Anti-collision mechanism and unmanned vehicle

Abstract

The application provides a kind of anti-collision mechanism and unmanned vehicle, and the anti-collision mechanism includes vehicle body frame, outer trim and anti-collision component arranged between the two, the anti-collision component includes mutually matched anti-collision touch edge, touch edge contact part and trigger mechanism built-in anti-collision touch edge, anti-collision touch edge and touch edge contact part are respectively installed on vehicle body frame and outer trim, when outer trim is deformed by collision, at least one of the two will be driven to displace, so that trigger mechanism generates trigger signal.The application realizes complete concealment of anti-collision component, ensures reliable collision perception at the same time, completely liberates the modeling degree of freedom of vehicle outer trim, and takes into account safety and aesthetics.

Description

Technical Field

[0001] This application relates to the field of unmanned vehicle safety technology, and in particular to a collision avoidance mechanism and an unmanned vehicle. Background Technology

[0002] With the widespread adoption of autonomous driving technology, the safety of autonomous logistics vehicles (such as unmanned cleaning vehicles and unmanned patrol vehicles) operating in complex environments is of paramount importance. As a key collision sensing component, the anti-collision contact edge needs to trigger the braking system promptly upon the occurrence of a collision.

[0003] Currently, there are two main installation methods for anti-collision edges: one is external installation, where the edge is directly fixed to the vehicle frame or exterior trim surface. The disadvantage of this method is that it disrupts the overall appearance of the vehicle and limits exterior design. The second method is semi-integrated installation, where the edge is hidden beneath the exterior trim. While this method partially improves the appearance, it still requires internal space within the exterior trim, limiting the design freedom of the exterior boundary and making the installation structure complex and difficult to adapt to different materials (such as plastic and sheet metal) for exterior trim processes.

[0004] Therefore, existing technologies cannot simultaneously ensure collision detection functionality while maintaining the harmony and aesthetics of the vehicle's appearance. This application aims to solve this technical problem by providing a collision protection edge mounting structure that can meet safety protection requirements while adapting to diverse exterior styling. Utility Model Content

[0005] This application provides a collision avoidance mechanism and an unmanned vehicle to solve the problems of limited exterior design, damage to appearance integrity, complex installation and poor adaptability.

[0006] On the one hand, this application provides a collision avoidance mechanism, including a vehicle body frame, an exterior trim piece, and a collision avoidance component, wherein the collision avoidance component is disposed between the vehicle body frame and the exterior trim piece;

[0007] The anti-collision assembly includes mutually cooperating anti-collision contact edges, contact edge contact parts, and a triggering mechanism disposed inside the anti-collision contact edges;

[0008] The anti-collision contact edge and the contact part of the contact edge are respectively installed on the vehicle body frame and on the exterior trim piece;

[0009] When the exterior trim is subjected to a collision, it can deform and drive at least one of the anti-collision contact edge and the contact portion of the contact edge to displace, causing the triggering mechanism to generate a trigger signal.

[0010] In one possible design, the anti-collision edge is mounted on the vehicle body frame by a first fastener, and the edge contact portion is mounted on the exterior trim by a second fastener.

[0011] In one possible design, the vehicle body frame and the exterior trim are connected by at least one fixed connector away from the anti-collision contact edge and at least one movable connector close to the anti-collision contact edge.

[0012] In one possible design, the exterior trim is a plastic exterior trim, and the contact portion mounted thereon includes a base plate and a plurality of protrusions disposed on the base plate, each of the protrusions facing the anti-collision contact edge.

[0013] In one possible design, the movable connector includes a triangular bracket, one end of which is fixed to the vehicle body frame, and the other end is connected to a waist-shaped hole formed in the plastic exterior trim via a first bolt.

[0014] In one possible design, the exterior trim is a sheet metal exterior trim, and the contact edge includes sequentially arranged Z-shaped brackets.

[0015] In one possible design, the movable connector includes an L-shaped plate, one end of which is fixed to the sheet metal exterior trim by a second bolt, and the other end is movably connected to the vehicle body frame.

[0016] In one possible design, the first fastener includes a third bolt.

[0017] In one possible design, the triggering mechanism is a contact terminal or a pressure sensor.

[0018] On the other hand, this application provides an unmanned vehicle, including a vehicle body and a collision avoidance mechanism, wherein the collision avoidance mechanism is disposed on the vehicle body.

[0019] Compared with the prior art, the beneficial effects of this application are at least as follows:

[0020] This application integrates the anti-collision component between the vehicle body frame and the exterior trim. The anti-collision contact edge and the contact part are respectively installed on the vehicle body frame and the exterior trim. Compared with the traditional exposed or semi-exposed installation method, the anti-collision component can be completely concealed, thereby solving the problem of limited exterior trim design.

[0021] When the exterior trim is subjected to a collision, it deforms and drives the anti-collision contact edge to move relative to the contact part of the contact edge. In this way, when the vehicle is involved in a collision, the deformation of the exterior trim can be effectively transmitted to the triggering mechanism, so that it can accurately generate a trigger signal, which not only ensures the reliability of collision detection, but also avoids damage to the integrity of the appearance.

[0022] The built-in triggering mechanism automatically generates a trigger signal, enabling automatic collision detection and response without the need for additional external sensors. This simplifies the system structure, improves response speed, provides reliable protection for the safety of unmanned vehicles, and reduces system complexity and maintenance costs. Attached Figure Description

[0023] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application.

[0024] Figure 1 This is a structural illustration of an embodiment of this application. Figure 1 ;

[0025] Figure 2 for Figure 1 Cross-sectional view illustration Figure 1 ;

[0026] Figure 3 for Figure 1 Cross-sectional view illustration Figure 2 ;

[0027] Figure 4 for Figure 1 Cross-sectional view illustration Figure 3 ;

[0028] Figure 5 for Figure 1 Cross-sectional view illustration Figure 4 ;

[0029] Figure 6 This is a structural illustration of an embodiment of this application. Figure 2 ;

[0030] Figure 7 for Figure 6 Cross-sectional view illustration Figure 1 ;

[0031] Figure 8 for Figure 6 Cross-sectional view illustration Figure 2 ;

[0032] Figure 9 for Figure 6 Cross-sectional view illustration Figure 3 ;

[0033] Figure 10 This is a schematic diagram of the anti-collision contact edge structure according to an embodiment of this application. Figure 1 ;

[0034] Figure 11 This is a schematic diagram of the anti-collision contact edge structure according to an embodiment of this application. Figure 2 .

[0035] Explanation of reference numerals in the attached figures:

[0036] 100. Body frame; 200. Exterior trim; 300. Collision protection components; 310. Collision protection edge; 320. Edge contact part; 321. Base plate; 322. Protrusion; 323. Z-shaped bracket; 400. Fixed connector; 500. Movable connector; 510. Triangular bracket; 520. First bolt; 530. Waist-shaped hole; 540. L-shaped plate; 550. Second bolt; 600. Third bolt.

[0037] The accompanying drawings illustrate specific embodiments of this application, which will be described in more detail below. These drawings and descriptions are not intended to limit the scope of the concept in any way, but rather to illustrate the concept of this application to those skilled in the art through reference to particular embodiments. Detailed Implementation

[0038] Exemplary embodiments will now be described in detail, examples of which are illustrated in the accompanying drawings. When the following description relates to the drawings, unless otherwise indicated, the same numbers in different drawings denote the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with this application. Rather, they are merely examples of apparatuses and methods consistent with some aspects of this application as detailed in the appended claims.

[0039] Based on the technical problems in the background art, this application provides a collision avoidance mechanism that solves the shortcomings of the prior art by fully embedding the collision avoidance components between the vehicle body frame and the exterior trim.

[0040] Specifically, the collision avoidance mechanism includes a vehicle body frame, exterior trim, and collision avoidance components. The collision avoidance components are positioned between the vehicle body frame and the exterior trim, and include mating collision avoidance edges, edge contact portions, and a triggering mechanism located within the collision avoidance edges. The collision avoidance edges and edge contact portions are installed symmetrically, with one mounted on the vehicle body frame and the other on the exterior trim.

[0041] Compared to traditional exposed or semi-exposed installation methods, this method achieves complete concealment of the anti-collision components, fundamentally liberating the design freedom of the exterior styling and enabling the vehicle to achieve a seamless and smooth integrated appearance.

[0042] Because the anti-collision contact edge is equipped with a trigger mechanism, and the exterior trim can deform upon impact, the deformation of the exterior trim directly drives the anti-collision contact edge and the contact part of the contact edge to produce relative displacement. This enables the trigger mechanism to accurately generate a trigger signal, ensuring both the reliability of collision detection and the maintenance of the appearance integrity.

[0043] Because this mechanism employs a symmetrical mounting scheme, with one part installed on the vehicle body frame and the other on the exterior trim, it can flexibly adapt to exterior trim materials of different types. For plastic exterior trim, a protruding structure formed by injection molding can serve as the contact edge. For sheet metal exterior trim, a Z-shaped bracket can be welded to achieve the contact function, significantly improving the versatility and applicability of this collision avoidance mechanism.

[0044] Because the vehicle body frame and exterior trim are connected via a combination of fixed and movable connectors, with the movable connectors positioned close to the anti-collision edge, this ensures installation stability and guides the exterior trim to deform in a predetermined direction during a collision. This guarantees that collision energy is accurately transferred to the anti-collision components, improving the system's response accuracy.

[0045] This collision avoidance mechanism automatically generates a trigger signal through a built-in triggering mechanism, realizing automatic collision detection and response without the need for additional external sensors. This simplifies the system structure, improves the response speed, provides reliable safety for unmanned vehicles, and reduces system complexity and maintenance costs.

[0046] The technical content of this application will now be described in detail with reference to the accompanying drawings, so that those skilled in the art can more clearly and thoroughly understand the technical solution of this application.

[0047] The following provides a detailed description of the specific structure of the aforementioned anti-collision mechanism and various possible implementation methods.

[0048] See Figure 1 , Figure 2 , Figure 3 , Figure 4 , Figure 5 , Figure 6 , Figure 7 , Figure 8 , Figure 9 , Figure 10 and Figure 11 This application provides a collision avoidance mechanism, including a vehicle body frame 100, an exterior trim piece 200, and a collision avoidance component 300. The collision avoidance component 300 is disposed between the vehicle body frame 100 and the exterior trim piece 200. The collision avoidance component 300 includes a cooperating collision avoidance edge 310, a contact portion 320, and a triggering mechanism disposed inside the collision avoidance edge 310. The collision avoidance edge 310 and the contact portion 320 are symmetrically installed, with one mounted on the vehicle body frame 100 and the other mounted on the exterior trim piece 200.

[0049] In this embodiment, the anti-collision component 300 is embedded between the vehicle body frame 100 and the exterior trim 200. Compared with the traditional exposed or semi-exposed installation method, this achieves complete concealment of the anti-collision component 300, fundamentally solving the problem of limited exterior trim styling, providing sufficient freedom for the integrated design of the vehicle's appearance, and enabling the exterior trim 200 to achieve a seamless and smooth overall shape.

[0050] Because the anti-collision contact edge 310 has a trigger mechanism inside, and the exterior trim 200 can deform upon impact, the deformation of the exterior trim 200 directly drives the anti-collision contact edge 310 and the contact part 320 to generate relative displacement when a collision occurs, thereby enabling the trigger mechanism to accurately generate a trigger signal. Compared to traditional external collision detection methods, this built-in structure ensures the reliability of collision perception while completely avoiding damage to the appearance integrity.

[0051] The anti-collision contact edge 310 and contact edge contact portion 320 of this application are respectively mounted on the vehicle body frame 100 and the exterior trim 200, allowing for flexible adaptation to exterior trim parts made of different materials, such as plastic and sheet metal. For plastic exterior trim parts, the contact edge contact portion 320 can be achieved through injection-molded protruding structures. For sheet metal exterior trim parts, the contact function can be achieved by welding a Z-shaped bracket, thereby improving the versatility and applicability of this application.

[0052] The body frame 100 and the exterior trim 200 are connected by a combination of fixed and movable connectors, with the movable connectors positioned close to the anti-collision edge. This ensures the stable installation of the exterior trim 200 and guides it to deform in a predetermined direction during a collision, thereby ensuring that collision energy is accurately and effectively transferred to the anti-collision assembly 300, improving the system's response accuracy and reliability.

[0053] It should be noted that the aforementioned trigger signal refers to the electrical signal generated by the triggering mechanism when it detects a collision event. This signal can be directly transmitted to the vehicle's control system to trigger the corresponding safety protection mechanism.

[0054] This application automatically generates a trigger signal through a built-in triggering mechanism, realizing automatic collision detection and response without the need for additional external sensors. This simplifies the system structure and improves the response speed, providing reliable protection for the safety of unmanned vehicles while reducing system complexity and maintenance costs.

[0055] As an optional implementation, in some embodiments, see [link to relevant documentation]. Figure 1 , Figure 2 , Figure 3 , Figure 4 , Figure 5 , Figure 6 , Figure 7 , Figure 8 and Figure 9 The anti-collision contact edge 310 is installed on the body frame 100 by the first fastener, and the contact edge contact part 320 is installed on the exterior trim 200 by the second fastener.

[0056] In this embodiment, since the anti-collision contact edge 310 and the contact part 320 are independently installed using the first fastener and the second fastener respectively, the internal functions of the anti-collision component are modularized and separated. This allows the sensing function of the anti-collision contact edge 310 and the transmission function of the contact part 320 to be independently optimized and manufactured. This installation method has a clear structure, which facilitates precise positioning and adjustment during assembly, ensuring that the triggering mechanism can be accurately and reliably activated upon collision.

[0057] This application integrates the anti-collision contact edge 310, the contact edge contact portion 320 and the triggering mechanism into an ultra-thin modular unit, and makes full use of the inherent, underutilized interlayer space between the body frame 100 and the exterior trim 200 for installation.

[0058] It should be noted that the first and second fasteners mentioned above can be connected by bolts or by mechanical fastening methods such as snap-fit ​​connections; this application does not limit the specific method used. Bolt connections facilitate maintenance and replacement, while snap-fit ​​connections improve assembly efficiency.

[0059] As an optional implementation, in some embodiments, see [link to relevant documentation]. Figure 1 , Figure 2 , Figure 3 , Figure 4 , Figure 5 , Figure 6 , Figure 7 , Figure 8 and Figure 9 The body frame 100 and the exterior trim 200 are connected by at least one fixed connector 400 away from the anti-collision contact edge 310 and at least one movable connector 500 close to the anti-collision contact edge 310.

[0060] It should be noted that the aforementioned fixed connector 400 can adopt rigid connection methods such as welding or bolting, and its main function is to provide stable primary positioning. The movable connector 500 is designed to provide a degree of freedom that allows displacement in a specific direction, and its specific implementation can be varied, which is not limited in the embodiments of this application.

[0061] When the exterior trim 200 is a plastic exterior trim, the movable connector 500 includes a triangular bracket 510, one end of which is fixed to the vehicle frame 100, and the other end is connected to the waist-shaped hole 530 opened on the plastic exterior trim by a first bolt 520.

[0062] When the exterior trim 200 is a sheet metal exterior trim, the movable connector 510 includes an L-shaped plate 540. One end of the L-shaped plate 540 is fixed to the sheet metal exterior trim by a second bolt 550, and the other end is movably connected to the body frame 100.

[0063] As an optional implementation, in some embodiments, see [link to relevant documentation]. Figure 1 , Figure 2 , Figure 3 , Figure 4 and Figure 5 The exterior trim 200 is a plastic exterior trim, and the contact part 320 installed on it includes a base plate 321 and a plurality of protrusions 322 provided on the base plate, each protrusion 322 facing the anti-collision contact edge 310.

[0064] In this embodiment, since the contact portion 320 adopts a base plate 321 structure with several protrusions 322, the protrusions 322 can concentrate the contact stress when a collision occurs, and transmit the deformation of the outer trim 200 to a specific position of the anti-collision contact edge 310 more accurately and efficiently in the form of point contact. This design not only improves the trigger sensitivity, but also ensures reliable detection even if a collision occurs in a local area through the dispersed protrusion structure, thereby improving the reliability of the system.

[0065] It should be noted that the number, height and distribution spacing of the above-mentioned protrusions 322 can be adjusted according to the sensitivity and intensity requirements of actual collision detection, and this application embodiment does not limit this.

[0066] As an optional implementation, in some embodiments, see below. Figure 1 , Figure 2 , Figure 3 and Figure 4 The movable connector 500 includes a triangular bracket 510, one end of which is fixed to the vehicle frame 100, and the other end is connected to the waist-shaped hole 530 opened on the plastic exterior part by a first bolt 520.

[0067] In this embodiment, the triangular bracket 510 and the oblong hole 530 cooperate to form a movable connector 400, thus constructing a stable rotary guide mechanism. The triangular bracket 510 provides reliable support rigidity, while the oblong hole 530 provides a displacement path and degree of freedom for the plastic exterior part during a collision. When a collision occurs, the plastic exterior part can generate a small translational motion towards the anti-collision contact edge 310 with the distant fixed connector 500 as the center, guided by the oblong hole 530. This most effectively drives the protrusion 322 of the contact part 320 to press against the anti-collision contact edge 310, achieving precise triggering.

[0068] It should be noted that the shape of the aforementioned triangular bracket 510 is not limited to a strict triangle. Any similar structure that can provide stable support and achieve similar guiding functions should be included within the protection scope of this embodiment.

[0069] As an alternative implementation, in some embodiments, the plastic exterior parts are formed using a vacuum forming process.

[0070] In this embodiment, because the plastic exterior parts are formed using a vacuum forming process, large exterior components with large curved surfaces, complete structures, and smooth appearances can be manufactured efficiently and economically. Vacuum forming is particularly suitable for producing vehicle exterior parts that have large surface areas, relatively simple structures, but require a complete appearance. This process allows for the one-piece molding of a complete exterior skin covering the anti-collision component 300, fundamentally ensuring the continuity and aesthetics of the exterior surface without any seams.

[0071] It should be noted that the base plate 321 and protrusion 322 of the contact portion 320 can be integrally formed onto the inner side of the outer trim part directly through a mold during the vacuum forming process, or they can be fixed to the main body of the outer trim part through secondary injection molding (overmolding) or bonding after the vacuum forming process is completed. This application embodiment does not limit the specific method of joining the vacuum-formed outer trim part and the contact portion.

[0072] It should be further noted that vacuum forming has significant cost and efficiency advantages over injection molding when producing large, thin-walled parts. However, if the exterior part has extremely complex internal structures or reinforcing ribs that need to be formed, injection molding can also be considered. Those skilled in the art can choose between vacuum forming and injection molding, among other plastic molding processes, based on actual production needs and the specific design of the exterior part.

[0073] As an optional implementation, in some embodiments, see [link to relevant documentation]. Figure 5 , Figure 6 , Figure 7 and Figure 8 The exterior trim 200 is a sheet metal exterior trim, and the contact part 320 includes a Z-shaped bracket 323 arranged in sequence.

[0074] In this embodiment, the contact portion 320 employs a sequentially arranged Z-shaped bracket 323. This Z-shaped structure, with its unique elastic deformation characteristics, provides a stable support base for the anti-collision contact edge 310, with a preset deformation path. Upon collision, the overall deformation of the sheet metal exterior part is absorbed by the Z-shaped bracket 323 and transformed into concentrated compression of its top area, thereby triggering the triggering mechanism within the anti-collision contact edge 310. This intermittent sequential arrangement ensures the coverage of collision detection and also contributes to the overall lightweight design.

[0075] It should be noted that the number, spacing and specific structural dimensions (such as height and width) of the above-mentioned Z-shaped brackets 323 can be adaptively adjusted according to the protection level requirements of different areas of the vehicle, and this application embodiment does not limit this.

[0076] As an optional implementation, in some embodiments, see below. Figure 6 , Figure 7 , Figure 8 and Figure 9 The movable connector 500 includes an L-shaped plate 540, one end of which is fixed to the sheet metal exterior trim by a second bolt 550, and the other end is movably connected to the body frame 100.

[0077] In this embodiment, the L-shaped plate 540 forms a movable connector 500, providing an ideal rotating joint for the relatively rigid sheet metal exterior trim. The vertical edge of the L-shaped plate 540 is rigidly connected to the sheet metal exterior trim via a second bolt 550, while its horizontal edge forms a movable hinge with the vehicle body frame 100. When a collision occurs, the sheet metal exterior trim can generate a small inward rotation around the hinge point as its instantaneous center. This rotation is converted into a vertical displacement by the Z-shaped bracket 323, thereby reliably compressing the anti-collision contact edge 310. This connection method is particularly suitable for combination with sheet metal stamping and welding processes, and has the advantages of robust structure and good durability.

[0078] It should be noted that the movable connection between the L-shaped plate 540 and the body frame 100 can be achieved by means of pins, elongated holes and bolts, etc. Any connection structure that can provide a single degree of rotational freedom should be included within the protection scope of this embodiment.

[0079] As an alternative implementation, in some embodiments, the sheet metal exterior parts are fixed to the relevant connection structure using a welding process.

[0080] In this embodiment, the sheet metal exterior parts are welded, which enables a high-strength and high-rigidity fixation between the connecting structure and the exterior parts 200. The metallurgical bond formed by welding ensures the reliability of the connection points under long-term vehicle vibration and collision impact conditions, avoiding the risk of loosening that may occur with bolted connections.

[0081] It should be noted that the Z-shaped bracket 323 included in the contact part 320 can be fixed to the vehicle frame 100 by welding. Similarly, the connection between the L-shaped plate 540 included in the movable connector 500 and the sheet metal exterior trim can also be fixed by welding. This standardized welding process helps improve production efficiency and structural consistency.

[0082] It should be further noted that welding processes include, but are not limited to, spot welding, CO2 shielded welding, and laser welding. Those skilled in the art can select appropriate welding processes based on the specific sheet metal material, thickness, and structural design requirements; this application does not limit such selection. The connection structure formed by welding constitutes a rigid, integral load-bearing frame, ensuring that impact forces are effectively transferred to the anti-collision contact edge through the U-shaped bracket.

[0083] As an alternative implementation, in some embodiments, the first fastener includes a third bolt 600.

[0084] In this embodiment, the use of a third bolt 600 as the first fastener provides a reliable rigid connection for the installation of the anti-collision contact 310 on the vehicle frame 100. Compared to fixing methods such as pure adhesion, bolted connections can withstand greater shear forces and cyclic impact loads, ensuring the positional stability of the anti-collision contact 310 under long-term, repeated collision conditions. Simultaneously, bolted connections facilitate the disassembly and replacement of the anti-collision contact 310 during maintenance, improving the maintainability of the system.

[0085] It should be noted that the specific specifications, quantity, and distribution position of the third bolt 600 can be set according to the length of the anti-collision contact edge 310 and the expected collision intensity; this embodiment of the application does not limit this. Furthermore, this bolt connection can be used in conjunction with adhesive bonding to form a composite fixing scheme, thereby further improving the reliability of the connection.

[0086] As an alternative implementation, in some embodiments, the body of the anti-collision contact edge 310 is made of EPDM rubber.

[0087] In this embodiment, the anti-collision contact edge 310 is made of EPDM rubber, which gives it excellent elasticity, weather resistance, and aging resistance. EPDM material can maintain stable elasticity within a temperature range of -40℃ to +80℃, ensuring reliable operation under various climatic conditions.

[0088] Its high resilience allows the anti-collision contact edge 310 to quickly return to its original shape after being deformed by a collision, preparing it for the next collision detection. At the same time, its flexibility allows it to perfectly fit the mounting surface with different curvatures.

[0089] It should be noted that the anti-collision contact edge 310 is fixed to the vehicle frame 100 via its built-in 3M adhesive layer. This adhesive method allows for full surface adhesion between the anti-collision contact edge 310 and the vehicle frame 100, eliminating assembly gaps and ensuring effective transmission of impact force. Simultaneously, the anti-collision contact edge 310 has mounting portions on both sides for bolt fixing, allowing for auxiliary mechanical fixation using third bolts 600 after the contact edge is in place.

[0090] In this embodiment, the combined fixing scheme of adhesive and bolts combines the sealing and vibration damping properties of adhesive with the peel strength and reliability of bolted connections, thus providing the best fixing effect for the anti-collision contact edge and ensuring its positional stability under long-term use and multiple triggering.

[0091] It should be further explained that the triggering mechanism is a contact terminal located inside the anti-collision contact edge 310, including an upper terminal and a lower terminal that are insulated from each other. When there is no collision, the upper and lower terminals remain in the open state. When the exterior trim 200 is impacted and the contact part 320 of the contact edge presses against the anti-collision contact edge 310, the elastic body inside deforms, causing the upper terminal to make contact with the lower terminal and conduct, thereby generating a switching electrical signal and sending it to the vehicle's control system.

[0092] It should also be noted that, thanks to the excellent plasticity of EPDM material, the shape of the anti-collision contact edge 310 can be flexibly configured into a curved shape that matches the inner surface contour of the vehicle body frame 100, such as an arc or a wave shape. This shape adaptability allows this application to perfectly adapt to the exterior of various streamlined or irregularly shaped vehicles, breaking through the limitations of traditional planar anti-collision contact edges on styling.

[0093] As an alternative implementation, in some embodiments, the triggering mechanism is a contact terminal or a pressure sensor.

[0094] In this embodiment, since the triggering mechanism can be a contact terminal or a pressure sensor, two preferred but different technical paths are provided for collision avoidance detection.

[0095] When using contact terminals, switching signals are generated by whether physical contact is open or closed. They have the advantages of simple structure, low cost, fast response speed and strong anti-interference ability, and are suitable for cost-sensitive and relatively clear operating conditions.

[0096] When pressure sensors are used, they can sense and output continuous or graded electrical signals related to the impact force. This not only determines whether a collision has occurred, but also assesses the severity of the collision, providing richer decision-making information for the vehicle control system and enabling a more intelligent collision response strategy.

[0097] It should be noted that the contact terminal can be a pair of normally open metal contacts that close when the anti-collision contact edge 310 is pressed to a certain extent. The pressure sensor can be a thin-film sensor of the piezoelectric, piezoresistive, or capacitive type.

[0098] This application does not limit the specific implementation of the triggering mechanism. Any component capable of generating an electrical signal in response to the deformation or pressure of the anti-collision contact edge 310 should be included within the protection scope of this embodiment. These two solutions enable this application to flexibly adapt to the configuration needs of various vehicle models, from basic to high-end.

[0099] This application also provides an unmanned vehicle, which includes a vehicle body and a collision avoidance mechanism, the collision avoidance mechanism being disposed on the vehicle body.

[0100] In this embodiment, since the unmanned vehicle is equipped with the aforementioned built-in collision avoidance mechanism, the vehicle can maintain its overall aesthetic appearance and freedom of design while possessing reliable forward and / or rearward collision detection capabilities.

[0101] The collision avoidance mechanism can be preferably installed in the front bumper and rear bumper areas of the vehicle, as these are the parts most prone to collisions during low-speed movement and parking. By deploying the collision avoidance mechanism in these critical areas, timely and accurate collision perception signals can be provided to the autonomous driving system, thereby triggering safety strategies such as emergency braking or avoidance, effectively improving the safety of vehicle operation and protecting pedestrians, the vehicle itself, and the surrounding environment.

[0102] It should be noted that unmanned vehicles include, but are not limited to, unmanned delivery vehicles, unmanned cleaning vehicles, unmanned patrol vehicles, unmanned logistics transport vehicles, and other low-speed unmanned logistics vehicles or special vehicles. This application does not limit the specific type of vehicle.

[0103] It should be further explained that, depending on the vehicle's functional design and operating scenarios, the choice can be made to place the anti-collision mechanism only at the front of the vehicle, only at the rear, or both simultaneously. For example, for vehicles that primarily travel forward, it is preferable to place it in the front bumper area. For vehicles that frequently reverse, it is necessary to place it in the rear bumper area as well.

[0104] Other embodiments of this application will readily occur to those skilled in the art upon consideration of the specification and practice of the utility models disclosed herein. This application is intended to cover any variations, uses, or adaptations of this application that follow the general principles of this application and include common knowledge or customary techniques in the art not disclosed herein. The specification and examples are to be considered exemplary only, and the true scope and spirit of this application are indicated by the following claims.

[0105] It should be understood that this application is not limited to the precise structure described above and shown in the accompanying drawings, and various modifications and changes can be made without departing from its scope. The scope of this application is limited only by the appended claims.

Claims

1. A crash avoidance mechanism comprising a vehicle body frame (100), an exterior trim (200) and a crash avoidance assembly (300), characterized in that, The anti-collision component (300) is disposed between the vehicle body frame (100) and the exterior trim (200); The anti-collision assembly (300) includes mutually cooperating anti-collision contact edges (310), contact edge contact portions (320), and a triggering mechanism disposed inside the anti-collision contact edges (310); The anti-collision contact edge (310) and the contact edge contact portion (320) are respectively mounted on the vehicle body frame (100) and the other on the exterior trim (200); When the exterior trim (200) is impacted, it can deform and drive at least one of the anti-collision contact edge (310) and the contact edge contact portion (320) to displace, causing the triggering mechanism to generate a trigger signal.

2. A crash avoidance mechanism according to claim 1, wherein The anti-collision contact edge (310) is mounted on the vehicle body frame (100) by a first fastener, and the contact edge contact portion (320) is mounted on the exterior trim (200) by a second fastener.

3. A crash avoidance mechanism according to any one of claims 1-2, characterized in that The vehicle body frame (100) and the exterior trim (200) are connected by at least one fixed connector (400) away from the anti-collision contact edge (310) and at least one movable connector (500) close to the anti-collision contact edge (310).

4. A crash avoidance mechanism according to claim 3, wherein The exterior trim (200) is a plastic exterior trim, and the contact part (320) installed on it includes a base plate (321) and a plurality of protrusions (322) provided on the base plate (321), each of the protrusions (322) facing the anti-collision contact edge (310).

5. A crash avoidance mechanism according to claim 4, wherein The movable connector (500) includes a triangular bracket (510), one end of which is fixed to the vehicle frame (100), and the other end is connected to a waist-shaped hole (530) opened on the plastic exterior part by a first bolt (520).

6. A crash avoidance mechanism according to claim 3, wherein The exterior trim (200) is a sheet metal exterior trim, and the contact edge (320) includes sequentially arranged Z-shaped brackets (323).

7. A crash avoidance mechanism according to claim 6, wherein The movable connector (500) includes an L-shaped plate (540), one end of which is fixed to the sheet metal exterior trim by a second bolt (550), and the other end is movably connected to the body frame (100).

8. A crash avoidance mechanism according to claim 2, wherein The first fastener includes a third bolt (600).

9. A crash avoidance mechanism according to any one of claims 4 to 7, wherein, The triggering mechanism is a contact terminal or a pressure sensor.

10. An unmanned vehicle, characterized in that It includes a vehicle body and a collision avoidance mechanism as described in any one of claims 1-9, wherein the collision avoidance mechanism is disposed on the vehicle body.

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