of the vehicle.

[0049] The anti-collision mechanism 10 and other components and operations of the vehicle according to the embodiments of the present invention are known to those skilled in the art and will not be described in detail here.

[0050] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "illustrative embodiment," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of the present invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0051] Although embodiments of the present invention have been shown and described, those skilled in the art will understand that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the present invention, the scope of which is defined by the claims and their equivalents.

Claims

1. A collision avoidance mechanism, characterized in that, include: The anti-collision beam and the connecting beam are opposite to each other and spaced apart along a first direction; Multiple energy-absorbing components are connected between the anti-collision beam and the connecting beam, and the multiple energy-absorbing components are arranged sequentially along a second direction. Each energy-absorbing component includes multiple energy-absorbing structures, and the multiple energy-absorbing structures of each energy-absorbing component are arranged along the second direction, with the first direction and the second direction being perpendicular.

2. The anti-collision mechanism according to claim 1, characterized in that, The energy-absorbing component includes a plurality of energy-absorbing structures, namely: a first energy-absorbing structure and a second energy-absorbing structure, wherein along the first direction, the length of the first energy-absorbing structure is greater than the length of the second energy-absorbing structure.

3. The anti-collision mechanism according to claim 2, characterized in that, The anti-collision mechanism has a center line extending along the first direction, and along the second direction, a plurality of energy-absorbing components are respectively located on both sides of the center line.

4. The anti-collision mechanism according to claim 3, characterized in that, The energy-absorbing components are arranged symmetrically about the median line.

5. The anti-collision mechanism according to claim 3, characterized in that, Along the second direction, the second energy-absorbing structure is located on the side of the corresponding first energy-absorbing structure that is away from the midline.

6. The anti-collision mechanism according to claim 2, characterized in that, The cross-sectional area of ​​the first energy-absorbing structure is smaller than that of the second energy-absorbing structure.

7. The anti-collision mechanism according to any one of claims 1-6, characterized in that, At least one of the energy-absorbing components has a crumple groove formed on the outer peripheral wall of the energy-absorbing structure.

8. The anti-collision mechanism according to claim 7, characterized in that, Each of the energy-absorbing structures in the energy-absorbing assembly has the collapse groove formed therein. At least one of the energy-absorbing structures in the energy-absorbing assembly has the collapse groove extending along a third direction on at least one side along the second direction, and at least one of the energy-absorbing structures in the energy-absorbing assembly has the collapse groove extending along the second direction on at least one side along the third direction. The first direction, the second direction and the third direction are perpendicular to each other.

9. The anti-collision mechanism according to any one of claims 1-6, characterized in that, Along a third direction, at least one side of the connecting beam has a clearance space, and the first direction, the second direction, and the third direction are perpendicular to each other.

10. A vehicle, characterized in that, Includes the anti-collision mechanism according to any one of claims 1-9.

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