Collision avoidance device for a vehicle and vehicle

Abstract

The utility model discloses a kind of anti-collision device of vehicle and vehicle, the utility model relates to vehicle field, and the anti-collision device of vehicle includes:anti-collision mechanism;Connecting longitudinal beam, connecting longitudinal beam and anti-collision mechanism fixed connection, connecting longitudinal beam is used to connect with the auxiliary frame of vehicle;Reinforcing bracket, along first direction, reinforcing bracket is located in the side of anti-collision mechanism close to connecting longitudinal beam, connecting longitudinal beam and reinforcing bracket are arranged along second direction, and reinforcing bracket is fixedly connected with anti-collision mechanism and connecting longitudinal beam, first direction and second direction are perpendicular. Thus, by being provided with reinforcing bracket in the anti-collision device of vehicle, the connection strength of anti-collision mechanism and connecting longitudinal beam can be improved, the structural stability of anti-collision device can be improved, in the process that anti-collision device is impacted, it is beneficial to reduce the deformation amount of anti-collision device, to improve the ability of anti-collision device to resist deformation, and, the transmission path of force generated when vehicle is impacted from anti-collision mechanism to connecting longitudinal beam can be optimized.

Description

Technical Field

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

[0002] In related technologies, existing vehicles are equipped with anti-collision devices. However, the connection strength between the various components of the anti-collision device is insufficient, and the structural stability of the anti-collision device is poor. This results in poor resistance to deformation during a collision. Furthermore, in small offset collisions, it is difficult to convert the impact force into a horizontal component, which can easily lead to the phenomenon of vehicle structural components intruding into the passenger compartment. Utility Model Content

[0003] This invention aims to solve at least one of the technical problems existing in the prior art. Therefore, one objective of this invention is to provide a vehicle anti-collision device that can improve the connection strength between the anti-collision mechanism and the connecting longitudinal beam, thereby enhancing the structural stability of the anti-collision device. During a collision, it helps to reduce the deformation of the anti-collision device, thus improving its resistance to deformation and reducing the risk of vehicle structural components intruding into the driver's cab.

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

[0005] A collision avoidance device for a vehicle according to a first aspect embodiment of the present invention includes: a collision avoidance mechanism; a connecting longitudinal beam, wherein the connecting longitudinal beam and the collision avoidance mechanism are arranged along a first direction and are fixedly connected, and the connecting longitudinal beam is used to connect to the subframe of the vehicle; and a reinforcing bracket, which is located along the first direction on the side of the collision avoidance mechanism close to the connecting longitudinal beam, wherein the connecting longitudinal beam and the reinforcing bracket are arranged along a second direction and the reinforcing bracket is fixedly connected to both the collision avoidance mechanism and the connecting longitudinal beam, and the first direction and the second direction are perpendicular.

[0006] According to the embodiments of the present invention, a vehicle anti-collision device, by providing a reinforcing bracket, can improve the connection strength between the anti-collision mechanism and the connecting longitudinal beam, thereby enhancing the structural stability of the anti-collision device. During a collision, it helps to reduce the deformation of the anti-collision device, thus improving its ability to resist deformation. Furthermore, it can optimize the transmission path of the force generated by a vehicle collision from the anti-collision mechanism to the connecting longitudinal beam. In the event of a small offset collision, by providing a reinforcing bracket, the impact force can be converted into a horizontal component, reducing the risk of vehicle structural components intruding into the passenger compartment, thereby improving vehicle driving safety.

[0007] In some examples of this utility model, the reinforcing bracket has a first end face facing the anti-collision mechanism, and the first end face is in contact with the anti-collision mechanism; and / or the reinforcing bracket has a second end face facing the connecting longitudinal beam, and the second end face is in contact with the connecting longitudinal beam.

[0008] In some examples of this utility model, the reinforcing bracket is formed with multiple collapsible spaces, all of which extend along the second direction.

[0009] In some examples of this utility model, along the second direction, the reinforcing bracket has a third end face facing away from the connecting longitudinal beam, and the third end face is inclined toward the connecting longitudinal beam in the direction from the anti-collision mechanism to the connecting longitudinal beam.

[0010] In some examples of this utility model, along the first direction, the orthographic projection of the reinforcing bracket is located within the orthographic projection range of the anti-collision mechanism; and / or along the second direction, the orthographic projection of the reinforcing bracket is located within the orthographic projection range of the connecting longitudinal beam.

[0011] In some examples of this utility model, there are multiple connecting longitudinal beams and multiple reinforcing brackets. The multiple connecting longitudinal beams are arranged at intervals along the second direction, and the multiple reinforcing brackets are arranged at intervals along the second direction. Each connecting longitudinal beam and at least one reinforcing bracket are fixedly connected.

[0012] In some examples of this utility model, there are multiple connecting longitudinal beams, which are arranged sequentially at intervals along the second direction, with the outermost connecting longitudinal beam extending obliquely along the first direction.

[0013] In some examples of this utility model, the anti-collision device further includes: a connecting beam, there are two connecting longitudinal beams, the two connecting longitudinal beams are arranged at intervals along the second direction, the connecting beam extends along the second direction and is fixedly connected to both connecting longitudinal beams, and the connecting beam is located on the side of the reinforcing bracket away from the anti-collision mechanism.

[0014] In some examples of this utility model, the anti-collision device further includes: a reinforcing beam, which is located on the side of the reinforcing bracket away from the anti-collision mechanism, and the reinforcing beam extends obliquely along the second direction, and the reinforcing beam is fixedly connected to the corresponding connecting longitudinal beam and connecting beam.

[0015] In some examples of this utility model, the anti-collision mechanism includes: an anti-collision beam and a connecting beam, the anti-collision beam and the connecting beam being opposite to each other and spaced apart along a first direction; and a plurality of energy-absorbing components, all of which are 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 including a plurality of energy-absorbing structures, and the plurality of energy-absorbing structures of each energy-absorbing component being arranged along the second direction.

[0016] The vehicle according to the second aspect of the present invention includes the above-described vehicle anti-collision device.

[0017] 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

[0018] 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 vehicle's anti-collision device and subframe after assembly according to an embodiment of the present utility model; Figure 2 It is based on Figure 1 Enlarged view of point A in the image; Figure 3 This is a top view of the vehicle's anti-collision device and subframe assembled according to an embodiment of the present utility model.

[0019] 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; Connecting longitudinal beam 60; Reinforcing bracket 70; First end face 71; Second end face 72; Third end face 73; Collapse space 74; Connecting beam 80; Strengthen beam 90; 100 anti-collision devices; Subframe 200. Detailed Implementation

[0020] The embodiments of this utility model are described in detail below. Examples of the embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain this utility model, and should not be construed as limiting this utility model.

[0021] The following is for reference. Figures 1-3This invention describes a vehicle anti-collision device 100 according to an embodiment of the present invention. The anti-collision device 100 can be disposed on the front side of the vehicle or on the rear side of the vehicle, but the present invention is not limited thereto, and the anti-collision device 100 can also be installed in other locations on the vehicle. As an example, the anti-collision device 100 can be disposed on the front side of the vehicle. This application describes the anti-collision device 100 disposed on the front side of the vehicle's front subframe as an example. The anti-collision device 100 is fixed to the subframe 200. The anti-collision device 100 can be directly fixed to the subframe 200, or the anti-collision device 100 can be indirectly fixed to the subframe 200 through other structural components.

[0022] like Figure 1 , Figure 2 As shown, according to a first aspect embodiment of the present invention, a vehicle anti-collision device 100 includes: an anti-collision mechanism 10; a connecting longitudinal beam 60, the connecting longitudinal beam 60 and the anti-collision mechanism 10 are arranged along a first direction and are fixedly connected, the connecting longitudinal beam 60 being used to connect to the vehicle subframe 200; and a reinforcing bracket 70, along the first direction, the reinforcing bracket 70 being located on the side of the anti-collision mechanism 10 close to the connecting longitudinal beam 60, the connecting longitudinal beam 60 and the reinforcing bracket 70 being arranged along a second direction, and the reinforcing bracket 70 being fixedly connected to both the anti-collision mechanism 10 and the connecting longitudinal beam 60, the first direction and the second direction being perpendicular.

[0023] The anti-collision mechanism 10 can be made of high-strength steel, aluminum alloy, or other materials, and can be formed through casting, welding, or other processes. The connecting longitudinal beam 60 can be made of aluminum alloy or high-strength steel, and can be formed through stamping or mold casting. The first direction is... Figure 2 The X direction in the middle, the second direction is Figure 2 In the Y direction, the first direction is the longitudinal direction of the vehicle, i.e., the length direction of the vehicle, and the second direction is the width direction of the vehicle. The connecting longitudinal beam 60 and the anti-collision mechanism 10 are arranged along the first direction, which allows the impact force received by the anti-collision mechanism 10 to be transferred from the anti-collision mechanism 10 to the connecting longitudinal beam 60, thereby providing a reasonable path for force transmission.

[0024] The connecting longitudinal beam 60 can be fixedly connected to the anti-collision mechanism 10 by welding or bolts. The connecting longitudinal beam 60 can also be fixedly connected to the vehicle's subframe 200 by welding or bolts, clips, or other methods. One or more weight-reduction holes can be provided on the connecting longitudinal beam 60. Providing weight-reduction holes reduces the weight of the connecting longitudinal beam 60, thus meeting the requirements for lightweight structural design and consequently contributing to the lightweight design of the anti-collision device 100.

[0025] The reinforcing bracket 70 can be obtained through processes such as mold casting and forging. At least one weight-reducing hole can be provided on the reinforcing bracket 70 to reduce its weight and achieve the lightweight requirement. As an example, the reinforcing bracket 70 can be triangular in shape. As another example, the reinforcing bracket 70 can be cuboid in shape. However, this utility model is not limited to these; the reinforcing bracket 70 only needs to be shaped to be fixedly connected to the anti-collision mechanism 10 and the connecting longitudinal beam 60. This application uses a triangular shape as an example for detailed description. The reinforcing bracket 70 can be made of metal materials (multi-cavity extruded aluminum), composite materials, etc. The reinforcing bracket 70 allows for more force transmission paths. In small offset collisions, it can convert the collision force into a horizontal component force along the second direction, reducing the transmission of the collision force to the passenger compartment and lowering the risk of vehicle structural components intruding into the passenger compartment, thereby optimizing the force transmission path. The reinforced bracket 70 is fixedly connected to both the anti-collision mechanism 10 and the connecting longitudinal beam 60, which can improve the connection strength between the anti-collision mechanism 10 and the connecting longitudinal beam 60, thereby improving the structural stability of the anti-collision device 100. During the collision process, the anti-collision device 100 is helped to reduce the deformation of the anti-collision device 100, thereby improving the anti-collision device 100's ability to resist deformation.

[0026] As one embodiment, along the first direction, the reinforcing bracket 70 can be located on the side of the anti-collision mechanism 10 near the connecting longitudinal beam 60, and along the second direction, the reinforcing bracket 70 is located on the outer side of the connecting longitudinal beam 60. As another embodiment, along the first direction, the reinforcing bracket 70 can be located on the side of the anti-collision mechanism 10 near the connecting longitudinal beam 60, and along the second direction, the reinforcing bracket 70 is located on the inner side of the connecting longitudinal beam 60. Positioning the reinforcing bracket 70 on the side of the anti-collision mechanism 10 near the connecting longitudinal beam 60 can shorten the distance the force from the connecting longitudinal beam 60 is transmitted to the reinforcing bracket 70, thereby improving the efficiency of force transmission in the second direction.

[0027] The connecting longitudinal beam 60 and the anti-collision mechanism 10 are arranged along the first direction, allowing force to be directly transmitted from the anti-collision mechanism 10 to the connecting longitudinal beam 60. The reinforcing bracket 70 is fixedly connected to both the anti-collision mechanism 10 and the connecting longitudinal beam 60, and the connecting longitudinal beam 60 and the reinforcing bracket 70 are arranged along a second direction perpendicular to the first direction. This allows part of the force to be directly transmitted from the anti-collision mechanism 10 to the connecting longitudinal beam 60, while another part of the force is transmitted from the anti-collision mechanism 10 to the reinforcing bracket 70 and then to the connecting longitudinal beam 60. This increases the number of force transmission nodes and paths, which helps to optimize the force transmission path and thus improve the force transmission efficiency.

[0028] In some examples of embodiments of this utility model, such as Figure 2As shown, the reinforcing bracket 70 has a first end face 71 facing the anti-collision mechanism 10, and the first end face 71 is in contact with the anti-collision mechanism 10; and / or the reinforcing bracket 70 has a second end face 72 facing the connecting longitudinal beam 60, and the second end face 72 is in contact with the connecting longitudinal beam 60.

[0029] As one example, the reinforcing bracket 70 has a first end face 71 facing the anti-collision mechanism 10, and the first end face 71 contacts the anti-collision mechanism 10. As another example, the reinforcing bracket 70 has a second end face 72 facing the corresponding connecting longitudinal beam 60, and the second end face 72 contacts the connecting longitudinal beam 60. As yet another example, the reinforcing bracket 70 has a first end face 71 facing the anti-collision mechanism 10, and the first end face 71 contacts the anti-collision mechanism 10, and the reinforcing bracket 70 also has a second end face 72 facing the corresponding connecting longitudinal beam 60, and the second end face 72 contacts the connecting longitudinal beam 60. This application will describe the reinforcing bracket 70 with a first end face 71 and a second end face 72 as an example.

[0030] The first end face 71 can be formed by stamping, cutting, or other methods, and can be a flat surface. The second end face 72 can be formed by grinding, cutting, or other methods, and can also be a flat surface. The first end face 71 contacts the anti-collision mechanism 10, and the second end face 72 contacts the connecting longitudinal beam 60, allowing the reinforcing bracket 70 to form a direct force transmission path with the anti-collision mechanism 10 and the connecting longitudinal beam 60, which helps optimize the force transmission path. The surface contact method increases the contact area between the reinforcing bracket 70 and the anti-collision mechanism 10 and the connecting longitudinal beam 60, resulting in more uniform stress distribution on the reinforcing bracket 70 and reducing the risk of localized stress concentration.

[0031] In some examples of embodiments of this utility model, such as Figure 2 As shown, the reinforcing support 70 has multiple collapsible spaces 74, all of which extend along the second direction.

[0032] The reinforcing bracket 70 can have multiple collapsible spaces 74 formed on it through splicing or other methods. The collapsible spaces 74 can have a honeycomb or corrugated structure. As one embodiment, the multiple collapsible spaces 74 can be disposed inside the reinforcing bracket 70. As another embodiment, the multiple collapsible spaces 74 can be disposed on the outer surface of the reinforcing bracket 70.

[0033] As one embodiment, the plurality of collapsible spaces 74 can be arranged along a first direction on the reinforcing bracket 70. As another embodiment, the plurality of collapsible spaces 74 can be arranged along a second direction on the reinforcing bracket 70. However, the present invention is not limited to these embodiments; as long as the plurality of collapsible spaces 74 are provided on the reinforcing bracket 70, the specific arrangement of the plurality of collapsible spaces 74 is not specifically limited.

[0034] Because the reinforcing bracket 70 has multiple crumple zones 74, it can crumple and deform to absorb more energy when subjected to impact, thus enhancing its energy absorption effect and improving the energy absorption capacity of the anti-collision device 100. Furthermore, the multiple crumple zones 74 reduce the amount of material used in the reinforcing bracket 70, reducing its weight and consequently the overall weight of the vehicle's anti-collision device 100, contributing to its lightweight design. Since the multiple crumple zones 74 extend along a second direction, the reinforcing bracket 70 can absorb forces transmitted along a first direction.

[0035] In some examples of embodiments of this utility model, such as Figure 1 , Figure 2 As shown, along the second direction, the reinforcing bracket 70 has a third end face 73 facing away from the connecting longitudinal beam 60. From the anti-collision mechanism 10 to the connecting longitudinal beam 60, the third end face 73 is inclined toward the connecting longitudinal beam 60.

[0036] The third end face 73 of the reinforcing bracket 70 is located on the side of the reinforcing bracket 70 away from the corresponding connecting longitudinal beam 60. This reduces the risk of the reinforcing bracket 70 shifting excessively towards the connecting longitudinal beam 60 during a collision, and improves the structural stability of the reinforcing bracket 70. The third end face 73 can be a plane. By tilting the third end face 73 towards the connecting longitudinal beam 60, it is easier for the reinforcing bracket 70 to decompose the force, which helps to decompose the force into components along the first and second directions. This avoids the risk of stress concentration and further improves the structural stability of the anti-collision device 100.

[0037] In some examples of embodiments of this utility model, such as Figure 1 As shown, along the first direction, the orthographic projection of the reinforcing bracket 70 is within the orthographic projection range of the anti-collision mechanism 10; and / or along the second direction, the orthographic projection of the reinforcing bracket 70 is within the orthographic projection range of the connecting longitudinal beam 60.

[0038] In one embodiment, the orthographic projection of the reinforcing bracket 70 lies within the orthographic projection range of the anti-collision mechanism 10 along the first direction. In another embodiment, the orthographic projection of the reinforcing bracket 70 lies within the orthographic projection range of the connecting longitudinal beam 60 along the second direction. In yet another embodiment, the orthographic projection of the reinforcing bracket 70 lies within the orthographic projection range of the anti-collision mechanism 10 along the first direction and within the orthographic projection range of the connecting longitudinal beam 60 along the second direction. This application will provide a detailed description using the example of the orthographic projection of the reinforcing bracket 70 lying within the orthographic projection range of the anti-collision mechanism 10 along the first direction and within the orthographic projection range of the connecting longitudinal beam 60 along the second direction.

[0039] Along the first direction, the orthographic projection of the reinforcing bracket 70 lies within the orthographic projection range of the anti-collision mechanism 10. This allows the force generated by the collision to be reliably transmitted to the reinforcing bracket 70 through the anti-collision mechanism 10, enabling more force to be transmitted to the reinforcing bracket 70. This facilitates the decomposition of the collision force in the second direction and reduces the risk of the reinforcing bracket 70 being directly impacted due to its protrusion from the anti-collision mechanism 10. It also ensures that the reinforcing bracket 70 reliably supports the anti-collision mechanism 10. Along the second direction, the orthographic projection of the reinforcing bracket 70 lies within the orthographic projection range of the corresponding connecting longitudinal beam 60. This allows the force generated by the collision to be transmitted to the reinforcing bracket 70 through the connecting longitudinal beam 60, enabling more force to be transmitted to the reinforcing bracket 70. This further facilitates the decomposition of more collision force in the second direction.

[0040] In some examples of embodiments of this utility model, such as Figure 3 As shown, there are multiple connecting longitudinal beams 60 and multiple reinforcing brackets 70. The multiple connecting longitudinal beams 60 are arranged at intervals along the second direction, and the multiple reinforcing brackets 70 are arranged at intervals along the second direction. Each connecting longitudinal beam 60 is fixedly connected to at least one reinforcing bracket 70.

[0041] The connecting longitudinal beam 60 can be formed by stamping or mold casting, and can be made of metal or composite materials. Multiple reinforcing brackets 70 are arranged sequentially at intervals along the second direction, and the space between adjacent reinforcing brackets 70 can provide assembly space for other vehicle components. Each connecting longitudinal beam 60 is fixedly connected to at least one reinforcing bracket 70; this application uses a one-to-one correspondence between the connecting longitudinal beam 60 and the reinforcing bracket 70 as an example. By arranging multiple reinforcing brackets 70 sequentially at intervals along the second direction, the forces on the multiple reinforcing brackets 70 can be dispersed, thereby reducing the risk of stress concentration on the reinforcing brackets 70. Furthermore, the simultaneous force decomposition by multiple reinforcing brackets 70 can decompose more of the collision force in the second direction, which is beneficial for improving force transmission efficiency and further enhancing the structural stability of the anti-collision device 100.

[0042] In some examples of embodiments of this utility model, such as Figure 1 , Figure 3 As shown, there are multiple connecting longitudinal beams 60, which are arranged sequentially at intervals along the second direction, with the outermost connecting longitudinal beam 60 extending obliquely along the first direction.

[0043] The connecting longitudinal beams 60 can be two, three, four, or more. Multiple connecting longitudinal beams 60 simultaneously support the anti-collision mechanism 10, which can reduce the risk of a single longitudinal beam breaking due to concentrated stress. The number of connecting longitudinal beams 60 can also be adjusted according to vehicle requirements. The multiple connecting longitudinal beams 60 are arranged sequentially at intervals along the second direction, and the space between two adjacent connecting longitudinal beams 60 can reserve assembly space for other parts of the vehicle.

[0044] The anti-collision device 100 has a center line extending along a second direction, located at the center of the anti-collision device 100. The outermost connecting longitudinal beam 60 extends obliquely along a first direction. As an example, from the anti-collision mechanism 10 to the connecting longitudinal beam 60, the outermost connecting longitudinal beam 60 is obliquely positioned towards the center line. As another example, from the anti-collision mechanism 10 to the connecting longitudinal beam 60, the outermost connecting longitudinal beam 60 is obliquely positioned away from the center line. This application uses the example of the outermost connecting longitudinal beam 60 being obliquely positioned towards the center line for explanation. By extending obliquely along the first direction, the outermost connecting longitudinal beam 60 can disperse forces through its own angle, enabling it to more reliably support the anti-collision mechanism 10. This improves the structural stability of the anti-collision device 100, reduces the risk of deformation, and thus reduces the intrusion of the anti-collision device 100 into the driver's cab during a collision, protecting the safety of the occupants inside the driver's cab.

[0045] In some examples of embodiments of this utility model, such as Figure 1 As shown, the anti-collision device 100 also includes: a connecting beam 80, two connecting longitudinal beams 60, the two connecting longitudinal beams 60 are arranged at intervals along the second direction, the connecting beam 80 extends along the second direction and is fixedly connected to both connecting longitudinal beams 60, and the connecting beam 80 is located on the side of the reinforcing bracket 70 away from the anti-collision mechanism 10.

[0046] The connecting beam 80 can be formed by stamping, mold casting, or other methods. As an example, along the second direction, two connecting longitudinal beams 60 can be positioned on both sides of the center line. As an example, the two connecting longitudinal beams 60 can be symmetrically distributed along the center line on both sides. As another example, the two connecting longitudinal beams 60 can be asymmetrically distributed along the center line on both sides. This application uses the example of two connecting longitudinal beams 60 symmetrically distributed along the center line on both sides as an illustration. The symmetrical distribution of the two connecting longitudinal beams 60 along the center line on both sides allows the force generated when the vehicle's anti-collision device 100 collides to be evenly distributed across the connecting longitudinal beams 60 on both sides, reducing the risk of unilateral intrusion of the vehicle body.

[0047] Two connecting longitudinal beams 60 are spaced apart along the second direction to reserve assembly space for other vehicle components and optimize the overall structural layout of the vehicle's anti-collision device 100. The two connecting longitudinal beams 60 can be fixedly connected to the connecting beam 80 by welding, snap-fitting, or other methods. This fixed connection allows force to be transferred between the two connecting longitudinal beams 60 along the connecting beam 80, reducing the risk of breakage due to excessive stress on a single connecting longitudinal beam 60 and enhancing the structural stability of the connecting longitudinal beam 60, thereby improving the overall structural stability of the vehicle's anti-collision device 100. The connecting beam 80 is located on the side of the reinforcing bracket 70 away from the anti-collision mechanism 10, reducing the probability of the connecting beam 80 being directly subjected to force and enabling it to stably bear loads even after a collision.

[0048] In some examples of embodiments of this utility model, such as Figure 1 As shown, the vehicle's anti-collision device 100 also includes a reinforcing beam 90, which is located on the side of the reinforcing bracket 70 away from the anti-collision mechanism 10, and the reinforcing beam 90 extends obliquely along the second direction. The reinforcing beam 90 is fixedly connected to the corresponding connecting longitudinal beam 60 and connecting beam 80.

[0049] The reinforcing beam 90 can be formed by stamping or welding, and can be fixedly connected to the corresponding connecting longitudinal beam 60 and connecting beam 80 by bolts, welding, or riveting. The reinforcing beam 90 is located on the side of the reinforcing bracket 70 away from the anti-collision mechanism 10, which reduces the probability of the reinforcing beam 90 being directly damaged by the force generated by a collision. As one embodiment, the reinforcing beam 90 can extend inclined towards the center line from the anti-collision mechanism 10 to the connecting longitudinal beam 60. As another embodiment, the reinforcing beam 90 can extend inclined away from the center line from the anti-collision mechanism 10 to the connecting longitudinal beam 60.

[0050] The reinforcing beam 90 is located on the side of the reinforcing bracket 70 away from the anti-collision mechanism 10, allowing it to bear the residual or dispersed force transmitted through the reinforcing bracket 70 and the connecting longitudinal beam 60. The inclined extension of the reinforcing beam 90 facilitates its connection with the connecting beam 80 and the corresponding connecting longitudinal beam 60, improving the assembly efficiency of the anti-collision device 100. Furthermore, the reinforcing beam 90 reliably supports the connecting beam 80 and the corresponding connecting longitudinal beam 60, contributing to a stable frame structure for the anti-collision device 100 and thus enhancing its structural strength. Simultaneously, when the anti-collision device 100 is impacted, the reinforcing beam 90 increases the force transmission path, dispersing the collision force to various areas of the device, thereby improving the uniformity of stress distribution and reducing the risk of stress concentration.

[0051] In some examples of embodiments of this utility model, such as Figure 1 , Figure 3 As shown, the anti-collision mechanism 10 includes: an anti-collision beam 20 and a connecting beam 30, the anti-collision beam 20 and the connecting beam 30 being opposite to each other and spaced apart along a first direction; and a plurality of energy-absorbing components 40, all of which are connected between the anti-collision beam 20 and the connecting beam 30, and the plurality of energy-absorbing components 40 are arranged sequentially along a second direction. Each energy-absorbing component 40 includes a plurality of energy-absorbing structures 41, and the plurality of energy-absorbing structures 41 of each energy-absorbing component 40 are arranged along the second direction.

[0052] The anti-collision beam 20 can be made of materials such as aluminum alloy or high-strength steel, and can be formed by extrusion or stamping processes. The connecting beam 30 can be formed by mold casting or stamping processes, and can be made of materials such as steel or extruded aluminum. This application uses extruded aluminum as an example for illustration. Using extruded aluminum can ensure the structural strength of the connecting beam 30 and also achieve a lightweight design. As an embodiment, the connecting beam 30 can adopt a H-shaped cross-section design. The H-shaped cross-section design of the connecting beam 30 can effectively resist the force generated by vehicle impact, which is beneficial to improving the bending and torsional resistance of the connecting beam 30, thereby improving the bending and torsional resistance of the anti-collision mechanism 10.

[0053] The anti-collision beam 20 and the connecting beam 30 are arranged opposite each other along the first direction, which 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, which provides space for the installation of the energy-absorbing components 40. The energy-absorbing components 40 can be set in two, three, four, etc., and 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.

[0054] 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 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 composed 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 2As shown, this application uses an energy-absorbing component 40 containing two energy-absorbing structures 41 as an example for explanation. By setting multiple energy-absorbing components 40 in the anti-collision mechanism 10, and setting multiple energy-absorbing structures 41 in each energy-absorbing component 40, the multiple energy-absorbing structures 41 can absorb energy, enabling the anti-collision mechanism 10 to absorb more energy, thereby improving the energy absorption effect of the anti-collision mechanism 10.

[0055] When a frontal or small offset collision occurs, the impact force first acts on the anti-collision beam 20 of the anti-collision mechanism 10. Along the first direction, the anti-collision beam 20 transmits the impact force to multiple energy-absorbing components 40. Multiple energy-absorbing structures 41 in the energy-absorbing components 40 collapse and deform to absorb energy, which helps reduce the energy transmitted to the subframe 200 and reduces intrusion into the driver's compartment, thus protecting the safety of the occupants. Subsequently, the impact force is transmitted to the connecting beam 30. When the impact force is transmitted to the connecting beam 30, the reinforcing bracket 70 begins to function. In a small offset collision, the reinforcing bracket 70 is fixedly connected to both the connecting beam 30 and the connecting longitudinal beam 60 of the anti-collision mechanism 10. This allows the reinforcing bracket 70 to convert the impact force into a horizontal component along the second direction and transmit this horizontal component to the connecting longitudinal beam 60.

[0056] The connecting longitudinal beam 60 can be designed with high-strength materials, which helps to evenly transfer the horizontal component of the collision force along the second direction to the vehicle subframe 200, and then to the body frame. The connecting beam 80 can be constructed with a H-shaped cross-section design, which helps to improve the connecting beam 80's ability to resist lateral collision forces, thereby reducing the risk of deformation or breakage of the connecting beam 80 under lateral collision forces and improving the overall structural stability of the anti-collision device 100.

[0057] As can be seen from the above working process, the vehicle anti-collision device 100 of this utility model can effectively absorb energy during a collision through the energy-absorbing component 40 to protect the safety of the occupants. The unique structural design of the reinforced bracket 70, connecting longitudinal beam 60, and connecting cross beam 30 helps to improve the efficiency of collision force transmission and the structural stability of the anti-collision device 100, thereby improving the overall safety of the vehicle.

[0058] The anti-collision device 100 of the vehicle according to the present invention, as well as other components and operation of the vehicle, are known to those skilled in the art and will not be described in detail here.

[0059] 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.

[0060] 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 vehicle anti-collision device, characterized in that, include: Collision avoidance mechanism; A connecting longitudinal beam is provided, wherein the connecting longitudinal beam and the anti-collision mechanism are arranged along a first direction and the connecting longitudinal beam and the anti-collision mechanism are fixedly connected, and the connecting longitudinal beam is used to connect to the subframe of the vehicle. A reinforcing bracket is provided along the first direction. The reinforcing bracket is located on the side of the anti-collision mechanism close to the connecting longitudinal beam. The connecting longitudinal beam and the reinforcing bracket are arranged along the second direction, and the reinforcing bracket is fixedly connected to both the anti-collision mechanism and the connecting longitudinal beam. The first direction and the second direction are perpendicular.

2. The vehicle anti-collision device according to claim 1, characterized in that, The reinforcing bracket has a first end face facing the anti-collision mechanism, and the first end face is in contact with the anti-collision mechanism; and / or The reinforcing bracket has a second end face facing the connecting longitudinal beam, and the second end face is in contact with the connecting longitudinal beam.

3. The vehicle anti-collision device according to claim 1, characterized in that, The reinforcing bracket has multiple collapsible spaces, all of which extend along the second direction.

4. The vehicle anti-collision device according to claim 1, characterized in that, Along the second direction, the reinforcing bracket has a third end face facing away from the connecting longitudinal beam, and the third end face is inclined toward the connecting longitudinal beam in the direction from the anti-collision mechanism to the connecting longitudinal beam.

5. The vehicle anti-collision device according to claim 1, characterized in that, Along the first direction, the orthographic projection of the reinforcing bracket lies within the orthographic projection range of the anti-collision mechanism; and / or Along the second direction, the orthographic projection of the reinforcing bracket lies within the orthographic projection range of the connecting longitudinal beam.

6. The vehicle anti-collision device according to claim 1, characterized in that, There are multiple connecting longitudinal beams and multiple reinforcing brackets. The multiple connecting longitudinal beams are arranged at intervals along the second direction, and the multiple reinforcing brackets are arranged at intervals along the second direction. Each connecting longitudinal beam and at least one reinforcing bracket are fixedly connected.

7. The vehicle anti-collision device according to claim 1, characterized in that, There are multiple connecting longitudinal beams, which are arranged at intervals along the second direction, with the outermost connecting longitudinal beam extending obliquely along the first direction.

8. The vehicle anti-collision device according to claim 1, characterized in that, The anti-collision device further includes: a connecting beam, wherein there are two connecting longitudinal beams, the two connecting longitudinal beams are arranged at intervals along the second direction, the connecting beam extends along the second direction and is fixedly connected to both connecting longitudinal beams, and the connecting beam is located on the side of the reinforcing bracket away from the anti-collision mechanism.

9. The vehicle anti-collision device according to claim 8, characterized in that, The anti-collision device further includes a reinforcing beam located on the side of the reinforcing bracket away from the anti-collision mechanism, and the reinforcing beam extending obliquely along the second direction. The reinforcing beam is fixedly connected to the corresponding connecting longitudinal beam and the connecting beam.

10. The vehicle anti-collision device according to any one of claims 1-9, characterized in that, The collision avoidance mechanism includes: The anti-collision beam and the connecting beam are opposite to each other and spaced apart along the 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 the 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.

11. A vehicle, characterized in that, Includes a collision avoidance device for a vehicle according to any one of claims 1-10.

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