Anti-collision structure, chassis and vehicle

Abstract

The application provides a kind of anticollision structure, chassis and vehicle.The anticollision structure includes at least one pair of longitudinal beams and at least one intercepting piece, two longitudinal beams in each pair are spaced apart along a first direction;The intercepting piece is arranged along the first direction, and the two ends of the intercepting piece are connected to the two longitudinal beams in a pair, and the intercepting piece is configured to pull the corresponding two longitudinal beams in the same direction when subjected to a third direction top resistance force.By setting a pair of longitudinal beams, and setting the intercepting piece to connect the two longitudinal beams in a pair, the intercepting piece is arranged along the first direction, so as to bear the external collision or extrusion force through the intercepting piece, and transmit the received force to the two longitudinal beams connected at both ends, so as to absorb the collision or extrusion energy through the bending of the longitudinal beam, so as to absorb stronger energy impact, so as to achieve better anticollision energy absorption effect.

Description

Technical Field

[0001] This application belongs to the field of vehicle technology, and more specifically, relates to a collision avoidance structure, chassis and vehicle. Background Technology

[0002] With the development of automotive technology, people have increasingly higher requirements for vehicle safety. Vehicles are often equipped with anti-collision structures to absorb external impacts. However, current vehicles generally have energy-absorbing boxes at the ends of longitudinal beams, with anti-collision beams connecting the two energy-absorbing boxes to absorb collision impacts. However, this structure often relies solely on the deformation of the energy-absorbing boxes to absorb energy, resulting in a relatively weak anti-collision and energy absorption effect. Utility Model Content

[0003] The purpose of this application is to provide a collision protection structure, chassis, and vehicle to improve the problem that collision protection structures in vehicles in related technologies often rely solely on the deformation of energy-absorbing boxes to absorb energy, resulting in a weak collision protection and energy absorption effect.

[0004] In a first aspect, embodiments of this application provide a collision avoidance structure, including:

[0005] At least one pair of longitudinal beams, with the two longitudinal beams in each pair spaced apart along a first direction, and each longitudinal beam extending along a second direction perpendicular to the first direction;

[0006] At least one interceptor extends along a first direction and its two ends are respectively connected to two longitudinal beams in a pair. The interceptor is configured to pull the corresponding two longitudinal beams toward each other when subjected to a top force in a third direction, the third direction intersecting the first direction.

[0007] In the technical solution of this application embodiment, by setting a pair of longitudinal beams and setting an interceptor to connect the two longitudinal beams in a pair, the interceptor is extended along a first direction to bear the external collision or compression force and transmit the force to the two longitudinal beams connected at both ends, so as to absorb the collision or compression energy through the bending of the longitudinal beams, thereby absorbing stronger energy impact and achieving a better anti-collision energy absorption effect.

[0008] In some embodiments, the end of the interceptor is provided with a connecting structure, which is fixedly connected to the corresponding longitudinal beam.

[0009] The above technical solution involves setting a connecting structure at the end of the interceptor and connecting the connecting structure to the longitudinal beam, thereby connecting the interceptor to the corresponding longitudinal beam in a convenient and secure manner.

[0010] In some embodiments, the connection structure includes a through-plug and a connector for connecting the through-plug, the connector being connected to the interceptor, and the through-plug passing through a longitudinal beam in a first direction and being fixedly connected to the side of the longitudinal beam opposite to the interceptor.

[0011] The above technical solution involves setting a through-plug for fixed connection with the longitudinal beam, and setting a connector to connect the interceptor and the through-plug, thereby connecting and fixing the interceptor to the longitudinal beam.

[0012] In some embodiments, the insert includes a U-bolt, with both ends of the U-bolt passing through the longitudinal beam. Locking nuts are installed at both ends of the U-bolt, and the locking nuts are located on the side of the longitudinal beam away from the interceptor.

[0013] The above technical solution uses U-bolts, which have a simple structure and can pass through the longitudinal beam at both ends, forming two connection points with the longitudinal beam, resulting in a more stable and stronger connection. The locking nut, installed at the end of the U-bolt, can fix the U-bolt to the longitudinal beam, which can effectively reduce the risk of the U-bolt falling off the longitudinal beam.

[0014] In some embodiments, the two ends of the U-bolt are spaced apart along a second direction; or, the two ends of the U-bolt are spaced apart along a height direction.

[0015] By using the above technical solution, the two ends of the U-bolt are spaced apart along the second direction, which makes the space occupied by the U-bolt in the height direction of the longitudinal beam smaller, making it easier to install and fix the U-bolt. Moreover, the U-bolt occupies a larger dimension in the length of the longitudinal beam, so that the longitudinal beam needs a larger force to bend, and thus can withstand a larger impact energy transmitted from the interceptor.

[0016] By using the above technical solution, the two ends of the U-bolt are spaced apart along the height direction. This ensures that after the interceptor is subjected to collision and compression, the force transmitted to the longitudinal beam through the U-bolt remains consistent in the height direction, so that the longitudinal beam can bend and absorb energy, thereby absorbing the impact energy transmitted from the interceptor.

[0017] In some embodiments, the longitudinal beam has an inner cavity extending in a second direction, and the anti-collision structure includes a support member disposed in the inner cavity, the support member abutting against opposite side walls of the inner cavity in a first direction, the support member being mounted on the connecting structure.

[0018] By using the above technical solution, an inner cavity is set in the longitudinal beam, which can reduce the weight and cost of the longitudinal beam and facilitate the shaping and manufacturing of the longitudinal beam. A support component is set in the inner cavity and installed on the connecting structure. The connecting structure is connected to the longitudinal beam, so that the opposite sides of the longitudinal beam can be connected to the connecting structure as one unit through the support component. In this way, when the interceptor is subjected to collision or compression force, the longitudinal beam can be transmitted through the connecting structure and the support component, which can drive the opposite side walls of the longitudinal beam to bend together, so as to absorb stronger energy impact and achieve better anti-collision energy absorption effect.

[0019] In some embodiments, the support includes a sleeve fitted onto the connecting structure.

[0020] The above technical solution uses a sleeve for the support component, which has a simple structure, low cost, and is easy to assemble.

[0021] In some embodiments, the longitudinal beam includes an inner plate and an outer plate spaced apart along a first direction, wherein the side of the inner plate is bent with an inward flange connected to the outer plate; and / or, the side of the outer plate is bent with an outward flange connected to the inner plate.

[0022] The above technical solution uses inner and outer plates to make longitudinal beams, which are simple in structure, lightweight, and easy to shape and manufacture.

[0023] In some embodiments, the longitudinal beam is provided with concave ribs for inducing bending deformation of the longitudinal beam, and the concave ribs are provided to extend along the height direction.

[0024] By using the above technical solution, concave ribs are set on the longitudinal beam. When the impact force borne by the interceptor is transmitted to the longitudinal beam, the concave ribs are more likely to bend. That is, the concave ribs will induce the longitudinal beam to bend and deform, so as to control the deformation mode of the longitudinal beam and better absorb the impact energy.

[0025] In some embodiments, the longitudinal beam is bent in a direction from at least one side of a first direction toward the other side to form a bending groove, the bending groove being provided to extend along the height direction.

[0026] The above technical solution, by setting a bending groove, facilitates the shaping and processing, and the setting of the bending groove facilitates the bending deformation of the longitudinal beam, thereby making the longitudinal beam more likely to absorb the impact energy transmitted from the interceptor; moreover, the setting of the bending groove can also control the deformation mode of the longitudinal beam to better absorb the impact energy.

[0027] In some embodiments, the anti-collision structure includes a mounting base with an opening adapted for insertion of a longitudinal beam. The mounting base is fitted onto one end of the longitudinal beam, and the interceptor is connected to the mounting base.

[0028] By using the above technical solution, the installation of the mounting base can facilitate the connection of the anti-collision structure to other external structures, thereby enhancing the application function of the anti-collision structure. Moreover, the installation of the mounting base can also increase the structural strength of the part on the longitudinal beam that connects to the interceptor, so that the interceptor and the longitudinal beam can be more stably connected.

[0029] In some embodiments, an energy-absorbing box is installed on one end of at least one pair of longitudinal beams, the energy-absorbing box protruding from the corresponding end of the longitudinal beam.

[0030] By using the above technical solution, an energy-absorbing box is installed. When the anti-collision structure is hit, the energy-absorbing box can deform and absorb energy first, thereby reducing damage to the longitudinal beam and other key vehicle components and facilitating replacement. Moreover, when the energy-absorbing box and the longitudinal beam work together to absorb energy, they can absorb even greater impact energy, thus improving the energy absorption effect.

[0031] In some embodiments, the interceptor includes at least one of a metal rope, a natural fiber rope, a synthetic fiber rope, and a composite fiber rope.

[0032] By using the above technical solution and the rope as an interceptor, it is easy to bend under impact or compression, and can transmit the impact force more evenly to the longitudinal beams at both ends, so as to better absorb impact energy and improve energy absorption effect.

[0033] In some embodiments, the anti-collision structure includes at least one transverse beam extending along a first direction, and the other end of at least one pair of longitudinal beams is connected to the transverse beam.

[0034] The above technical solution uses transverse beams to support at least one pair of longitudinal beams, which facilitates the installation and use of the anti-collision structure.

[0035] Secondly, embodiments of this application provide a chassis including the anti-collision structure as described in the above embodiments.

[0036] In some embodiments, the chassis includes a vibration damping device for reducing vibrations of the interceptor, the vibration damping device being connected to the interceptor.

[0037] By using the above technical solution and installing a vibration damping device, the vibration of the interceptor can be reduced, thereby reducing the noise and abnormal sounds of vehicles using this chassis during operation.

[0038] In some embodiments, the chassis includes a frame, and the vibration damping device includes a mounting plate mounted on the frame, one end of which is connected to an interceptor and the other end of which is connected to the frame.

[0039] The above technical solution uses a fixed plate to connect the fixed plate to the interceptor, thereby stabilizing the interceptor through the frame, reducing the vibration of the interceptor, and thus reducing the noise and abnormal sounds generated by the interceptor. The structure is simple.

[0040] In some embodiments, the vibration damping device includes a support provided between two longitudinal beams in each pair, the support having a bracket fixedly connected to the interceptor.

[0041] Through the above technical solution, a bracket is set between each pair of longitudinal beams spaced apart along the first direction, and a support is set on the bracket. This allows for easy connection with the interceptor, stable support of the interceptor, and reduction of the interceptor's vibration. Moreover, the bracket can also be used to support other structures on the chassis.

[0042] In some embodiments, the interceptor is connected to a plurality of supports, which are spaced apart along a first direction.

[0043] By using the above technical solution and connecting the interceptor with multiple supports, the interceptor can be supported more stably and its vibration can be reduced more effectively.

[0044] In some embodiments, the bracket includes a fan mount.

[0045] The above technical solution uses a fan bracket, which can effectively utilize the fan bracket on the chassis to support the interceptor and reduce the vibration of the interceptor.

[0046] Thirdly, embodiments of this application provide a vehicle, including a collision avoidance structure as described in the above embodiments or a chassis as described in the above embodiments.

[0047] The above description is only an overview of the technical solution of this application. In order to better understand the technical means of this application and to implement it in accordance with the contents of the specification, and to make the above and other objects, features and advantages of this application more obvious and understandable, the following are specific embodiments of this application. Attached Figure Description

[0048] To more clearly illustrate the technical solutions in the embodiments of this application, the drawings used in the description of the embodiments or exemplary technologies will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0049] Figure 1 This is a schematic diagram of the vehicle structure according to some embodiments of this application;

[0050] Figure 2 This is a schematic diagram of the chassis structure of some embodiments of this application;

[0051] Figure 3 This is a schematic diagram of the anti-collision structure of some embodiments of this application;

[0052] Figure 4This is a partial exploded structural diagram of the anti-collision structure of some embodiments of this application;

[0053] Figure 5 This is a schematic diagram of the anti-collision structure according to other embodiments of this application;

[0054] Figure 6 This is a partial exploded structural diagram of the anti-collision structure according to some embodiments of this application;

[0055] Figure 7 This is a schematic diagram of the anti-collision structure in some embodiments of this application;

[0056] Figure 8 for Figure 7 Exploded view of the central anti-collision structure;

[0057] Figure 9 This is a schematic diagram of the anti-collision structure of some embodiments of this application applied to a part of the vehicle structure;

[0058] Figure 10 This is a schematic diagram of a collision avoidance structure applied to a portion of a vehicle according to some embodiments of this application.

[0059] The main markings in the attached figures are as follows:

[0060] 100. Vehicle; 110. Body; 120. Chassis; 121. Battery unit; 122. Motor; 123. Controller; 124. Suspension structure; 125. Fan;

[0061] 20. Frame; 201. Subframe; 21. Longitudinal beam; 22. Crossbeam; 30. Wheel; 31. Front wheel; 32. Rear wheel;

[0062] 40. Vibration damping device; 41. Bracket; 411. Fan bracket; 42. Support; 43. Fixing plate;

[0063] 50. Anti-collision structure; 51. Longitudinal beam; 5101. Inner cavity; 5102. Recessed rib; 5103. Bending groove; 511. Outer plate; 5111. Outer flange; 512. Inner plate; 5121. Inner flange; 52. Interceptor; 53. Connecting structure; 531. Joint; 532. Through-plug; 5321. U-bolt; 533. Locking nut; 534. Positioning part; 5341. Ring platform; 5342. Positioning nut; 54. Support; 541. Sleeve; 55. Energy absorption box; 56. Mounting base; 560. Opening; 57. Transverse beam;

[0064] X, length direction, second direction; F, front; B, back; Y, width direction, first direction; R, right; L, left; Z, height direction; U, above; D, below. Detailed Implementation

[0065] To make the technical problems, technical solutions, and beneficial effects to be solved by this application clearer, the following detailed description is provided in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and are not intended to limit the scope of this application.

[0066] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this application pertains; the terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the application; the terms “comprising” and “having”, and any variations thereof, in the specification, claims, and foregoing description of the drawings are intended to cover non-exclusive inclusion.

[0067] In the description of the embodiments of this application, technical terms such as "first" and "second" are used only to distinguish different objects and should not be construed as indicating or implying relative importance or implicitly specifying the number, specific order, or primary and secondary relationship of the indicated technical features. Therefore, a feature defined with "first" or "second" may explicitly or implicitly include one or more of that feature.

[0068] In this document, the term "embodiment" means that a particular feature, structure, or characteristic described in connection with an embodiment may be included in at least one embodiment of this application. The appearance of this phrase in various places throughout the specification does not necessarily refer to the same embodiment, nor is it a separate or alternative embodiment mutually exclusive with other embodiments. It will be explicitly and implicitly understood by those skilled in the art that the embodiments described herein can be combined with other embodiments in any suitable manner.

[0069] Unless otherwise specified, all embodiments and optional embodiments of this application can be combined to form new technical solutions.

[0070] Unless otherwise specified, all technical features and optional technical features of this application may be combined to form new technical solutions.

[0071] In the description of the embodiments in this application, the term "and / or" is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, and B existing alone. Additionally, the character " / " in this document generally indicates that the preceding and following related objects have an "or" relationship.

[0072] In the description of the embodiments of this application, the term "multiple" refers to two or more (including two), similarly, "multiple sets" refers to two or more (including two sets), and "multiple pieces" refers to two or more (including two pieces). "Several" means one or more, unless otherwise explicitly specified.

[0073] In the description of the embodiments of this application, the technical terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing the embodiments of this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on the embodiments of this application.

[0074] In the description of the embodiments of this application, unless otherwise expressly specified and limited, the technical terms such as "installation," "connection," "joining," and "fixing" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components. For those skilled in the art, the specific meaning of the above terms in the embodiments of this application can be understood according to the specific circumstances.

[0075] In the description of the embodiments of this application, unless otherwise expressly specified and limited, when an element is referred to as "fixed to" or "set on" another element, it may be directly on or indirectly on the other element. When an element is referred to as "connected to" another element, it may be directly connected to or indirectly connected to the other element.

[0076] In the description of the embodiments in this application, unless otherwise expressly specified and limited, the technical term "proximity" refers to being close in location. For example, among three components A1, A2, and B, the distance between A1 and B is greater than the distance between A2 and B. Therefore, A2 is closer to B than A1, meaning A2 is adjacent to B, or B is adjacent to A2. Similarly, when there are multiple components C, namely C1, C2, ..., C... N If one of the C components, such as C2, is closer to the B component than the other C components, then B is adjacent to C2, or C2 is adjacent to B.

[0077] As vehicles have evolved, users have increasingly higher demands for stability, comfort, and safety. A vehicle generally consists of a chassis and a body. The body is mounted on the chassis, which in turn supports the body. Vehicles often incorporate anti-collision structures, such as a front anti-collision structure at the front of the chassis and a rear anti-collision structure at the rear, to absorb external collision impacts and protect occupants.

[0078] Current vehicle crash protection structures typically consist of two energy-absorbing boxes spaced apart along the width of the vehicle body, connected by a crash beam. In the event of an external collision or crushing impact, the impact force first acts on the crash beam, causing it to deform and subsequently deform the energy-absorbing boxes, thus absorbing the impact energy. However, in this type of crash protection structure, the crash beam is often relatively weak, and most of the impact energy is absorbed through the deformation of the energy-absorbing boxes. This results in a relatively weak crash protection and energy absorption effect, causing most of the collision load and energy to be transferred to the passenger compartment, increasing the risk of injury to occupants.

[0079] Based on the above considerations, in order to improve the problem that the energy absorption effect of vehicle anti-collision structures relying on the deformation of energy-absorbing boxes to absorb energy is relatively weak, this application provides an anti-collision structure. This structure involves setting at least one pair of longitudinal beams, with two longitudinal beams in each pair spaced apart along a first direction, perpendicular to the extension direction of the longitudinal beams. At least one interceptor is provided, extending along the first direction and connecting its two ends to the corresponding two longitudinal beams of the pair. In application, the two longitudinal beams in the pair can be located on opposite sides of the vehicle along its width, with the interceptor positioned transversely at the corresponding ends of the vehicle. When the vehicle is subjected to a collision or compression, the impact force acts on the interceptor and is transmitted through it to the longitudinal beams connected to its two ends, causing the longitudinal beams to bend and deform. This allows the longitudinal beams to absorb the impact energy generated by the collision or compression, enabling the anti-collision structure to withstand greater impact energy, achieving a better anti-collision energy absorption effect, reducing the risk of collision load and energy transfer to the passenger compartment, and thus improving vehicle safety.

[0080] The anti-collision structure of this application embodiment can be applied to vehicles, as well as to devices and equipment that require anti-collision, such as ships.

[0081] Please refer to Figure 1 , Figure 1This is a structural schematic diagram of a vehicle 100 provided in some embodiments of this application. The vehicle 100 can be a gasoline-powered vehicle, a natural gas-powered vehicle, or a new energy vehicle. New energy vehicles can be pure electric vehicles, hybrid electric vehicles, or range-extended electric vehicles, etc. The vehicle 100 includes a body 110 and a chassis 120. The body 110 is connected to the chassis 120 and is mounted on the chassis 120, providing driving and passenger space, and protecting power components, electrical components, etc., on the chassis 120. Furthermore, the body 110 and chassis 120 can be manufactured separately to facilitate processing and manufacturing, reduce the manufacturing difficulty of the vehicle 100, and facilitate assembly, improving assembly efficiency. The chassis 120 includes a frame 20, which supports the body 110.

[0082] The vehicle 100 has a battery device 121 installed inside, which may be located at the bottom, front, or rear of the vehicle 100. The battery device 121 can be used to power the vehicle 100; for example, it can serve as the vehicle 100's operating power source. The vehicle 100 may also include a controller 123 and a motor 122. The controller 123 controls the battery device 121 to supply power to the motor 122, for example, to meet the power needs of the vehicle 100 during starting, navigation, and driving.

[0083] In some embodiments, the battery device 121 can not only serve as the operating power source for the vehicle 100, but also as the driving power source for the vehicle 100, replacing or partially replacing fuel or natural gas to provide driving power for the vehicle 100.

[0084] Please see Figure 2 , Figure 2 This is a schematic diagram of the chassis 120 provided in some embodiments of this application. The chassis 120 includes a frame 20, a suspension structure 124, and wheels 30. The two ends of the suspension structure 124 are connected to the frame 20 and the wheels 30, respectively, so that the wheels 30 are connected to the frame 20 through the suspension structure 124, thereby supporting the frame 20. The wheels 30 are rigid wheels that fix the inner edge of the tire, support the tire, and share the load with the tire; they are typically circular. They are key components of the vehicle 100's running gear, enabling the vehicle 100 to move by rolling and travel on various road surfaces.

[0085] The frame 20 is the main support and load-bearing structure of the chassis 120. The frame 20 needs to have good strength and rigidity to withstand the load of the vehicle 100 and the impact transmitted from the wheels 30. The function of the frame 20 is to support and connect the various assemblies of the vehicle 100, keep the assemblies in a relatively correct position, and withstand various loads inside and outside the vehicle 100.

[0086] The suspension structure 124 is the general term for all force transmission connection devices between the vehicle frame 20 (or monocoque body) and the axle (or wheels) of the vehicle 100. Its function is to transmit the force and torque acting between the wheels 30 and the frame 20, and to buffer the impact force transmitted from the uneven road surface to the frame 20 or the body 110, and reduce the vibration caused therefrom, so that the vehicle 100 can drive smoothly.

[0087] The wheel 30 typically includes a front wheel 31 and a rear wheel 32. The front wheel 31 is generally located on the front side of the chassis 120 of the vehicle 100, and the rear wheel 32 is generally located on the rear side of the chassis 120 of the vehicle 100.

[0088] In some embodiments, the battery device 121 may be integrated into the chassis 120 to improve the integration of the chassis 120. In some embodiments, the battery device 121 is mounted on the frame 20, and the frame 20 supports the battery device 121.

[0089] In some embodiments, the battery device 121 may also be installed in the vehicle body 110.

[0090] In some embodiments, the motor 122 may be integrated into the chassis 120 to improve the integration of the chassis 120. In some embodiments, the motor 122 is mounted on the frame 20, which supports the battery device 121.

[0091] In some embodiments, the controller 123 may be integrated into the chassis 120 to improve the integration of the chassis 120. In some embodiments, the controller 123 is mounted on the frame 20, and the frame 20 supports the controller 123.

[0092] In some embodiments, the controller 123 may also be installed in the vehicle body 110.

[0093] Please see Figure 1 and Figure 2In some embodiments, the vehicle 100 and chassis 120 have multiple orientations, including: up, down, front, rear, left, and right, all of which are based on the orientation of the vehicle 100. That is, the direction from the front to the rear of the vehicle is the front-to-back direction, the direction from the roof to the bottom of the vehicle is the top-to-bottom direction, and the driver's seat and passenger seat are arranged in a left-right direction. For example, the front-to-back direction of the vehicle 100 is also called the length direction, which is the X direction; the left-to-right direction of the vehicle 100 is also called the width direction, which is the Y direction; and the height direction of the vehicle 100 is also called the vertical direction, which is the Z direction. Correspondingly, in the forward-backward direction (X) of vehicle 100, the forward direction refers to the direction vehicle 100 faces forward, i.e., forward is the F direction; the backward direction refers to the direction vehicle 100 faces backward, i.e., backward is the B direction. In the left-right direction (Y) of vehicle 100, the right direction refers to the direction vehicle 100 faces to the right, i.e., right is the R direction; the left direction refers to the direction vehicle 100 faces to the left, i.e., left is the L direction. In the height direction (Z) of vehicle 100, the upward direction refers to the direction vehicle 100 faces upward, i.e., upward is the U direction; the downward direction refers to the direction vehicle 100 faces downward, i.e., downward is the D direction. The up, down, forward, backward, left, and right positions of the frame 20 are consistent with the corresponding up, down, forward, backward, left, and right positions of vehicle 100. Furthermore, for the frame 20, the longitudinal direction is along the front-to-back direction X, which allows for a certain degree of error or small angular deviation, such as within 10 degrees; the lateral direction is along the left-to-right direction Y, which also allows for a certain degree of error or small angular deviation, such as within 10 degrees. The directions of the chassis 120 are consistent with those of the vehicle 100.

[0094] In some embodiments, please refer to Figure 2 The frame 20 includes two longitudinal beams 21 and a crossbeam 22, with the two longitudinal beams 21 spaced apart; the crossbeam 22 connects the two longitudinal beams 21. The main structure of the frame 20 is formed by connecting the two longitudinal beams 21 through the crossbeam 22, which is simple in structure and easy to process and manufacture.

[0095] A beam is a structural member of a certain length that bears external forces, such as forces perpendicular to its length, with bending as its primary deformation. Under load, beams mainly bear bending moment and shear force, and sometimes torque as well.

[0096] Longitudinal beam 21 refers to a beam structure that is set along or substantially along the longitudinal direction X. Of course, longitudinal beam 21 needs to be set along the longitudinal direction X in its overall length, but it is allowed to be inclined at some positions along the longitudinal direction X, rather than longitudinal beam 21 being straight in shape over its entire length.

[0097] The beam 22 refers to a beam structure that is set along or substantially along the transverse Y direction. Of course, the beam 22 needs to be set along the transverse Y direction along its overall length, although it is permissible to tilt to the transverse Y direction in some parts, rather than the beam 22 being straight along its entire length.

[0098] In some embodiments, the frame 20 includes a subframe and a main frame, with the subframe connected to the main frame. The main frame is the main structural component of the frame 20 in the vehicle 100, supporting the body 110 of the vehicle 100, while the subframe supports the suspension structure 124. The subframe is not a complete frame 20, but rather a support structure that supports the front and rear axles and suspension, allowing the axles and suspension to be connected to the "main frame" via it; it is conventionally referred to as a "subframe." In some vehicles 100, the chassis 120 may not have a subframe for the frame 20, and the suspension structure 124 may be directly connected to the frame 20.

[0099] Please see Figure 1 and Figure 2 In some embodiments, the vehicle 100 includes a crash barrier 50. The crash barrier 50 can protect the occupants and reduce damage to the vehicle 100 in the event of a collision by absorbing and dispersing compressive or impact energy. The crash barrier 50 can be installed on the frame 20 of the vehicle 100. If the frame 20 includes a main frame and a subframe, the crash barrier 50 can be installed on either the main frame or the subframe of the vehicle 100.

[0100] In some embodiments, a collision protection structure 50 may be provided at the front of the vehicle 100 to absorb impact energy in the event of a collision or compression impact on the front of the vehicle 100, thereby protecting the safety of the occupants.

[0101] In some embodiments, the anti-collision structure 50 at the front of the vehicle 100 can be integrated into the chassis 120 to improve the integration of the chassis 120.

[0102] In some embodiments, a crash barrier 50 may be provided at the rear of the vehicle 100 to absorb impact energy in the event of a collision or compression impact at the rear of the vehicle 100, thereby protecting the safety of the occupants.

[0103] In some embodiments, the rear anti-collision structure 50 of the vehicle 100 may be integrated into the chassis 120 to improve the integration of the chassis 120.

[0104] Please see Figures 3 to 8According to some embodiments of this application, an anti-collision structure 50 is provided, including at least one pair of longitudinal beams 51 and at least one interceptor 52. The two longitudinal beams 51 in each pair are spaced apart along a first direction Y, and each longitudinal beam 51 extends along a second direction X, which is perpendicular to the first direction Y. The interceptor 52 extends along the first direction Y, and its two ends are respectively connected to the two longitudinal beams 51 in the pair. The interceptor 52 is configured to pull the corresponding two longitudinal beams 51 towards each other when subjected to a third-direction pushing force, the third direction intersecting the first direction Y.

[0105] The longitudinal beam 51 refers to a beam structure extending along the second direction X. When the anti-collision structure 50 is applied to the vehicle 100, the longitudinal beam 51 can extend along the longitudinal direction of the vehicle 100, that is, the longitudinal beam 51 can extend along the length direction X of the vehicle 100. Correspondingly, the second direction X can be along the length direction X of the vehicle 100. The longitudinal beam 51 needs to be arranged longitudinally along its overall length, but it is permissible to tilt it longitudinally in some positions, while the non-longitudinal beam 51 is straight along its entire length. The longitudinal beam 51 can be made of materials such as steel, aluminum alloy, and carbon fiber.

[0106] "At least one pair of longitudinal beams 51" means that the longitudinal beams 51 can be set as one pair, or as two pairs, three pairs, etc. A pair of longitudinal beams 51 includes two longitudinal beams 51, that is, two longitudinal beams 51 form a pair.

[0107] The two longitudinal beams 51 in each pair are spaced apart along the first direction Y, meaning that the two longitudinal beams 51 in a pair are spaced apart along the first direction Y. When the anti-collision structure 50 is applied to a vehicle 100, the first direction Y can be along the width direction Y of the vehicle 100, in which case the two longitudinal beams 51 in a pair are spaced apart along the width direction Y of the vehicle 100. When the longitudinal beams 51 are set as a pair, the corresponding two longitudinal beams 51 are spaced apart along the first direction Y.

[0108] In some embodiments, when there are two or more pairs of longitudinal beams 51, the two longitudinal beams 51 in each pair are spaced apart along the first direction Y. When there are two or more pairs of longitudinal beams 51, the two pairs of longitudinal beams 51 can be spaced apart along the height direction Z. That is, in two adjacent pairs of longitudinal beams 51, the two longitudinal beams 51 in one pair are spaced apart from the two longitudinal beams 51 in the other pair along the height direction Z. In other words, the two longitudinal beams 51 in one pair are located above or below the two longitudinal beams 51 in the other pair. The height direction Z refers to the height direction Z of the chassis 120 or vehicle 100 when the anti-collision structure 50 is applied to the chassis 120 or vehicle 100.

[0109] Two longitudinal beams 51 are spaced apart along the first direction Y. When the interceptor 52 connecting the two longitudinal beams 51 is subjected to impact forces such as collision or compression, the space between the two longitudinal beams 51 can provide space for the deformation of the interceptor 52 and also provide space for the bending deformation of the longitudinal beams 51.

[0110] Interceptor 52 refers to a structural component used to withstand the impact or squeezing force of external objects.

[0111] As an example, the interceptor 52 can be flexible. Flexibility of the interceptor 52 means that it can undergo plastic deformation such as bending under impact force. The interceptor 52 can be a structure such as steel rope or fiber rope.

[0112] As an example, the interceptor 52 can also be made of rigid material, such as rigid rods, plates, etc.

[0113] "At least one interceptor 52" means that there can be one or more interceptors 52.

[0114] The interceptor 52 is arranged to extend along the first direction Y, meaning that the interceptor 52 is parallel to the first direction Y in length, so that in application, the interceptor 52 spans a pair of longitudinal beams 21 in order to connect with the pair of longitudinal beams 21.

[0115] The two ends of the interceptor 52 are respectively connected to two longitudinal beams 51 in a pair, which means that the two ends of one interceptor 52 are connected to two longitudinal beams 51 in a pair.

[0116] When there is only one interceptor 52, the longitudinal beams 51 can be set as a pair, and the pair of longitudinal beams 51 connects the two ends of the interceptor 52.

[0117] When there is only one interceptor 52, the longitudinal beams 51 can be configured as multiple pairs. In this case, the interceptor 52 can connect two longitudinal beams 51 in one pair, while the remaining longitudinal beams 51 can be left unused to accommodate other structural components of the vehicle 100. In some embodiments, when there is only one interceptor 52, the longitudinal beams 51 can be configured as multiple pairs. In this case, multiple longitudinal beams 51 located on the same side can also be connected as a single unit, with the interceptor 52 connecting two longitudinal beams 51 in one pair, so that the interceptor 52 is connected to each pair of longitudinal beams 51.

[0118] When there are multiple interceptors 52, the longitudinal beams 51 can be set as a pair, with both ends of each interceptor 52 connected to the pair of longitudinal beams 51.

[0119] When there are multiple interceptors 52, the longitudinal beams 51 can be configured in multiple pairs. Both ends of each interceptor 52 can be connected to one pair of longitudinal beams 51, while the remaining longitudinal beams 51 can be left unused to accommodate other structural components of the vehicle 100. In some embodiments, when there are multiple interceptors 52, the longitudinal beams 51 can be configured in multiple pairs. Each pair of longitudinal beams 51 can connect to one interceptor 52 or multiple interceptors 52.

[0120] In some embodiments, the interceptor 52 is connected to one end of the corresponding longitudinal beam 51. Connecting the interceptor 52 to one end of the corresponding longitudinal beam 51 means that the interceptor 52 is connected to the corresponding end of the longitudinal beam 51. This allows the other end of the longitudinal beam 51 to be mounted on the vehicle 100, thus placing the interceptor 52 further away from the passenger compartment. In the event of a collision or impact, this not only allows the interceptor 52 to contact the external object earlier but also provides greater flexibility for bending deformation. In some embodiments, the interceptor 52 may be connected to the middle section of the corresponding longitudinal beam 51 to facilitate the layout of the connection point between the interceptor 52 and the longitudinal beam 51. The middle section of the longitudinal beam 51 refers to the portion of the longitudinal beam 51 excluding both ends.

[0121] The intersection of the third direction and the first direction Y means that the third direction is perpendicular to the first direction Y, or the third direction is inclined to the first direction Y.

[0122] The interceptor 52 is configured to pull the two longitudinal beams 51 in opposite directions when subjected to a third-party top-blocking force. This means that when subjected to an external impact force such as collision or compression, the interceptor 52 transmits the force it bears to the longitudinal beams 51 at both ends, causing the longitudinal beams 51 at both ends to bend and deform, thereby allowing the longitudinal beams 51 to absorb the impact force transmitted by the interceptor 52.

[0123] As an example, when the interceptor 52 is flexible, it can bend more easily under impact or compression and transmit the impact force evenly to the longitudinal beams 51 at both ends to better absorb impact energy and improve energy absorption effect.

[0124] In some embodiments, the interceptor 52 can be tensioned in a preset state where it is not impacted or compressed, so as to quickly transmit tensile force to the longitudinal beam 51 and improve the response speed. In some embodiments, the interceptor 52 can also be moderately relaxed in the preset state where it is not impacted or compressed, allowing a small degree of sag under gravity (e.g., the sag does not exceed 1% of its span), so that while the impact force can be transmitted in a timely manner, the material fatigue caused by the interceptor 52 repeatedly pulling the longitudinal beam 51 due to vibration and other factors can be reduced, which is beneficial to improving the service life of the interceptor 52 and the longitudinal beam 51.

[0125] In the technical solution of this application embodiment, by setting up a pair of longitudinal beams 51 and setting up an interceptor 52 to connect the two longitudinal beams 51 in the pair, the interceptor 52 is extended along the first direction Y so as to bear the external collision or compression force through the interceptor 52 and transmit the force to the two longitudinal beams 51 connected at both ends, so as to absorb the collision or compression energy through the bending of the longitudinal beams 51, thereby absorbing stronger energy impact and achieving a better anti-collision energy absorption effect.

[0126] In some embodiments, the end of the interceptor 52 is provided with a connecting structure 53, which is fixedly connected to the corresponding longitudinal beam 51.

[0127] The connecting structure 53 refers to the structure that connects the interceptor 52 to the longitudinal beam 51. The connecting structure 53 can be made of steel, aluminum alloy, fiber materials, etc.

[0128] As an example, the connection structure 53 can be a bolt, hook, or other structural component. The connection structure 53 is provided to be fixedly connected to the longitudinal beam 51, thereby fixing the interceptor 52 to the longitudinal beam 51.

[0129] As an example, the connecting structure 53 can also be part of the interceptor 52. For example, if the interceptor 52 is a rope, the connecting structure 53 is the end of the rope, and the rope passes through the longitudinal beam 51 and connects the support 54 to the rope. The end of the rope extending out of the longitudinal beam 51 can be fixed with a locking device, such as a nut or a snap ring, so that the rope passes through the longitudinal beam 51 and is fixed to the longitudinal beam 51.

[0130] Through the above technical solution, a connecting structure 53 is provided at the end of the interceptor 52, and the connecting structure 53 is connected to the longitudinal beam 51 to realize the connection between the interceptor 52 and the corresponding longitudinal beam 51, which is convenient and firm.

[0131] In some embodiments, please refer to Figure 4 , Figure 6 and Figure 8 The connection structure 53 includes a through-plug 532 and a connector 531 for connecting the through-plug 532. The connector 531 is connected to the interceptor 52. The through-plug 532 passes through the longitudinal beam 51 along the first direction Y and is fixedly connected to the side of the longitudinal beam 51 opposite to the interceptor 52.

[0132] Insertion piece 532 refers to a structural component that can be inserted into the longitudinal beam 51. Insertion piece 532 can be a rod-shaped component, shaft-shaped component, column-shaped component, or other structural component. Insertion piece 532 can be made of materials such as steel, aluminum alloy, carbon fiber, and glass fiber.

[0133] Connector 531 refers to the structural component used to connect the interceptor 52 and the insert 532. For example, connector 531 can be a connector for connecting ropes and their loops. Connector 531 is provided to facilitate the connection of the interceptor 52 and the insert 532, making assembly easier.

[0134] The insertion plug 532 passing through the longitudinal beam 51 in the first direction Y means that one end of the insertion plug 532 passes through the longitudinal beam 51 laterally, and the other end of the insertion plug 532 extends out of the longitudinal beam 51 away from the interceptor 52.

[0135] The side of the longitudinal beam 51 facing away from the interceptor 52 refers to the side of the longitudinal beam 51 that is furthest from the interceptor 52, and is also the side of the longitudinal beam 51 that is furthest from the other paired longitudinal beam 51. This side of the longitudinal beam 51 facing away from the interceptor 52 can also be called the outer side of the longitudinal beam 51. Correspondingly, the side of the longitudinal beam 51 closest to the interceptor 52 can be called the inner side of the longitudinal beam 51.

[0136] The insertion plug 532 is fixedly connected to the side of the longitudinal beam 51 away from the interceptor 52. This means that the end of the insertion plug 532 that extends out of the longitudinal beam 51 is fixed to the longitudinal beam 51 to prevent the insertion plug 532 from falling off the longitudinal beam 51.

[0137] Through the above technical solution, a through-plug 532 is provided to be fixedly connected to the longitudinal beam 51, and a connector 531 is provided to connect the interceptor 52 and the through-plug 532, thereby connecting and fixing the interceptor 52 to the longitudinal beam 51.

[0138] In some embodiments, the end of the interceptor 52 is bent to form a loop, and the insert 532 can hook onto or pass through the loop to connect directly to the interceptor 52 without the need for a connector 531.

[0139] In some embodiments, please refer to Figures 3 to 8 The insert 532 includes a U-bolt 5321, and both ends of the U-bolt 5321 pass through the longitudinal beam 51. Locking nuts 533 are installed at both ends of the U-bolt 5321, and the locking nuts 533 are located on the side of the longitudinal beam 51 away from the interceptor 52.

[0140] The through-plug 532 including U-bolt 5321 means that one or more of the through-plugs 532 connecting the interceptor 52 to the longitudinal beam 51 can use U-bolt 5321; in addition, the through-plug 532 may include U-bolt 5321, and may also include other structural components, such as nuts, to cooperate with U-bolt 5321 for connection and fixation.

[0141] U-bolt 5321 refers to a bolt structure that is bent into a U-shape. U-bolt 5321 generally has external threads at both ends of its U-shape. U-bolt 5321 can be made of steel, aluminum alloy, fiber materials, etc.

[0142] The statement that both ends of the U-bolt 5321 pass through the longitudinal beam 51 means that both ends of the U-shaped U-bolt 5321 pass through the longitudinal beam 51 laterally, and that both ends of the U-shaped U-shaped U-bolt 5321 extend out of the longitudinal beam 51.

[0143] Locking nut 533 refers to a nut installed on the end of U-bolt 5321 to lock the end of U-bolt 5321. Locking nut 533 can be made of steel, aluminum alloy, fiber material, etc.

[0144] The U-bolt 5321 is equipped with locking nuts 533 at both ends, meaning that each end of the U-bolt 5321 is equipped with a locking nut 533.

[0145] The locking nut 533 being located on the side of the longitudinal beam 51 away from the interceptor 52 means that the locking bolt is located on the outside of the longitudinal beam 51.

[0146] Locking nuts 533 are installed at both ends of the U-bolt 5321. The locking nuts 533 are located on the side of the longitudinal beam 51 away from the interceptor 52 to lock the end of the U-bolt 5321 that extends outward from the longitudinal beam 51, thereby effectively preventing the U-bolt 5321 from falling off the longitudinal beam 51.

[0147] The above technical solution uses U-bolt 5321, which has a simple structure and can pass through the longitudinal beam 51 at both ends, forming two connection points with the longitudinal beam 51, resulting in a more stable connection and higher strength. The locking nut 533 is installed at the end of the U-bolt 5321, which can fix the U-bolt 5321 to the longitudinal beam 51 and effectively reduce the risk of the U-bolt 5321 falling off the longitudinal beam 51.

[0148] In some embodiments, the insert 532 may also use a rod with a ring to connect the ring to the connector 531, and the rod passes through the longitudinal beam 51 to be fixedly connected to the outer surface of the longitudinal beam 51 by means of nuts, pins, welding or the like.

[0149] In some embodiments, the insert 532 may also use a headed bolt, with the threaded end of the bolt passing through the longitudinal beam 51 and connecting to the connector 531, so as to connect the interceptor 52 to the longitudinal beam 51.

[0150] In some embodiments, please refer to Figure 3 and Figure 4 The two ends of the U-bolt 5321 are spaced apart along the second direction X.

[0151] Since the second direction X is the extension direction of the longitudinal beam 51, the two ends of the U-bolt 5321 are spaced apart along the second direction X. This means that the two ends of the U-shape of the U-bolt 5321 are spaced apart along the extension direction of the longitudinal beam 51. This allows the U-bolt 5321 to connect a larger dimension in the extension direction of the longitudinal beam 51, while occupying a smaller dimension in the height direction Z of the longitudinal beam 51. Especially when using multiple interceptors 52, the reduced dimension of the U-bolt 5321 in the height direction Z of the longitudinal beam 51 facilitates the layout of multiple interceptors 52 in the height direction Z.

[0152] By using the above technical solution, the two ends of the U-bolt 5321 are spaced apart along the second direction X, which makes the space occupied by the U-bolt 5321 in the height direction Z of the longitudinal beam 51 smaller, which facilitates the installation and fixing of the U-bolt 5321. Moreover, the U-bolt 5321 occupies a larger dimension in the length of the longitudinal beam 51, so that the longitudinal beam 51 requires a larger force to bend, and thus can withstand a larger impact energy transmitted from the interceptor 52.

[0153] In some embodiments, please refer to Figure 6 The two ends of the U-bolt 5321 are spaced apart along the height direction Z.

[0154] The fact that the two ends of the U-bolt 5321 are spaced apart along the height direction Z means that the two ends of the U-shape of the U-bolt 5321 are spaced apart along the height direction Z of the longitudinal beam 51. This allows the U-bolt 5321 to occupy a smaller size in the extension direction of the longitudinal beam 51, while connecting a larger area in the height direction Z of the longitudinal beam 51.

[0155] By using the above technical solution, the two ends of the U-bolt 5321 are spaced apart along the height direction Z. After the interceptor 52 is subjected to collision and compression, the force transmitted to the longitudinal beam 51 through the U-bolt 5321 remains consistent in the height direction Z, so that the longitudinal beam 51 can bend and absorb energy, thereby absorbing the impact energy transmitted from the interceptor 52.

[0156] In some embodiments, please refer to Figure 6 The two ends of the U-bolt 5321 can also be arranged in an inclined direction in the height direction Z and the second direction X, so as to facilitate the installation of the U-bolt 5321 and make the layout more flexible.

[0157] In some embodiments, please refer to Figures 3 to 8The insert 532 is provided with a positioning part 534, which is located on the side of the longitudinal beam 51 near the interceptor 52. This positioning part 534 facilitates the insertion of the insert 532 through the longitudinal beam 51, allowing for positioning of the insert 532 and thus better securing it to the longitudinal beam 51. The positioning part 534 can be a ring platform 5341 on the insert 532 or a positioning nut 5342 installed on the insert 532. As an example, if the insert 532 includes a U-bolt 5321, positioning nuts 5342 can be installed at both ends of the U-bolt 5321. When the U-shaped ends of the U-bolt 5321 pass through the longitudinal beam 51, the positioning nuts 5342 abut against the inner surface of the longitudinal beam 51, while the locking nut 533 abuts against the outer surface of the longitudinal beam 51, thereby fixing the U-bolt 5321 to the longitudinal beam 51 and improving the stability of the connection between the U-bolt 5321 and the longitudinal beam 51. As an example, when the through-plug 532 includes a U-bolt 5321, annular platforms 5341 can be provided at both ends of the U-bolt 5321. When the U-shaped ends of the U-bolt 5321 pass through the longitudinal beam 51, the annular platforms 5341 abut against the inner surface of the longitudinal beam 51, while the locking nut 533 abuts against the outer surface of the longitudinal beam 51, thereby fixing the U-bolt 5321 to the longitudinal beam 51 and improving the connection stability between the U-bolt 5321 and the longitudinal beam 51. As an example, when the through-plug 532 uses a rod, the positioning part 534 can be either the annular platform 5341 for setting the rod or the positioning nut 5342.

[0158] In some embodiments, the insert 532 may also be welded to the longitudinal beam 51 to improve the connection strength between the insert 532 and the longitudinal beam 51.

[0159] In some embodiments, please refer to Figures 3 to 5 The longitudinal beam 51 has an inner cavity 5101 extending along the second direction X. The anti-collision structure 50 includes a support member 54 placed in the inner cavity 5101. The support member 54 abuts against the opposite side walls of the inner cavity 5101 along the first direction Y. The support member 54 is mounted on the connecting structure 53.

[0160] The inner cavity 5101 refers to the hollow structure formed inside the longitudinal beam 51. A hollow structure refers to a structure with an internal cavity. The inner cavity 5101 extends along the second direction X, meaning it extends along the length of the longitudinal beam 51, thus forming a hollow structure in the longitudinal beam 51. This reduces the weight of the longitudinal beam 51, facilitates its shape design and fabrication, and also facilitates its bending energy absorption. In some embodiments, the longitudinal beam 51 can also be a solid beam or a one-piece molded beam structure.

[0161] Support component 54 refers to a structural component that provides support. Support component 54 can be a block-shaped component, a tubular component, a rectangular component, or other structural components. Support component 54 can be made of materials such as steel, aluminum alloy, carbon fiber, and fiberglass.

[0162] The support member 54 being placed in the inner cavity 5101 means that the support member 54 is installed in the inner cavity 5101.

[0163] The two opposite side walls of the inner cavity 5101 along the first direction Y refer to the two side walls on the longitudinal beam 51 located on opposite sides of the inner cavity 5101, and the two side walls are spaced apart along the first direction Y.

[0164] The support member 54 abuts against the two opposite side walls of the inner cavity 5101 along the first direction Y, which means that the two ends of the support member 54 abut against the two opposite side walls of the inner cavity 5101 along the first direction Y.

[0165] The support member 54 being installed on the connecting structure 53 means that the support member 54 is connected to the connecting structure 53, and the connecting structure 53 supports the support member 54. As an example, the support member 54 can be connected to the connecting structure 53 by means of snap-fit ​​connection, welding, etc. As an example, the support member 54 can be provided with through holes, allowing the support member 54 to be fitted onto the connecting structure 53 for installation.

[0166] By using the above technical solution, the inner cavity 5101 in the longitudinal beam 51 can reduce the weight and cost of the longitudinal beam 51 and facilitate the shaping and manufacturing of the longitudinal beam 51. A support member 54 and a connecting structure 53 are set in the inner cavity 5101. The support member 54 is installed on the connecting structure 53, and the connecting structure 53 is connected to the longitudinal beam 51. This allows the opposite sides of the longitudinal beam 51 to be connected as one unit via the support member 54 and the connecting structure 53. In this way, when the impact or extrusion force received by the interceptor 52 is transmitted to the longitudinal beam 51, the opposite side walls of the longitudinal beam 51 can bend together through the connecting structure 53 and the support member 54, so as to absorb stronger energy impact and achieve better anti-collision energy absorption effect.

[0167] In some embodiments, please refer to Figure 4 and Figure 6 When the connecting structure 53 includes the through-plug 532, the support member 54 is connected to the through-plug 532 to integrate the support member 54, the longitudinal beam 51, and the through-plug 532 into a single unit. When the impact transmitted from the interceptor 52 reaches the through-plug 532 and pulls the outer wall of the longitudinal beam 51, it is transmitted through the support member 54 to the inner wall of the longitudinal beam 51, so that the longitudinal beam 51 can better absorb the impact energy and improve the anti-collision energy absorption effect.

[0168] In some embodiments, please refer to Figure 4 and Figure 6 The support member 54 can be arranged around the through-plug 532 so that when the impact transmitted from the interceptor 52 reaches the through-plug 532 and pulls the outer wall of the longitudinal beam 51, it is transmitted through the support member 54 to the inner wall of the longitudinal beam 51, and the force transmission is around the through-plug 532, so that the force transmission is more uniform, and the longitudinal beam 51 can better absorb the impact energy and improve the anti-collision energy absorption effect.

[0169] In some embodiments, please refer to Figures 3 to 8 When the insert 532 includes a U-bolt 5321, both ends of the U-bolt 5321 are connected to the support member 54. "Both ends of the U-bolt 5321 are connected to the support member 54" means that both ends of the U-shape of the U-bolt 5321 are connected to the support member 54. For example, if there is one support member 54, it is connected to both ends of the U-bolt 5321. For example, if there are two support members 54, each end of the U-bolt 5321 can be connected to one support member 54. For example, if there are two or more support members 54, each support member 54 can be connected to both ends of the U-bolt 5321. For example, if there are two or more support members 54, some support members 54 are connected to one end of the U-bolt 5321, and some support members 54 are connected to both ends of the U-bolt 5321.

[0170] In some embodiments, please refer to Figure 4 , Figure 6 and Figure 8 The support member 54 includes a sleeve 541, which is fitted onto the connecting structure 53.

[0171] Sleeve 541 refers to a structural component with an internal through hole that extends axially. Sleeve 541 can be cylindrical, polygonal, or other shapes. Sleeve 541 can be made of steel, aluminum alloy, fiber materials, etc.

[0172] The support member 54 including the sleeve 541 means that at least one support member 54 can use the sleeve 541.

[0173] The sleeve 541 is fitted onto the connecting structure 53, meaning that the connecting structure 53 passes through the sleeve 541 to facilitate the installation of the sleeve 541 onto the connecting structure 53.

[0174] In some embodiments, when there are multiple sleeves 541, the multiple sleeves 541 can be connected into one piece to facilitate assembly. In some embodiments, when there are multiple sleeves 541, each sleeve 541 can also be connected to the connecting structure 53 separately to adapt to a wider range of applications.

[0175] Through the above technical solution, the support component 54 uses a sleeve 541, which has a simple structure, low cost, and is easy to assemble.

[0176] In some embodiments, please refer to Figures 3 to 8 The longitudinal beam 51 includes an inner plate 512 and an outer plate 511 spaced apart along the first direction Y. The inner plate 512 has an inner flange 5121 bent on its side and connected to the outer plate 511; and / or, the outer plate 511 has an outer flange 5111 bent on its side and connected to the inner plate 512.

[0177] Inner plate 512 refers to the plate that forms the inner sidewall of the longitudinal beam 51. Inner plate 512 can be made of steel, aluminum alloy, fiber materials, etc.

[0178] The inner flange 5121 refers to the partial structure formed by bending along the side edge of the inner plate 512 in the height direction Z. Adding the inner flange 5121 to the inner plate 512 simplifies manufacturing, reduces cost, and increases the connection strength between the inner flange 5121 and the inner plate 512.

[0179] Outer plate 511 refers to the plate that forms the outer sidewall of the longitudinal beam 51. Outer plate 511 can be made of steel, aluminum alloy, fiber materials, etc.

[0180] The outward flange 5111 refers to the partial structure formed by bending the outer plate 511 along the side edge in the height direction Z. Setting the outward flange 5111 on the outer plate 511 is simple to process and low in cost, and can also make the connection strength between the outward flange 5111 and the outer plate 511 higher.

[0181] As an example, inner flanges 5121 can be provided on both sides of the inner plate 512 along the height direction Z, and the inner flanges 5121 can be connected to the outer plate 511 to form a longitudinal beam 51 of a hollow structure.

[0182] As an example, outward flanges 5111 can be provided on both sides of the outer plate 511 along the height direction Z, and the outward flanges 5111 can be connected to the inner plate 512 to form a longitudinal beam 51 of a hollow structure.

[0183] As an example, inward flanges 5121 can be provided on both sides of the inner plate 512 along the height direction Z, and outward flanges 5111 can be provided on both sides of the outer plate 511 along the height direction Z. The outward flanges 5111 are connected to the inward flanges 5121.

[0184] As an example, an inner flange 5121 can be provided on one side of the inner plate 512 along the height direction Z, and an outer flange 5111 can be provided on the other side of the outer plate 511 along the height direction Z. The inner flange 5121 is connected to the outer plate 511, and the outer flange 5111 is connected to the inner plate 512 to form a longitudinal beam 51 of a hollow structure.

[0185] As an example, inner flanges 5121 can be provided on both sides of the inner plate 512 along the height direction Z, and outer flanges 5111 can be provided on one side of the outer plate 511 along the height direction Z. One inner flange 5121 is connected to the outer plate 511, and the other inner flange 5121 is connected to the outer flange 5111 to form a longitudinal beam 51 with a hollow structure.

[0186] As an example, outward flanges 5111 can be provided on both sides of the outer plate 511 along the height direction Z, and inward flanges 5121 can be provided on one side of the inner plate 512 along the height direction Z. One outward flange 5111 is connected to the inner plate 512, and the other outward flange 5111 is connected to the inward flange 5121 to form a longitudinal beam 51 with a hollow structure.

[0187] As an example, outward flanges 5111 can be provided on both sides of the outer plate 511 along the height direction Z, and inward flanges 5121 can be provided on at least one side of the inner plate 512 along the height direction Z. The outward flanges 5111 are connected to the inner plate 512, and the inward flanges 5121 are connected to the outer plate 511 to form a longitudinal beam 51 of a hollow structure and improve the connection strength between the inner plate 512 and the outer plate 511.

[0188] As an example, inner flanges 5121 can be provided on both sides of the inner plate 512 along the height direction Z, and outer flanges 5111 can be provided on at least one side of the outer plate 511 along the height direction Z. The inner flanges 5121 are connected to the outer plate 511, and the outer flanges 5111 are connected to the inner plate 512 to form a longitudinal beam 51 of a hollow structure and improve the connection strength between the inner plate 512 and the outer plate 511.

[0189] Through the above technical solution, the longitudinal beam 51 is made of inner plate 512 and outer plate 511, which has a simple structure, light weight, and is also easy to shape and manufacture.

[0190] In some embodiments, the inner plate 512 may also be connected to the outer plate 511 by a plate disposed in the inner cavity 5101 to form a longitudinal beam 51.

[0191] In some embodiments, please refer to Figures 3 to 6 The longitudinal beam 51 is provided with concave ribs 5102 for inducing bending deformation of the longitudinal beam 51, and the concave ribs 5102 extend along the height direction Z.

[0192] The recessed reinforcement 5102 refers to the rib structure formed by the indentation on the side wall of the longitudinal beam 51. The recessed reinforcement 5102 extending along the height direction Z means that the length of the recessed reinforcement 5102 is parallel to the height direction Z.

[0193] Since the concave rib 5102 is a rib structure that is recessed into the longitudinal beam 51, the longitudinal beam 51 will have relatively weak strength along the height direction Z at the concave rib 5102. Thus, when the longitudinal beam 51 is pulled by a force perpendicular to the height direction Z, the longitudinal beam 51 is more likely to bend at the concave rib 5102, thereby controlling the bending position of the longitudinal beam 51 and facilitating the absorption of the transmitted impact energy by the longitudinal beam 51.

[0194] By using the above technical solution, a concave rib 5102 is provided on the longitudinal beam 51. When the impact force borne by the interceptor 52 is transmitted to the longitudinal beam 51, the concave rib 5102 is more likely to bend. That is, the concave rib 5102 will induce the longitudinal beam 51 to bend and deform, so as to control the deformation form of the longitudinal beam 51 and better absorb the impact energy.

[0195] In some embodiments, please refer to Figures 3 to 6 Recessed ribs 5102 can be provided on the inner surface of the longitudinal beam 51, or on the outer surface of the longitudinal beam 51, or on both the inner and outer surfaces of the longitudinal beam 51, to facilitate the bending deformation of the longitudinal beam 51. The inner surface of the longitudinal beam 51 refers to the surface of the longitudinal beam 51 closest to the interceptor 52. The outer surface of the longitudinal beam 51 refers to the surface of the longitudinal beam 51 away from the interceptor 52.

[0196] In some embodiments, when the longitudinal beam 51 includes an inner plate 512 and an outer plate 511, a concave rib 5102 may be provided on the inner plate 512, or a concave rib 5102 may be provided on the outer plate 511, or a concave rib 5102 may be provided on both the inner plate 512 and the outer plate 511.

[0197] In some embodiments, please refer to Figures 3 to 5 The longitudinal beam 51 is bent along at least one side of the first direction Y toward the other side to form a bending groove 5103, and the bending groove 5103 extends along the height direction Z.

[0198] The bending groove 5103 refers to the groove structure formed by multiple bends along the upper part of the longitudinal beam 51, which is parallel to the first direction Y and inclined to the second direction X.

[0199] The bending groove 5103 is extended along the height direction Z, which means that the length of the bottom of the bending groove 5103 is parallel to the height direction Z.

[0200] The longitudinal beam 51 is bent in a direction from at least one side toward the other side along the first direction Y to form a bending groove 5103, which means that at least one of the outer side wall and the inner side wall of the longitudinal beam 51 is bent toward the other to form a groove structure.

[0201] In the case where the longitudinal beam 51 includes an inner plate 512 and an outer plate 511, as an example, a portion of the inner plate 512 can be bent to form a groove that is concave and bent toward the outer plate 511, so that the groove serves as a bending groove 5103.

[0202] In the case where the longitudinal beam 51 includes an inner plate 512 and an outer plate 511, as an example, a portion of the outer plate 511 can be bent to form a groove that is concave and bent toward the inner plate 512, so that the groove serves as a bending groove 5103.

[0203] In the case where the longitudinal beam 51 includes an inner plate 512 and an outer plate 511, as an example, a portion of the inner plate 512 can be bent to form a groove that is concave and bent toward the outer plate 511, and a portion of the outer plate 511 can be bent to form a groove that is concave and bent toward the inner plate 512, so that the grooves formed by bending on the inner plate 512 and the outer plate 511 are used as bending grooves 5103.

[0204] The bending groove 5103 allows the longitudinal beam 51 to bend more easily at the bending groove 5103 when pulled by a force perpendicular to the height direction Z, thereby controlling the bending position of the longitudinal beam 51 and facilitating the absorption of the transmitted impact energy by the longitudinal beam 51.

[0205] Through the above technical solution, the bending groove 5103 is set to facilitate the shaping and processing. Moreover, the setting of the bending groove 5103 facilitates the bending deformation of the longitudinal beam 51, thereby making the longitudinal beam 51 more likely to absorb the impact energy transmitted from the interceptor 52. Furthermore, the setting of the bending groove 5103 can also control the deformation mode of the longitudinal beam 51 to better absorb the impact energy.

[0206] In some embodiments, please refer to Figure 5 , Figure 7 and Figure 8 The anti-collision structure 50 includes a mounting base 56, which has an opening 560 for inserting the longitudinal beam 51. The mounting base 56 is fitted onto one end of the longitudinal beam 51, and the interceptor 52 is connected to the mounting base 56.

[0207] Mounting bracket 56 refers to the base structure used to mount functional components of vehicle 100. Mounting bracket 56 can be manufactured using sheet metal or block machining. Mounting bracket 56 can also be manufactured using forging, casting, and other methods. The shape of mounting bracket 56 can be customized as needed. Mounting bracket 56 can be made of steel, aluminum alloy, fiber materials, etc.

[0208] The cavity 560 refers to the hollow structure extending along the second direction X provided on the mounting base 56. The cavity 560 is provided on the mounting base 56 to fit the mounting base 56 onto the longitudinal beam 51, which facilitates the connection and fixation between the mounting base 56 and the longitudinal beam 51, and the longitudinal beam 51 supports and fixes the mounting base 56.

[0209] Mounting base 56 is fitted onto one end of longitudinal beam 51 to facilitate its positional layout. The connection between interceptor 52 and mounting base 56 means that interceptor 52 is fixed to mounting base 56. Since mounting base 56 is mounted on longitudinal beam 51, it connects interceptor 52, longitudinal beam 51, and mounting base 56 into a single unit, thereby improving the structural strength of the connection. As an example, the end of interceptor 52 can pass through longitudinal beam 51 and mounting base 56 and be fixedly connected to mounting base 56. As an example, if interceptor 52 is connected to longitudinal beam 51 via connecting structure 53, connecting structure 53 passes through mounting base 56 and is fixedly connected to the side of mounting base 56 opposite to interceptor 52.

[0210] By using the above technical solution, the mounting base 56 can facilitate the connection of the anti-collision structure 50 to other external structures, thereby enhancing the application function of the anti-collision structure 50. Moreover, the mounting base 56 can also increase the structural strength of the part of the longitudinal beam 51 that is connected to the interceptor 52, so that the interceptor 52 and the longitudinal beam 51 can be more stably connected.

[0211] In some embodiments, please refer to Figures 3 to 8 At least one pair of longitudinal beams 51 are equipped with an energy-absorbing box 55 at one end, and the energy-absorbing box 55 protrudes from the corresponding end of the longitudinal beam 51.

[0212] An energy-absorbing box 55 is a device used to absorb and disperse impact energy. Energy-absorbing boxes 55 are typically made of metal or other high-strength materials and have a special folded or honeycomb design to absorb energy through controlled deformation during a collision. The main function of the energy-absorbing box 55 is to reduce injury to the main structure of the vehicle 100 and its occupants, thereby improving safety. In the event of a collision, the energy-absorbing box 55 will preferentially deform or crush, dispersing the impact force and reducing the energy transmitted to other parts of the vehicle 100. The design of the energy-absorbing box 55 effectively protects the occupants and allows for individual replacement, reducing maintenance costs.

[0213] "At least one pair of longitudinal beams 51 with an energy-absorbing box 55 installed at one end" means that when there is a pair of longitudinal beams 51, an energy-absorbing box 55 is installed on that pair of longitudinal beams 51; when there are multiple pairs of longitudinal beams 51, one or more pairs of longitudinal beams 51 are provided with an energy-absorbing box 55. "A pair of longitudinal beams 51 with an energy-absorbing box 55 installed" means that at least one of the two longitudinal beams 51 in a pair is provided with an energy-absorbing box 55. "Multiple pairs" refers to two or more pairs.

[0214] The end of the energy-absorbing box 55 that protrudes from the longitudinal beam 51 refers to the end of the energy-absorbing box 55 that extends along the second direction X and connects to the interceptor 52, so that in the event of a collision or compression, the collision or compression force will be absorbed first.

[0215] By using the above technical solution, the energy-absorbing box 55 is set up so that when the anti-collision structure 50 is hit, the energy-absorbing box 55 can deform and absorb energy first, thereby reducing the damage to the longitudinal beam 51 and other key components of the vehicle 100, and making it easier to replace. Moreover, when the energy-absorbing box 55 and the longitudinal beam 51 work together to absorb energy, they can absorb greater impact energy to improve the energy absorption effect.

[0216] In some embodiments, where energy-absorbing boxes 55 are installed at the ends of the two pairs of longitudinal beams 51, the anti-collision structure 50 may further include an anti-collision beam that connects the energy-absorbing boxes 55 on the two pairs of longitudinal beams 51.

[0217] A crash beam is a beam structure that absorbs and disperses impact forces when a vehicle collides, thereby reducing damage to the main body structure and protecting the safety of the occupants. Crash beams can be made of high-strength steel, aluminum alloys, or composite materials to give them high impact resistance.

[0218] The anti-collision beam is connected to the energy-absorbing box 55, which supports the anti-collision beam. In the event of an external collision, the energy-absorbing box 55 can be compressed to absorb energy, thus protecting the longitudinal beam 51 and the interceptor 52. Furthermore, in cases of large collision forces, the anti-collision beam, energy-absorbing box 55, longitudinal beam 51, and interceptor 52 can work together to absorb energy, thereby enhancing the energy-absorbing and anti-collision effect.

[0219] In some embodiments, please refer to Figures 3 to 8 When the longitudinal beam 51 has an inner cavity 5101, one end of the energy-absorbing box 55 is inserted into the inner cavity 5101 so that the energy-absorbing box 55 can be installed and fixed.

[0220] In some embodiments, the interceptor 52 is connected to the energy-absorbing box 55 to connect the energy-absorbing box 55, the longitudinal beam 51 and the interceptor 52 into one unit, which facilitates the installation and fixing of the energy-absorbing box 55 and can also improve the structural strength of the connection between the interceptor 52 and the longitudinal beam 51.

[0221] In some embodiments, please refer to Figures 3 to 8 When the interceptor 52 is connected to the longitudinal beam 51 via the connecting structure 53, the connecting structure 53 can be connected to the energy-absorbing box 55. As an example, if the connecting structure 53 includes a through-plug 532, the through-plug 532 can pass through the energy-absorbing box 55 to connect the energy-absorbing box 55 to the through-plug 532.

[0222] In some embodiments, please refer to Figure 4 , Figure 6 and Figure 8 When the anti-collision structure 50 includes a support member 54, the support member 54 can be placed in the energy-absorbing box 55 to facilitate the positioning of the support member 54. Alternatively, the support member 54 can be used to hold the opposite side walls of the energy-absorbing box 55 against the opposite sides of the inner cavity 5101 to facilitate the fixation of the energy-absorbing box 55.

[0223] In some embodiments, the interceptor 52 includes at least one of a metal rope, a natural fiber rope, a synthetic fiber rope, and a composite fiber rope.

[0224] Metal rope refers to rope made of metal materials. Metal ropes can be steel wire ropes, copper-steel hybrid ropes, etc. Natural fiber rope refers to rope made of natural fiber materials. Synthetic fiber rope refers to rope made of synthetic fiber materials. Composite fiber rope refers to rope made of composite fiber materials.

[0225] By using the above technical solution, the rope is used as the interceptor 52. Under the action of collision or compression, it is easy to bend and can transmit the impact force to the longitudinal beams 51 at both ends more evenly, so as to better absorb the impact energy and improve the energy absorption effect.

[0226] In some embodiments, please refer to Figure 7 and Figure 8 The anti-collision structure 50 includes at least one transverse beam 57, which extends along a first direction Y, and the other end of at least one pair of longitudinal beams 51 is connected to the transverse beam 57.

[0227] The transverse beam 57 refers to a beam structure extending along the first direction Y. When the anti-collision structure 50 is applied to the vehicle 100, the transverse beam 57 can extend laterally along the vehicle 100, that is, the transverse beam 57 can extend along the width direction Y of the vehicle 100. The transverse beam 57 needs to be arranged laterally along its overall length, although some parts are allowed to be tilted laterally; however, the transverse beam 57 is not straight along its entire length. The transverse beam 57 can be made of materials such as steel, aluminum alloy, and carbon fiber.

[0228] At least one transverse beam 57 means that the transverse beam 57 can be set to one, or it can be set to two, three, or other quantities.

[0229] The other end of the longitudinal beam 51 refers to the end of the longitudinal beam 51 that is away from the interceptor 52 along the second direction X.

[0230] "At least one pair of longitudinal beams 51 connected at one end to a transverse beam 57" means that at least one pair of longitudinal beams 51 are connected at one end to a transverse beam 57. For example, if there is one pair of longitudinal beams 51 and one transverse beam 57, the two longitudinal beams 51 in the pair are fixedly connected to the transverse beam 57. For example, if there are multiple pairs of longitudinal beams 51 and one transverse beam 57, one or more pairs of longitudinal beams 51 can be connected to the transverse beam 57. For example, if there is one pair of longitudinal beams 51 and multiple transverse beams 57, the two longitudinal beams 51 in the pair are fixedly connected to one of the transverse beams 57, and the transverse beam 57 connected to the longitudinal beams 51 can be fixedly connected to the remaining transverse beams 57. For example, if there are multiple pairs of longitudinal beams 51 and multiple transverse beams 57, the multiple transverse beams 57 can be connected as a single unit, or the multiple transverse beams 57 can be spaced apart along the height direction Z; a pair of longitudinal beams 51 can be connected to one transverse beam 57, or multiple pairs of longitudinal beams 51 can be connected to one transverse beam 57.

[0231] The transverse beam 57 can be fixedly connected to the pair of longitudinal beams 51. When assembled and used, the transverse beam 57 can be fixedly connected to the frame 20 of the vehicle 100 so that the anti-collision structure 50 can be installed on the frame 20, which facilitates assembly.

[0232] The above technical solution uses a transverse beam 57 to support at least one pair of longitudinal beams 51, so as to facilitate the installation and use of the anti-collision structure 50.

[0233] In some embodiments, the transverse beam 57 can serve as the transverse beam 22 of the frame 20 to improve connection strength.

[0234] In some embodiments, the anti-collision structure 50 may not have a transverse beam 57, but the longitudinal beam 51 may be directly connected to the frame 20, such as the longitudinal beam 51 being connected to the longitudinal beam 21 of the frame 20; or the longitudinal beam 51 being connected to the transverse beam 22 of the frame 20, so as to connect the anti-collision structure 50 to the frame 20.

[0235] In some embodiments, the longitudinal beam 51 may also be the longitudinal beam 21 of the frame 20 to simplify the structure of the vehicle 100.

[0236] Please see Figures 3 to 8According to some embodiments of this application, an anti-collision structure 50 is provided, including a pair of longitudinal beams 51 and at least one interceptor 52. The two longitudinal beams 51 in each pair are spaced apart along a first direction Y, and each longitudinal beam 51 extends along a second direction X, which is perpendicular to the first direction Y. Each longitudinal beam 51 includes an inner plate 512 and an outer plate 511 spaced apart along the first direction Y. The inner plate 512 has an inner flange 5121 bent at its side, connected to the outer plate 511; and / or, the outer plate 511 has an outer flange 5111 bent at its side, connected to the inner plate 512, thus forming an inner cavity 5101 extending along the second direction X. A support member 54 is installed in the inner cavity 5101. The support member 54 includes a sleeve 541, with two end supports 54 abutting against the inner plate 512 and the outer plate 511. The interceptor 52 is flexible and extends along a first direction Y. Connectors 531 are respectively connected to both ends of the interceptor 52. Connectors 531 are connected to a through-plug 532. The through-plug 532 includes a U-bolt 5321. Both ends of the U-bolt 5321 pass through the inner plate 512, sleeve 541, and outer plate 511, respectively, and extend beyond the outer plate 511. Locking nuts 533 are installed at both ends of the U-bolt 5321. The locking nuts 533 are located outside the outer plate 511 and lock the portion of the U-bolt 5321 extending beyond the outer plate 511. Recessed ribs 5102 are provided on the inner plate 512 and / or the outer plate 511 to induce bending deformation of the longitudinal beam 51.

[0237] When the aforementioned anti-collision structure 50 is subjected to external collision or compression impact force, the impact force acts on the interceptor 52, and the interceptor 52 will bend and deform, thus dispersing and transmitting the force more evenly to the joints 531 at both ends, and then through the joints 531 and U-bolts 5321 to the outer plate 511 of the longitudinal beam 51, and through the sleeve 541 to the inner plate 512 of the longitudinal beam 51, thereby pulling the entire longitudinal beam 51 to bend and deform at the concave rib 5102 to absorb impact energy and improve the anti-collision effect.

[0238] Please see Figure 1 , Figure 2 , Figure 9 and Figure 10 According to some embodiments of this application, this application also provides a chassis 120, including a collision avoidance structure 50 as described in the above embodiments.

[0239] The chassis 120 in this embodiment uses the above-mentioned anti-collision structure 50, which can make the chassis 120 have better anti-collision performance, improve the safety of the chassis 120, and improve the safety of the vehicle 100 using the chassis 120.

[0240] In some embodiments, please refer to Figure 2 , Figure 9 and Figure 10 The chassis 120 includes a vibration damping device 40 for reducing the vibration of the interceptor 52, and the vibration damping device 40 is connected to the interceptor 52.

[0241] Vibration damping device 40 refers to a structure or device used to reduce the vibration of interceptor 52. Vibration damping device 40 is connected to interceptor 52 to reduce the vibration of interceptor 52.

[0242] The vibration damping device 40 can be a support structure, a buffer structure, etc., to reduce the vibration of the interceptor 52 when connected to it. Since the anti-collision structure 50 is applied to the vehicle 100, the vehicle 100 vibrates during travel, which also causes the interceptor 52 to vibrate. By installing the vibration damping device 40 to reduce the vibration of the interceptor 52, the abnormal noise and squeaks caused by the vibration of the interceptor 52 can be reduced. Furthermore, the vibration of the interceptor 52 can also cause fatigue or frequent pulling on the longitudinal beam 51, leading to fatigue damage to both the interceptor 52 and the longitudinal beam 51. The vibration damping device 40 reduces the vibration of the interceptor 52, thus reducing this fatigue damage.

[0243] By using the above technical solution, the vibration damping device 40 can be set up to reduce the vibration of the interceptor 52, thereby reducing the noise and abnormal sounds of the vehicle 100 using the chassis 120 during driving.

[0244] In some embodiments, please refer to Figure 2 and Figure 10 The chassis 120 includes a frame 20, and the vibration damping device 40 includes a fixing plate 43 mounted on the frame 20. One end of the fixing plate 43 is connected to the interceptor 52, and the other end of the fixing plate 43 is connected to the frame 20.

[0245] The frame 20 is the main support and load-bearing structure of the chassis 120. The fixing plate 43 is a plate connected to the interceptor 52 to reduce its vibration. The fixing plate 43 can be made of steel, aluminum alloy, fiber materials, etc.

[0246] In some embodiments, when the vehicle frame 20 includes a subframe 201, the mounting plate 43 can be connected to the subframe 201. In some embodiments, when the vehicle 100 does not include a subframe, the mounting plate 43 can be connected to the vehicle frame 20.

[0247] Through the above technical solution, the vibration damping device 40 uses a fixing plate 43 to connect the fixing plate 43 to the interceptor 52, so as to stabilize the interceptor 52 through the frame 20, reduce the vibration of the interceptor 52, and thus reduce the noise and abnormal sounds generated by the interceptor 52. The structure is simple.

[0248] In some embodiments, the vibration damping device 40 may also be a structural component such as a plate, rod, or shaft, which supports the interceptor 52 on the frame 20 to reduce the vibration of the interceptor 52.

[0249] In some embodiments, please refer to Figure 2 and Figure 9 The vibration damping device 40 includes a bracket 41 located between two longitudinal beams 51 in each pair, and a support 42 is provided on the bracket 41. The support 42 is fixedly connected to the interceptor 52.

[0250] The bracket 41 refers to the frame structure located between the longitudinal beams 51 on the left and right sides. The bracket 41 can be a structural component made of plastic, metal, or other materials. The shape of the bracket 41 can be customized according to the shape of the structure to be installed.

[0251] Support 42 refers to the seat structure installed on bracket 41. Support 42 can be block-shaped, rod-shaped, column-shaped, etc. Support 42 is installed on bracket 41 to facilitate the connection of interceptor 52, thereby fixing interceptor 52 to bracket 41 and reducing the vibration of interceptor 52.

[0252] As an example, the bracket 41 and the support 42 can be integrally formed to facilitate processing and manufacturing, or the bracket 41 and the support 42 can be fixedly connected.

[0253] As an example, bracket 41 and support 42 can be manufactured separately, and then support 42 can be fixed to bracket 41 by means of fasteners, welding, bonding, etc.

[0254] Through the above technical solution, a bracket 41 is set between each pair of longitudinal beams 51 spaced along the first direction Y, and a support 42 is set on the bracket 41, which can be easily connected to the interceptor 52, can stably support the interceptor 52, and reduce the vibration of the interceptor 52; moreover, the bracket 41 can also be used to support other structures on the chassis 120.

[0255] In some embodiments, please refer to Figure 2 and Figure 9 The interceptor 52 is connected to multiple supports 42, and the multiple supports 42 are spaced apart along the first direction Y.

[0256] "Multiple" refers to two or more items.

[0257] Multiple supports 42 are provided and spaced apart along the first direction Y, so that the supports 42 can be connected at multiple positions of the interceptor 52 to better fix it to the bracket 41, thereby better reducing the vibration of the interceptor 52.

[0258] By using the above technical solution, the interceptor 52 can be connected by multiple supports 42, which can more stably support the interceptor 52 and better reduce the vibration of the interceptor 52.

[0259] In some embodiments, please refer to Figure 2 and Figure 9 The bracket 41 includes a fan bracket 411.

[0260] The fan bracket 411 refers to the frame or base used to support the fan 125 in the vehicle 100.

[0261] Through the above technical solution, the bracket 41 uses the fan bracket 411, which can effectively use the fan bracket 411 on the chassis 120 to support the interceptor 52 and reduce the vibration of the interceptor 52.

[0262] In some embodiments, the bracket 41 may also include a grille frame, which can be a support structure for the grille on the vehicle 100. For example, if the anti-collision structure 50 is installed at the front end of the vehicle 100, the grille frame can be a support structure for the air intake grille.

[0263] In some embodiments, a support rod can be fixed on the longitudinal beam 51 and connected to the interceptor 52 to reduce the vibration of the interceptor 52.

[0264] According to some embodiments of this application, this application also provides a vehicle 100, including a collision avoidance structure 50 as described above or a chassis 120 as described above, wherein the collision avoidance structure 50 or chassis 120 is used to store or provide electrical energy.

[0265] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of this application, and not to limit them. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features therein. These modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of this application, and they should all be covered within the scope of the claims and specification of this application. In particular, as long as there is no structural conflict, the various technical features mentioned in the embodiments can be combined in any way. This application is not limited to the specific embodiments disclosed herein, but includes all technical solutions falling within the scope of the claims.

Claims

1. A collision avoidance structure, characterized in that, include: At least one pair of longitudinal beams, wherein two of the longitudinal beams in each pair are spaced apart along a first direction, and each longitudinal beam extends along a second direction, wherein the second direction is perpendicular to the first direction; At least one interceptor extends along the first direction and its two ends are respectively connected to two of the pair of longitudinal beams. The interceptor is configured to pull the corresponding two longitudinal beams toward each other when subjected to a third-direction pushing force, the third direction intersecting the first direction.

2. The anti-collision structure as described in claim 1, characterized in that, The interceptor is provided with a connecting structure at its end, and the connecting structure is fixedly connected to the corresponding longitudinal beam.

3. The anti-collision structure as described in claim 2, characterized in that, The connection structure includes a through-plug and a connector for connecting the through-plug. The connector is connected to the interceptor. The through-plug passes through the longitudinal beam along the first direction and is fixedly connected to the side of the longitudinal beam opposite to the interceptor.

4. The anti-collision structure as described in claim 3, characterized in that, The insert includes a U-bolt, with both ends of the U-bolt passing through the longitudinal beam. A locking nut is installed at each end of the U-bolt, and the locking nut is located on the side of the longitudinal beam opposite to the interceptor.

5. The anti-collision structure as described in claim 4, characterized in that, The two ends of the U-bolt are spaced apart along the second direction; or, the two ends of the U-bolt are spaced apart along the height direction.

6. The anti-collision structure as described in any one of claims 2-5, characterized in that, The longitudinal beam has an inner cavity extending along the second direction, and the anti-collision structure includes a support member placed in the inner cavity, the support member abutting against opposite side walls of the inner cavity along the first direction, and the support member being mounted on the connecting structure.

7. The anti-collision structure as described in claim 6, characterized in that, The support includes a sleeve, which is fitted onto the connecting structure.

8. The anti-collision structure as described in claim 6, characterized in that, The longitudinal beam includes an inner plate and an outer plate spaced apart along the first direction, wherein the side of the inner plate is bent with an inward flange connected to the outer plate; and / or, the side of the outer plate is bent with an outward flange connected to the inner plate.

9. The anti-collision structure as described in any one of claims 1-5 and 7-8, characterized in that, The longitudinal beam is provided with concave ribs for inducing bending deformation of the longitudinal beam, and the concave ribs are provided along the height direction.

10. The anti-collision structure as described in any one of claims 1-5 and 7-8, characterized in that, The longitudinal beam is bent in a direction from at least one side toward the other side in a first direction to form a bending groove, and the bending groove extends along the height direction.

11. The anti-collision structure as described in any one of claims 1-5 and 7-8, characterized in that, The anti-collision structure includes a mounting base with an opening for inserting the longitudinal beam. The mounting base is fitted onto one end of the longitudinal beam, and the interceptor is connected to the mounting base.

12. The anti-collision structure as described in any one of claims 1-5 and 7-8, characterized in that, At least one pair of the longitudinal beams is equipped with an energy-absorbing box at one end, the energy-absorbing box protruding from the corresponding end of the longitudinal beam.

13. The anti-collision structure as described in any one of claims 1-5 and 7-8, characterized in that, The interceptor includes at least one of metal rope, natural fiber rope, synthetic fiber rope, and composite fiber rope.

14. The anti-collision structure as described in any one of claims 1-5 and 7-8, characterized in that, The anti-collision structure includes at least one transverse beam extending along a first direction, and the other end of at least one pair of longitudinal beams is connected to the transverse beam.

15. A chassis, characterized in that, Includes the anti-collision structure as described in any one of claims 1-14.

16. The chassis as described in claim 15, characterized in that, The chassis includes a vibration damping device for reducing the vibration of the interceptor, and the vibration damping device is connected to the interceptor.

17. The chassis as described in claim 16, characterized in that, The chassis includes a frame, and the vibration damping device includes a fixing plate mounted on the frame. One end of the fixing plate is connected to the interceptor, and the other end of the fixing plate is connected to the frame.

18. The chassis as described in any one of claims 16-17, characterized in that, The vibration damping device includes a bracket disposed between the two longitudinal beams in each pair, and a support is provided on the bracket, the support being fixedly connected to the interceptor.

19. The chassis as described in claim 18, characterized in that, The interceptor is connected to a plurality of supports, which are spaced apart along a first direction.

20. The chassis as described in claim 18, characterized in that, The bracket includes a fan bracket.

21. A vehicle, characterized in that, Includes the anti-collision structure as described in any one of claims 1-14 or the chassis as described in any one of claims 15-20.

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