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 anti-collision device includes: anti-collision crossbeam and connecting longitudinal beam are arranged along first direction and are spaced, connecting longitudinal beam is used to connect with the auxiliary frame of vehicle;Along first direction, connecting component is located between anti-collision crossbeam and connecting longitudinal beam, and connecting component includes energy-absorbing structure and connecting bracket, energy-absorbing structure and connecting bracket are arranged along first direction and fixed connection, and energy-absorbing structure is located at the side of connecting bracket deviating from connecting longitudinal beam, energy-absorbing structure is fixed to anti-collision crossbeam, connecting bracket is fixed to connecting longitudinal beam, and connecting bracket is formed with collapse space, first direction and the height direction of anti-collision device are perpendicular. Thus, energy-absorbing structure and collapse space can realize multistage energy absorption, be conducive to improving the ability of anti-collision device absorbing energy when vehicle collision occurs, reduce the damage of collision to vehicle and people in vehicle, and, anti-collision device structure is simple, be conducive to lightweight design of anti-collision device.

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, which are located on the front side of the vehicle's subframe. The anti-collision devices have a complex structure, resulting in a large weight, which is not conducive to the lightweight design of the vehicle. Furthermore, the anti-collision devices have insufficient energy absorption capacity in the event of a collision, which is not conducive to reducing the damage to the vehicle and its occupants. In addition, the anti-collision devices are welded and fixed to the subframe, which makes it inconvenient for the later maintenance and replacement of the anti-collision devices and the subframe. Utility Model Content

[0003] This utility model aims to solve at least one of the technical problems existing in the prior art. Therefore, one objective of this utility model is to provide a vehicle anti-collision device that improves the device's ability to absorb energy during a collision, reduces injury to the vehicle and its occupants, and facilitates a lightweight design for the anti-collision device.

[0004] This utility model further proposes a vehicle.

[0005] According to a first aspect of the present invention, a vehicle anti-collision device includes: an anti-collision crossbeam; a connecting longitudinal beam, the anti-collision crossbeam and the connecting longitudinal beam being arranged along a first direction and spaced apart, the connecting longitudinal beam being used to connect to the vehicle subframe; and a connecting assembly, along the first direction, the connecting assembly being located between the anti-collision crossbeam and the connecting longitudinal beam, the connecting assembly including an energy-absorbing structure and a connecting bracket, the energy-absorbing structure and the connecting bracket being arranged along the first direction and fixedly connected, the energy-absorbing structure being located on the side of the connecting bracket away from the connecting longitudinal beam, the energy-absorbing structure being fixed to the anti-collision crossbeam, the connecting bracket being fixed to the connecting longitudinal beam, the connecting bracket forming a collapsible space, the first direction being perpendicular to the height direction of the anti-collision device.

[0006] According to the first aspect of the present invention, the collision avoidance device can achieve multi-stage energy absorption through its energy-absorbing structure and crumple space, which is beneficial to improving the energy absorption capacity of the collision avoidance device when a vehicle collides, reducing the damage to the vehicle and its occupants. Furthermore, the collision avoidance device has a simple structure, which is conducive to the lightweight design of the collision avoidance device.

[0007] In some examples of this utility model, the connecting bracket includes: a first plate and a second plate. There are two first plates, which are opposite to each other and spaced apart along a first direction to form an assembly space between the two first plates. The second plate is located in the assembly space and is connected between the two first plates to divide the assembly space into multiple collapsible spaces.

[0008] In some examples of this invention, along the height direction of the anti-collision device, the end of the second plate extends to the edge of the first plate.

[0009] In some examples of this utility model, there are multiple second plates, which are arranged along the second direction, and any two adjacent second plates are spaced apart along the second direction. The first direction, the second direction and the height direction of the anti-collision device are perpendicular to each other.

[0010] In some examples of this utility model, the connecting bracket further includes a support block, which is located within the assembly space and connected between the two first plates. Along the second direction, the support block is located outside the end of the second plate.

[0011] In some examples of this utility model, the connecting bracket has a first connecting hole for assembly with a connecting longitudinal beam; and / or the connecting bracket has a second connecting hole for assembly with a vehicle body connecting frame.

[0012] In some examples of this utility model, there are multiple connecting longitudinal beams and multiple connecting components. The multiple connecting longitudinal beams and multiple connecting components are arranged sequentially at intervals along the second direction. The multiple connecting longitudinal beams and multiple connecting components are connected one-to-one. The first direction, the second direction and the height direction of the anti-collision device are perpendicular to each other.

[0013] In some examples of this utility model, the anti-collision device further includes: a connecting beam, wherein at least two adjacent connecting supports are connected by a connecting beam.

[0014] In some examples of this utility model, along the height direction of the anti-collision device, the height of the upper surface of the connecting beam is lower than the height of the upper surface of the connecting bracket.

[0015] In some examples of this invention, the connecting bracket and the connecting longitudinal beam are detachably connected.

[0016] In some examples of this utility model, the energy-absorbing structure includes multiple energy-absorbing boxes, which are arranged sequentially along a first direction.

[0017] The vehicle according to the second aspect of the present invention includes the above-described vehicle anti-collision device.

[0018] According to a second aspect embodiment of the present invention, the vehicle further includes: a subframe, which is located on the side of the connecting longitudinal beam away from the anti-collision crossbeam along a first direction, and the subframe and the connecting longitudinal beam are fixedly connected.

[0019] 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

[0020] 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 device and subframe assembly according to an embodiment of the present utility model; Figure 2 This is a structural schematic diagram of the connecting bracket according to an embodiment of the present utility model.

[0021] Figure label: Collision avoidance device 10; 20mm anti-collision beam; Connecting longitudinal beam 30; Installing end plate 31; Subframe 40; Connecting component 50; energy-absorbing structure 51; connecting bracket 52; assembly space 53; energy-absorbing box 511; collapse space 521; first plate 522; second plate 523; support block 524; first connecting hole 525; second connecting hole 526; Connecting crossbeam 60; Body connecting frame 70. Detailed Implementation

[0022] 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.

[0023] The following is for reference. Figures 1-2 The anti-collision device 10 according to an embodiment of the present invention is fixedly connected to the subframe 40 of a vehicle. When the subframe 40 is the front subframe of the vehicle, the anti-collision device 10 is located on the front side of the subframe 40; when the subframe 40 is the rear subframe of the vehicle, the anti-collision device 10 is located on the rear side of the subframe 40. This application uses the example of the subframe 40 being the front subframe of the vehicle for illustration.

[0024] According to a first aspect of the present invention, a vehicle anti-collision device 10 includes: an anti-collision crossbeam 20; a connecting longitudinal beam 30, wherein the anti-collision crossbeam 20 and the connecting longitudinal beam 30 are arranged along a first direction and spaced apart, and the connecting longitudinal beam 30 is used to connect to the vehicle subframe 40; and a connecting assembly 50, which is located between the anti-collision crossbeam 20 and the connecting longitudinal beam 30 along the first direction. The connecting assembly 50 includes an energy-absorbing structure 51 and a connecting bracket 52, which are arranged along the first direction and fixedly connected. The energy-absorbing structure 51 is located on the side of the connecting bracket 52 away from the connecting longitudinal beam 30. The energy-absorbing structure 51 is fixed to the anti-collision crossbeam 20, and the connecting bracket 52 is fixed to the connecting longitudinal beam 30. The connecting bracket 52 forms a collapsible space 521. The first direction is perpendicular to the height direction of the anti-collision device 10.

[0025] The anti-collision beam 20 can be made of metal materials, such as extruded aluminum or steel. This application uses extruded aluminum as an example for specific illustration. Extruded aluminum can ensure the structural strength of the anti-collision beam 20 and also reduce its weight, thereby reducing the weight of the anti-collision device 10 and achieving lightweighting. The anti-collision beam 20 can be formed by extrusion, stamping, etc. It can be a single straight beam structure or a structure with a closed box cross-section. The connecting longitudinal beam 30 can be made of high-strength steel, extruded aluminum, etc. It can be formed by extrusion, stamping, etc. The connecting longitudinal beam 30 can be fixedly connected to the vehicle subframe 40 by welding, bolts, etc.

[0026] The first direction is Figure 1 The X-direction is the front-to-back direction of the vehicle, that is, the X-direction is the length direction of the vehicle. The energy-absorbing structure 51 can be an energy-absorbing box. The energy-absorbing structure 51 can be made of materials such as aluminum alloy and honeycomb aluminum core. The energy-absorbing structure 51 can be made of honeycomb aluminum core or corrugated plate. The energy-absorbing structure 51 can be formed by welding, stamping or other methods. The energy-absorbing structure 51 can absorb the energy generated by the collision of the anti-collision device 10 through deformation. The energy-absorbing structure 51 and the anti-collision beam 20 can be fixedly connected by welding, bolts or other methods. The connecting bracket 52 can be made of metal materials, such as extruded aluminum or high-strength steel. The connecting bracket 52 can be formed by welding, stamping, etc. The energy-absorbing structure 51 and the connecting bracket 52 can be fixedly connected by bolts, snap-fit, welding, etc. This application takes the fixed connection of the energy-absorbing structure 51 and the connecting bracket 52 by welding as an example for specific explanation. The connecting bracket 52 and the connecting longitudinal beam 30 can be fixedly connected by bolts, welding, etc. This application takes the fixed connection of the connecting bracket 52 and the connecting longitudinal beam 30 by bolts as an example for specific explanation.

[0027] The anti-collision crossbeam 20 and the connecting longitudinal beam 30 are arranged along a first direction and spaced apart, forming a first installation space between them. The connecting assembly 50 can be installed within this first installation space. The arrangement and spacing of the anti-collision crossbeam 20 and the connecting longitudinal beam 30 along the first direction extends the energy transfer path, facilitating graded energy absorption by the anti-collision crossbeam 20 and the connecting longitudinal beam 30, reducing the energy transmitted into the cab, thereby reducing cab intrusion. The connecting longitudinal beam 30 is fixedly connected to the vehicle's subframe 40, allowing energy to be transferred to the subframe 40 through the connecting longitudinal beam 30, reducing the risk of stress concentration in the anti-collision device 10 and improving its structural stability.

[0028] Along the first direction, the connecting component 50 is located between the anti-collision crossbeam 20 and the connecting longitudinal beam 30. The connecting bracket 52 forms a crumple zone 521. When the front side of the anti-collision device 10 is impacted, the connecting bracket 52 can deform to absorb energy, reducing the force transmitted to the passenger compartment. By setting the energy-absorbing structure 51 and the connecting bracket 52, multi-stage energy absorption can be achieved, realizing graded energy absorption. This is beneficial to improving the energy absorption capacity of the anti-collision device 10 when a vehicle collision occurs, reducing the energy transmitted to the passenger compartment, further reducing the amount of passenger compartment intrusion, and reducing the injury to the vehicle and its occupants. Furthermore, the anti-collision device 10 of this application has a simple structure and a small number of components, which is conducive to the lightweight design of the anti-collision device 10, thereby contributing to the lightweight design of the vehicle.

[0029] According to some embodiments of this utility model, such as Figure 2 As shown, the connecting bracket 52 includes: a first plate 522 and a second plate 523. There are two first plates 522, which are opposite to each other and spaced apart along a first direction to form an assembly space 53 between the two first plates 522. The second plate 523 is located in the assembly space 53 and is connected between the two first plates 522 to divide the assembly space 53 into multiple collapsible spaces 521.

[0030] The first plate 522 can be made of materials such as extruded aluminum or high-strength steel. The first plate 522 can be formed by stamping, extrusion, or other methods. As one embodiment, the first plate 522 can be a flat plate structure. As another embodiment, the first plate 522 has a flanged edge. This application uses a flat plate structure as an example for illustration. The second plate 523 can be made of materials such as high-strength steel or extruded aluminum. The second plate 523 can be formed by stamping, extrusion, or other methods. 3 can be made of a wavy or plate-like structure with reinforcing ribs on the surface. The second plate 523 can be formed by stamping, mold casting, etc. The collapse space 521 is a spatial area enclosed by the first plate 522 and the second plate 523. The volume of the collapse space 521 can be controlled by adjusting the distance between the two first plates 522. When a vehicle collision occurs, the first plate 522 and the second plate 523 can deform into the collapse space 521, so that the connecting bracket 52 can deform and absorb energy, thereby giving the connecting bracket 52 the ability to absorb energy. The second plate 523 and the first plate 522 can be fixedly connected by welding or riveting, or the second plate 523 and the first plate 522 can be integrally formed.

[0031] Two first plates 522 are opposite to each other and spaced apart along a first direction. A second plate 523 is connected between the two first plates 522. The second plate 523 can reliably support the two first plates 522, which helps to improve the rigidity and stability of the connecting bracket 52. On the basis of enabling the connecting bracket 52 to have energy absorption capacity, the connecting bracket 52 can have sufficient rigidity and strength.

[0032] According to some embodiments of this utility model, such as Figure 1 and Figure 2 As shown, along the height direction of the anti-collision device 10, the end of the second plate 523 extends to the edge of the first plate 522.

[0033] The second plate 523 can be one, two, or three, etc. This application will specifically describe it as three second plates 523. The end of the second plate 523 extending to the edge of the first plate 522 means that the length of the second plate 523 along the height direction of the anti-collision device 10 is the same as the length of the first plate 522 along the height direction of the anti-collision device 10. The end of the second plate 523 extending to the edge of the first plate 522 can be aligned with the edges of the first plate 522 along the height direction of the anti-collision device 10 at both ends. This is beneficial to improving the support capacity of the second plate 523 for the two first plates 522, and further improving the rigidity and stability of the connecting bracket 52. On the basis of giving the connecting bracket 52 energy absorption capacity, it is beneficial to give the connecting bracket 52 sufficient rigidity and strength, and further enhance the structural stability of the connecting bracket 52.

[0034] According to some embodiments of this utility model, such as Figure 2 As shown, there are multiple second plates 523, which are arranged along the second direction, and any two adjacent second plates 523 are spaced apart along the second direction. The first direction, the second direction and the height direction of the anti-collision device 10 are perpendicular to each other.

[0035] The second direction is Figure 1 In the Y direction, multiple second plates 523 divide the assembly space 53 into multiple crumple zones 521. These multiple crumple zones 521 enhance the deformation energy absorption capacity of the connecting bracket 52, improving its energy absorption effect and further reducing energy transfer to the connecting longitudinal beam 30. This helps reduce the peak impact force transmitted to the vehicle body, thereby reducing damage to the vehicle and occupants. The multiple second plates 523 arranged along the second direction form multiple crumple zones 521, allowing for a more uniform spatial distribution of the material in the connecting bracket 52, which improves the structural stability of the connecting bracket 52.

[0036] According to some embodiments of this utility model, such as Figure 2 As shown, the connecting bracket 52 also includes a support block 524, which is located in the assembly space 53 and connected between the two first plates 522. Along the second direction, the support block 524 is located on the outside of the end second plate 523.

[0037] The support block 524 can be made of materials such as metal or composite materials, and can be in the shape of a block or cylinder. In one embodiment, the support block 524 can be fixedly connected to the two first plates 522 by welding or bolts. In another embodiment, the support block 524 is fixedly connected to the two first plates 522 by welding or bolts, and the support block 524 is also fixedly connected to the end second plate 523 by welding or bolts. In yet another embodiment, the support block 524, the two first plates 522, and the end second plate 523 are integrally formed.

[0038] like Figure 2 As shown, the outer side of the left end second plate 523 refers to the side of the left end second plate 523 that is opposite to the right end second plate 523, and the outer side of the right end second plate 523 refers to the side of the right end second plate 523 that is opposite to the left end second plate 523. Connected between the two first plates 522 by a support block 524, the support block 524 can support the two first plates 522, which helps improve the impact resistance of the connecting bracket 52. Under the same collision force, it can reduce the deformation of the connecting bracket 52, allowing the connecting bracket 52 to absorb more energy, and also helps improve the structural stability of the connecting bracket 52, thus improving the structural stability of the anti-collision device 10.

[0039] According to some embodiments of this utility model, such as Figure 2 As shown, the connecting bracket 52 has a first connecting hole 525 for assembly with the connecting longitudinal beam 30; and / or the connecting bracket 52 has a second connecting hole 526 for assembly with the vehicle body connecting bracket 70.

[0040] The first connecting hole 525 can be formed by stamping, cutting, or other methods. The first connecting hole 525 can be round, square, or other shapes. By using fasteners such as bolts or screws to pass through the corresponding holes of the first connecting hole 525 and the connecting longitudinal beam 30, the connecting bracket 52 and the connecting longitudinal beam 30 are fixedly assembled, thereby realizing the detachable connection between the connecting bracket 52 and the connecting longitudinal beam 30, and thus realizing the detachable connection between the connecting component 50 and the connecting longitudinal beam 30. This facilitates the disassembly and assembly of the connecting component 50 and the connecting longitudinal beam 30, and facilitates the maintenance and replacement of the connecting component 50 and the connecting longitudinal beam 30.

[0041] The second connecting hole 526 can be formed by casting, cutting or other methods. The second connecting hole 526 can be round, square or other shapes. By passing fasteners such as bolts or screws through the second connecting hole 526 and the body connecting bracket 70 at the same time, the body connecting bracket 70 and the connecting bracket 52 can be fixedly assembled to achieve the effect of connecting the anti-collision device 10 and the body.

[0042] As one example, the connecting bracket 52 has a first connecting hole 525 for assembly with the connecting longitudinal beam 30. As another example, the connecting bracket 52 has a second connecting hole 526 for assembly with the vehicle body connecting frame 70. As yet another example, the connecting bracket 52 has both a first connecting hole 525 for assembly with the connecting longitudinal beam 30 and a second connecting hole 526 for assembly with the vehicle body connecting frame 70. This application describes the connecting bracket 52 having both a first connecting hole 525 and a second connecting hole 526 as an example.

[0043] The first connecting hole 525 can extend along a first direction and penetrate the connecting bracket 52 along the first direction. The first connecting hole 525 can be correspondingly set with the support block 524 along the first direction. The first connecting hole 525 can extend to the support block 524, allowing fasteners such as bolts or screws to pass through the support block 524. The support block 524 can effectively support the fasteners such as bolts or screws, which helps to improve the assembly firmness of the connecting bracket 52 and the connecting longitudinal beam 30. The second connecting hole 526 can extend along the height direction of the anti-collision device 10 and penetrate the connecting bracket 52 along the height direction of the anti-collision device 10. The second connecting hole 526 can be formed in the second plate 523.

[0044] The connecting bracket 52 is assembled with the connecting longitudinal beam 30 through the first connecting hole 525 and with the vehicle body connecting frame 70 through the second connecting hole 526. This simplifies the assembly process and improves assembly efficiency. The connection bracket 52's assembly with the connecting longitudinal beam 30 through the first connecting hole 525 and with the vehicle body connecting frame 70 through the second connecting hole 526 also facilitates the separate disassembly and assembly of the connecting component 50 and the connecting longitudinal beam 30. This greatly simplifies the later maintenance and replacement of the anti-collision device 10, eliminating the need to replace the entire structure of the anti-collision device 10 and reducing vehicle maintenance costs.

[0045] According to some embodiments of this utility model, such as Figure 1 As shown, the connecting longitudinal beam 30 has a mounting end plate 31, which is a flat plate structure. The mounting end plate 31 is located at the end of the connecting longitudinal beam 30 facing the connecting assembly 50. By using fasteners such as bolts or screws to pass through the first connecting hole 525 and the corresponding hole of the mounting end plate 31, the connecting bracket 52 and the connecting longitudinal beam 30 are fixedly assembled, thereby realizing the detachable connection between the connecting bracket 52 and the connecting longitudinal beam 30, and thus realizing the detachable connection between the connecting assembly 50 and the connecting longitudinal beam 30.

[0046] According to some embodiments of this utility model, such as Figure 1As shown, there are multiple connecting longitudinal beams 30 and multiple connecting components 50. The multiple connecting longitudinal beams 30 and multiple connecting components 50 are arranged sequentially at intervals along the second direction. The multiple connecting longitudinal beams 30 and multiple connecting components 50 are connected one-to-one. The first direction, the second direction and the height direction of the anti-collision device 10 are perpendicular to each other.

[0047] The number of connecting longitudinal beams 30 and connecting components 50 can be two, three, four, etc. This application does not specify the exact number of connecting longitudinal beams 30 and connecting components 50, as long as there are multiple connecting longitudinal beams 30 and multiple connecting components 50. By setting multiple connecting longitudinal beams 30 and multiple connecting components 50, the structural stability of the anti-collision device 10 can be enhanced, and the anti-collision device 10 can absorb more energy, thereby improving the energy absorption capacity and energy absorption efficiency of the anti-collision device 10. The multiple connecting longitudinal beams 30 and multiple connecting components 50 arranged at intervals can make the material distribution of the anti-collision device 10 more uniform, reducing the risk of stress concentration in the anti-collision device 10. The multiple connecting longitudinal beams 30 and multiple connecting components 50 arranged at intervals can also provide a second installation space for other vehicle components. The one-to-one correspondence between multiple connecting longitudinal beams 30 and multiple connecting components 50 can ensure that the force energy on each connecting component 50 is directly transmitted to the corresponding connecting longitudinal beam 30, which is conducive to optimizing the energy transmission path and making the anti-collision device 10 subjected to uniform force.

[0048] According to some embodiments of this utility model, such as Figure 1 As shown, the anti-collision device 10 also includes a connecting beam 60, with at least two adjacent connecting brackets 52 connected by the connecting beam 60.

[0049] The connecting beam 60 can be made of metal materials, such as aluminum alloy or high-strength steel plate. The connecting beam 60 can be formed by extrusion or stamping. The connecting beam 60 can be a long strip structure or a grooved structure, which helps to reduce the weight of the connecting beam 60, thereby reducing the weight of the anti-collision device 10. The connecting beam 60 and the connecting bracket 52 can be fixedly connected by bolts or snap-fit. The connecting beam 60 can also be integrally formed with the corresponding connecting bracket 52. The connection between the connecting beam 60 and the connecting bracket 52 can limit the connecting bracket 52 in the second direction, which helps to reduce the risk of excessive displacement of the connecting bracket 52, thereby enhancing the structural stability of the anti-collision device 10 and improving the overall rigidity of the anti-collision device 10. The connection between the connecting beam 60 and two adjacent connecting brackets 52 can transmit force between the two adjacent connecting brackets 52, optimize the force transmission path, reduce the force transmitted from the connecting bracket 52 to the connecting longitudinal beam 30, enhance the impact resistance of the anti-collision device 10, and further reduce the intrusion into the cab.

[0050] According to some embodiments of this utility model, such as Figure 1 As shown, along the height direction of the anti-collision device 10, the height of the upper surface of the connecting beam 60 is lower than the height of the upper surface of the connecting bracket 52.

[0051] The upper surface of the connecting beam 60 is lower than the upper surface of the connecting bracket 52. The connecting beam 60 is located in the second mounting space. The connecting beam 60 and the two adjacent connecting brackets 52 can jointly define a third mounting space for assembling other vehicle parts, thereby making the overall structure of the vehicle more compact.

[0052] According to some embodiments of this utility model, such as Figure 1 As shown, the connecting bracket 52 and the connecting longitudinal beam 30 are detachably connected.

[0053] The connecting longitudinal beam 30 and the connecting bracket 52 can be detachably connected by means of bolts, snap-fit ​​connections, or plug-in connections. The detachable connection of the connecting bracket 52 and the connecting longitudinal beam 30 allows for the replacement of either the connecting bracket 52 or the connecting longitudinal beam 30 without replacing the entire structure of the anti-collision device 10. If the connecting bracket 52 is damaged, it can be replaced separately; if the connecting longitudinal beam 30 is damaged, it can be replaced separately. This reduces the maintenance cost of the anti-collision device 10. Furthermore, the ease of disassembling and assembling the connecting bracket 52 and the connecting longitudinal beam 30 helps to shorten the maintenance time of the connecting bracket 52 and the connecting longitudinal beam 30, thereby improving the maintenance efficiency of the anti-collision device 10.

[0054] According to some embodiments of this utility model, such as Figure 1 As shown, the energy-absorbing structure 51 includes multiple energy-absorbing boxes 511, which are arranged sequentially along the first direction.

[0055] Among them, the energy-absorbing box 511 can be made of materials such as extruded aluminum and high-strength steel. The energy-absorbing box 511 can be formed by extrusion, stamping and other processes. Multiple energy-absorbing boxes 511 are arranged in sequence along the first direction, and any two adjacent energy-absorbing boxes 511 are fixedly connected. When the anti-collision device 10 is impacted, the energy can be absorbed by the gradual deformation of multiple energy-absorbing boxes 511, reducing the collision energy transmitted to the subframe 40, thereby improving the energy absorption capacity of the anti-collision device 10.

[0056] The vehicle according to a second aspect of the present invention includes the anti-collision device 10 of the above embodiment.

[0057] By installing the anti-collision device 10 on the vehicle, it is beneficial to improve the energy absorption capacity of the vehicle during a collision, reduce the damage to the vehicle and its occupants, and also facilitate the lightweight design of the vehicle.

[0058] The vehicle according to the second aspect embodiment of the present utility model, such as Figure 1As shown, the vehicle also includes a subframe 40, which is located on the side of the connecting longitudinal beam 30 away from the anti-collision crossbeam 20 along the first direction, and the subframe 40 and the connecting longitudinal beam 30 are fixedly connected.

[0059] The subframe 40 can be made of high-strength steel, aluminum alloy or other materials. The subframe 40 can be formed by stamping, casting or other processes. The subframe 40 can adopt a frame structure, integrated shell or other structures. The subframe 40 and the connecting longitudinal beam 30 can be fixedly connected by bolts, welding or other methods. The subframe 40 is located on the side of the connecting longitudinal beam 30 away from the anti-collision crossbeam 20 in the first direction. This can extend the path of energy from the anti-collision crossbeam 20 to the subframe 40 in the first direction, reduce the force transmitted to the subframe 40, and thus reduce the intrusion into the cab.

[0060] 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.

[0061] 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: Anti-collision beam; The connecting longitudinal beams, the anti-collision crossbeams and the connecting longitudinal beams are arranged along a first direction and spaced apart, and the connecting longitudinal beams are used to connect to the subframe of the vehicle; A connecting assembly is located between the anti-collision crossbeam and the connecting longitudinal beam along the first direction. The connecting assembly includes an energy-absorbing structure and a connecting bracket. The energy-absorbing structure and the connecting bracket are arranged and fixedly connected along the first direction. The energy-absorbing structure is located on the side of the connecting bracket away from the connecting longitudinal beam. The energy-absorbing structure is fixed to the anti-collision crossbeam, and the connecting bracket is fixed to the connecting longitudinal beam. The connecting bracket forms a collapsible space. The first direction is perpendicular to the height direction of the anti-collision device.

2. The vehicle anti-collision device according to claim 1, characterized in that, The connecting bracket includes: a first plate and a second plate. There are two first plates, which are opposite to each other and spaced apart along the first direction to form an assembly space between the two first plates. The second plate is located in the assembly space and is connected between the two first plates to divide the assembly space into a plurality of collapsible spaces.

3. The vehicle anti-collision device according to claim 2, characterized in that, Along the height direction of the anti-collision device, the end of the second plate extends to the edge of the first plate.

4. The vehicle anti-collision device according to claim 2, characterized in that, There are multiple second plates, which are arranged along a second direction, and any two adjacent second plates are spaced apart along the second direction. The first direction, the second direction and the height direction of the anti-collision device are perpendicular to each other.

5. The vehicle anti-collision device according to claim 4, characterized in that, The connecting bracket further includes a support block, which is located within the assembly space and connected between the two first plates. Along the second direction, the support block is located outside the end of the second plate.

6. The vehicle anti-collision device according to claim 1, characterized in that, The connecting bracket has a first connecting hole for assembly with the connecting longitudinal beam; and / or The connecting bracket has a second connecting hole for assembly with the vehicle body connecting bracket.

7. The vehicle anti-collision device according to claim 1, characterized in that, There are multiple connecting longitudinal beams and multiple connecting components. The multiple connecting longitudinal beams and multiple connecting components are arranged sequentially at intervals along the second direction. The multiple connecting longitudinal beams and multiple connecting components are connected one-to-one. The first direction, the second direction and the height direction of the anti-collision device are perpendicular to each other.

8. The vehicle anti-collision device according to claim 7, characterized in that, The anti-collision device further includes a connecting beam, wherein at least two adjacent connecting brackets are connected by the connecting beam.

9. The vehicle anti-collision device according to claim 8, characterized in that, Along the height direction of the anti-collision device, the upper surface of the connecting beam is lower than the upper surface of the connecting bracket.

10. The vehicle anti-collision device according to any one of claims 1-9, characterized in that, The connecting bracket and the connecting longitudinal beam are detachably connected.

11. The vehicle anti-collision device according to any one of claims 1-9, characterized in that, The energy-absorbing structure includes multiple energy-absorbing boxes, which are arranged sequentially along the first direction.

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

13. The vehicle according to claim 12, characterized in that, Also includes: The subframe, along the first direction, is located on the side of the connecting longitudinal beam opposite to the anti-collision crossbeam, and the subframe and the connecting longitudinal beam are fixedly connected.

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