Anti-collision structure and vehicle

Abstract

An anti-collision structure and a vehicle. The anti-collision structure (31) is used in a vehicle (30), and comprises: a pair of longitudinal beams (11) arranged so as to be spaced apart in a first direction (y); and at least one pulling member (20), two ends of which are respectively connected to the pair of longitudinal beams (11), and which spans a spacing space between the pair of longitudinal beams (11), wherein the at least one pulling member (20) is configured to apply a pulling force to the pair of longitudinal beams (11) when being pressed or collided with in a second direction intersecting the first direction (y).

Description

Collision protection structures and vehicles

[0001] Cross-reference of related applications

[0002] This application is based on and claims priority to Chinese Patent Application No. 202411917731.2, filed on December 23, 2024, the disclosure of which is incorporated herein by reference in its entirety. Technical Field

[0003] This disclosure relates to the field of vehicle technology, and in particular to a collision avoidance structure and a vehicle. Background Technology

[0004] Collision protection structures are an important component of a vehicle's passive safety system. In collision protection structures, crash beams are typically installed at the front and rear of the vehicle to absorb and disperse energy during a collision, thereby reducing the impact on the vehicle's structure and passengers. Summary of the Invention

[0005] In one aspect of this disclosure, a collision avoidance structure is provided for a vehicle, comprising:

[0006] Pairs of longitudinal beams, spaced apart along the first direction; and

[0007] At least one tension member is connected at both ends to the pair of longitudinal beams and spans the space between the pair of longitudinal beams; wherein the at least one tension member is configured to generate a tension force on the pair of longitudinal beams when subjected to compression or collision in a second direction intersecting the first direction.

[0008] In this embodiment, at least one traction member spans the space between a pair of longitudinal beams spaced apart along a first direction. The traction member receives impacts or compressions in scenarios such as collision accidents, converting the impacts or compressions in a second direction into traction forces on the longitudinal beams. This allows the longitudinal beams to absorb compression or impact energy under the traction force. Compared to anti-collision beams in related technologies, which are prone to breakage and joint instability, the traction member can adjust its shape and position and angle relative to the longitudinal beams according to the impacts or compressions it receives, thereby applying traction force to the pair of longitudinal beams.

[0009] In some embodiments, the paired longitudinal beams absorb compressive energy or collision energy under the action of the tensile force.

[0010] In this embodiment, the traction member can adjust its shape and position and angle relative to the longitudinal beam according to the impact or compression it receives, and apply traction force to the longitudinal beam. This makes it less likely for the traction member and its connection with the longitudinal beam to fail in scenarios such as collision accidents, thereby helping the longitudinal beam to fully absorb and dissipate compression energy or collision energy.

[0011] In some embodiments, the bending strength of each of the paired longitudinal beams is less than or equal to the tensile strength of the at least one tension member.

[0012] In this embodiment, when the traction member is subjected to collision or compression, the traction member will pull the longitudinal beams on both sides inward, causing the longitudinal beams on both sides to bend and deform inward. In order to prevent the traction member from failing before the longitudinal beam due to excessive traction force when applying traction force to the longitudinal beam, the bending strength of each longitudinal beam can be less than or equal to the tensile strength of the at least one traction member. This allows the longitudinal beam to absorb compression energy or collision energy more fully.

[0013] In some embodiments, the at least one tension member has joints at both ends that connect to the pair of longitudinal beams, wherein the bending strength of each of the pair of longitudinal beams is less than or equal to the connection strength of the joints.

[0014] In this embodiment, by making the bending strength of the longitudinal beam less than or equal to the connection strength of the joint, the joint will not fail before the longitudinal beam due to excessive traction or torque when the tensioning member applies traction force to the longitudinal beam. This allows the longitudinal beam to absorb compression energy or collision energy more fully.

[0015] In some embodiments, the connection position of the joint to the paired longitudinal beams is located at the front end of the paired longitudinal beams in the opposite direction to the second direction or at the position of the paired longitudinal beams behind the front end.

[0016] In this embodiment, connecting the joint located at the end of the tension member to the front end of the longitudinal beam facilitates an earlier response to compressive or impact energy absorption. Connecting the joint to a rearward position at the front end of the longitudinal beam reduces the risk of damage or instability at the front end due to excessive localized stress.

[0017] In some embodiments, the anti-collision structure further includes:

[0018] An energy-absorbing box, disposed at the front end, is configured to deform and absorb energy when subjected to compression or impact in the second direction.

[0019] In this embodiment, when the colliding object moves towards the anti-collision structure along the second direction, it may first collide with the energy-absorbing box and undergo plastic deformation. This can absorb the compressive or collision energy, reducing damage to the longitudinal beams and other critical vehicle components; on the other hand, if the collision force is relatively limited and does not cause significant deformation of the longitudinal beams, the energy-absorbing box can be quickly replaced to reduce maintenance costs and improve the vehicle's repairability.

[0020] In some embodiments, the joint is hinged to the paired longitudinal beams.

[0021] In this embodiment, by hingedly connecting the end of the tension member to the longitudinal beam, the relative position of the joint and the longitudinal beam can be adjusted as the tension member bends, thereby reducing the force and torque borne by the joint.

[0022] In some embodiments, the paired longitudinal beams are at least one of a paired front longitudinal beam, a paired rear longitudinal beam, and a paired longitudinal beam of the energy cabin frame.

[0023] At least one of the paired front longitudinal beams, paired rear longitudinal beams, and paired longitudinal beams of the energy compartment frame can provide effective collision protection for the corresponding parts of the vehicle, improve the safety of the occupants, and reduce damage to vehicle components.

[0024] In some embodiments, the first direction is the lateral direction of the vehicle.

[0025] In this embodiment, the first direction is set as the lateral direction of the vehicle, so that the traction member spanning the lateral spacing of the longitudinal beams can easily convert the collision or compression from the longitudinal direction of the vehicle into the traction force on the pairs of longitudinal beams arranged in a lateral spacing. The vehicle is protected against collision in the longitudinal direction by the energy absorption of the deformation of the longitudinal beams.

[0026] In some embodiments, the at least one tensioning member is pre-tensioned or tensioned along the first direction.

[0027] In this embodiment, the response speed of the traction member can be improved by pre-tensioning or tensioning the traction member along the first direction.

[0028] In some embodiments, the anti-collision structure further includes a traction member vibration damping device, which is used to eliminate vibrations caused by the traction member and improve the vehicle's NVH performance.

[0029] In this embodiment, by setting a vibration damping device for the traction component, the vibration caused by the traction component can be eliminated, thereby improving the vehicle's NVH performance.

[0030] In some embodiments, a crossbeam connects the pair of longitudinal beams, and at least a portion of the at least one tension member is fitted into the crossbeam.

[0031] In this embodiment, by embedding part or all of the traction component within the crossbeam, the space occupied by the traction component can be reduced by the crossbeam, and the vibration and noise of the traction component can be eliminated.

[0032] In some embodiments, the tension member includes a flexible tension member.

[0033] In this embodiment, the flexible tension member can change its shape more evenly under collision or compression, so as to apply the traction force to the longitudinal beam more evenly. This makes the tension member itself and its connection with the longitudinal beam less likely to fail in collision accidents and other scenarios, thereby helping the longitudinal beam to absorb and dissipate compression energy or collision energy more fully.

[0034] In one aspect of this disclosure, a collision avoidance structure is provided for a vehicle, comprising:

[0035] Pairs of energy-absorbing components, spaced apart along a first direction, are configured to deform and absorb energy when subjected to tensile force; and

[0036] At least one traction member is connected at both ends to the pair of energy-absorbing components and spans the interval space separated by the pair of energy-absorbing components; wherein the at least one traction member is configured to generate a traction force on the pair of energy-absorbing components when subjected to compression or collision in a second direction intersecting the first direction.

[0037] In this embodiment, at least one traction member spans the space between pairs of energy-absorbing components spaced apart along a first direction. The traction member receives impacts or compressions in scenarios such as collision accidents, converting the impacts or compressions in a second direction into traction forces on the energy-absorbing components. These traction forces allow the energy-absorbing components to absorb compression or impact energy. Compared to anti-collision beams in related technologies, which are prone to breakage and joint instability, the traction member can adjust its shape and position and angle relative to the longitudinal beam according to the impact or compression it receives, thereby applying traction force to the pairs of energy-absorbing components.

[0038] In some embodiments, the paired energy-absorbing components absorb compression energy or collision energy under the action of tensile force.

[0039] In this embodiment, the traction member can adjust its shape and position and angle relative to the energy-absorbing component according to the impact or compression it receives, and apply traction force to the energy-absorbing component. This makes it less likely for the traction member and its connection with the energy-absorbing component to fail in scenarios such as collision accidents, thereby helping the energy-absorbing component to fully absorb and dissipate compression energy or collision energy.

[0040] In some embodiments, at least one of the paired energy-absorbing components includes an elastic element, the end of the at least one tensioning element being connected to the elastic element, the elastic element being configured to undergo tensile deformation to absorb energy when subjected to a tension force from the at least one tensioning element.

[0041] In this embodiment, the stretch-deformation energy-absorbing elastomer can absorb energy more uniformly in the direction of the tensile force, achieving good resilience performance. This allows it to easily return to its original shape after a moderate collision, reducing vehicle damage and facilitating maintenance. Additionally, it can be used to achieve preload on tension components.

[0042] In some embodiments, the tensile strength of the elastic element is less than or equal to the tensile strength of the at least one tensioning element.

[0043] In this embodiment, by making the tensile strength of the elastic member less than or equal to the tensile strength of the at least one traction member, the traction member can be prevented from failing before the elastic member due to excessive traction force when applying traction force to the elastic member, thereby allowing the elastic member to absorb compression energy or collision energy more fully.

[0044] In some embodiments, the end of the at least one tension member has a joint connected to the elastic member, wherein the tensile strength of the elastic member is less than or equal to the connection strength of the joint.

[0045] In this embodiment, in order to prevent the joint from failing before the elastic member due to excessive traction or torque when the tensioning member applies traction force to the elastic member, the bending strength of the elastic member can be made less than or equal to the connection strength of the joint. This allows the elastic member to absorb compression energy or impact energy more fully.

[0046] In some embodiments, at least one of the paired energy-absorbing components includes a damper, the end of the at least one traction member is connected to the damper, and the damper is configured to undergo tensile deformation to absorb energy when subjected to a tensile force from the at least one traction member.

[0047] In this embodiment, the extended deformation of the damper can provide continuous resistance, prolonging the interaction time between the colliding object and the anti-collision structure, so that the compressive energy or collision energy can be dissipated and absorbed by the damper for a relatively longer period of time.

[0048] In some embodiments, the maximum damping force of the damper is less than or equal to the tensile strength of the at least one tension member.

[0049] In this embodiment, by ensuring that the maximum damping force of the damper is less than or equal to the tensile strength of the at least one tension member, the tension member is prevented from failing before the elastic member due to excessive traction force when applying traction to the damper. This allows the damper to more fully absorb compressive or impact energy.

[0050] In some embodiments, the end of the at least one tension member has a joint connected to the damper, wherein the maximum damping force of the damper is less than or equal to the connection strength of the joint.

[0051] In this embodiment, in order to prevent the joint from failing before the damper due to excessive traction force or torque when the traction member applies traction force to the damper, the maximum damping force of the damper can be made less than or equal to the connection strength of the joint. This allows the damper to absorb compression energy or collision energy more fully.

[0052] In some embodiments, at least one of the paired energy-absorbing components includes a roller and a torsion bar, the end of the at least one tension member is connected to the roller and partially wrapped around the outer periphery of the roller, the roller is coaxially fixedly connected to the torsion bar, and the torsion bar is configured to undergo torsional deformation to absorb energy when the roller is subjected to the tension force of the at least one tension member.

[0053] In this embodiment, the roller undergoes angular displacement under the traction force of the pulling member, causing the torsion bar to deform to the torsion. This allows some of the compressive or collision energy to be dissipated and absorbed as the torsion bar deforms. The torsion bar that absorbs energy through torsion deformation can achieve a more compact structure, reducing space occupation, and can also be used to achieve the preload of the pulling member.

[0054] In some embodiments, the torsional strength of the torsion bar is less than or equal to the tensile strength of the at least one tension member.

[0055] In this embodiment, by making the torsional strength of the torsion bar less than or equal to the tensile strength of the at least one traction member, the traction member is prevented from failing before the torsion bar due to excessive traction force when applying traction force to the roller. This allows the torsion bar to absorb compression energy or collision energy more fully.

[0056] In some embodiments, the at least one tensioning member is pre-tensioned or tensioned along the first direction.

[0057] In this embodiment, using at least one tensioning member that is pre-tensioned or tensioned along the first direction to receive the impact or compression can improve the response speed of the tensioning member.

[0058] In some embodiments, the anti-collision structure includes a plurality of tension members, at least some of which are parallel to or intersect each other.

[0059] In this embodiment, using multiple tension members that are at least partially parallel or intersecting each other to receive impact or compression can improve the overall tensile strength of the multiple tension members, increase the load-bearing capacity and reliability, and also enrich the form of the anti-collision structure, so that it can be adapted to the specific needs of the area to be protected by the anti-collision structure.

[0060] In some embodiments, at least one tension member includes a flexible tension member.

[0061] In this embodiment, the flexible traction member can change its shape more evenly under collision or compression, so as to apply the traction force to the energy absorption component more evenly. This makes the traction member itself and its connection with the energy absorption component less likely to fail in collision accidents and other scenarios, thereby helping the energy absorption component to absorb and dissipate compression energy or collision energy more fully.

[0062] In some embodiments, the flexible tensioning member includes at least one of metal rope, natural fiber rope, synthetic fiber rope, and composite fiber rope.

[0063] In this embodiment, at least one of metal rope, natural fiber rope, synthetic fiber rope and composite fiber rope is used to realize the flexible tension member, which can effectively transfer the impact or compression force to the energy absorption component.

[0064] One aspect of this disclosure is a vehicle comprising: the aforementioned anti-collision structure.

[0065] Vehicles employing the aforementioned anti-collision structure can improve their anti-collision energy absorption effect, thus becoming more reliable. Attached Figure Description

[0066] The accompanying drawings, which form part of this specification, illustrate embodiments of this disclosure and, together with the specification, serve to explain the principles of this disclosure.

[0067] This disclosure will become clearer with reference to the accompanying drawings and the following detailed description, wherein:

[0068] Figure 1 is a structural schematic diagram of some embodiments of the vehicle according to the present disclosure;

[0069] Figures 2 and 3A are schematic diagrams of some embodiments of the anti-collision structure according to the present disclosure;

[0070] Figure 3B is a schematic diagram of the structure of some other embodiments of the anti-collision structure according to the present disclosure;

[0071] Figure 4 is a schematic diagram of the structure and principle of the longitudinal beam bending and deforming under tensile force to absorb energy according to the anti-collision structure embodiment of this disclosure;

[0072] Figure 5 is a schematic diagram of the anti-collision structure installed on a vehicle according to an embodiment of the present disclosure;

[0073] Figure 6 is a schematic diagram illustrating the structure and principle of some embodiments of the anti-collision structure according to the present disclosure;

[0074] Figures 7-10 are schematic diagrams of the arrangement and connection structure of paired energy-absorbing components and tensioning members in some embodiments of the anti-collision structure according to this disclosure;

[0075] Figure 11 is a schematic diagram of the structure and principle of the elastic element being stretched and deformed by tensile force to absorb energy according to the anti-collision structure embodiment of this disclosure;

[0076] Figure 12 is a schematic diagram of the structure and principle of the damper being stretched and deformed by tensile force to absorb energy according to the anti-collision structure embodiment of this disclosure;

[0077] Figure 13 is a schematic diagram of the structure and principle of the torsion bar to absorb energy when the drum is subjected to tensile force in an embodiment of the anti-collision structure of this disclosure.

[0078] It should be understood that the dimensions of the various parts shown in the accompanying drawings are not drawn to actual scale. Furthermore, the same or similar reference numerals denote the same or similar components.

[0079] Explanation of reference numerals in the attached drawings: 10-Energy-absorbing component; 11-Longitudinal beam; 12-Energy-absorbing box; 13-Elastic element; 14-Damper; 15-Roller; 16-Torsion bar; 20-Tethering element; 21-Joint; 30-Vehicle; 31-Collision-resistant structure; 32-Front compartment; 33-Rear compartment; 34-Energy compartment; y-First direction; x, x', x”-Second direction; z-Third direction. Detailed Implementation

[0080] The embodiments of the technical solutions disclosed herein will now be described in detail with reference to the accompanying drawings. These embodiments are merely illustrative of the technical solutions disclosed herein and are therefore intended to limit the scope of protection of this disclosure.

[0081] Unless otherwise defined, all technical and scientific terms used in this disclosure have the same meaning as commonly understood by one of ordinary skill in the art to which this disclosure pertains; the terminology used in this disclosure is for the purpose of describing particular embodiments only and is not intended to be limiting of this disclosure; the terms “comprising” and “having”, and any variations thereof, in the specification, claims, and foregoing description of the drawings of this disclosure are intended to cover non-exclusive inclusion.

[0082] In the description of the embodiments of this disclosure, 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 or secondary relationship of the indicated technical features. In the description of the embodiments of this disclosure, "a plurality of" means two or more, unless otherwise explicitly defined.

[0083] In this disclosure, the reference to "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 disclosure. 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 in this disclosure can be combined with other embodiments.

[0084] In the description of the embodiments of this disclosure, 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, or B existing alone. Additionally, if the character " / " appears in this disclosure, it generally indicates that the preceding and following related objects have an "or" relationship.

[0085] In the description of the embodiments of this disclosure, the term "multiple" refers to two or more (including two), similarly, "multiple groups" refers to two or more (including two groups), and "multiple pieces" refers to two or more (including two pieces).

[0086] In the description of embodiments of this disclosure, the term "at least one" refers to one or more (including two), similarly, "at least one group" refers to one or more (including two) groups, and "at least one piece" refers to one or more (including two) pieces. In the description of embodiments of this disclosure, the term "at least part" refers to part or all of them.

[0087] Unless otherwise specified, in the description of the embodiments of this disclosure, 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," and "circumferential" 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 disclosure and simplifying the description, and are not intended to 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 disclosure.

[0088] In the description of the embodiments of this disclosure, unless otherwise expressly specified and limited, 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. Those skilled in the art can understand the specific meaning of the above terms in the embodiments of this disclosure according to the specific circumstances.

[0089] In some related technologies, anti-collision beams are positioned at the front end of parallel frame longitudinal beams to transfer the impact force to the longitudinal beams when a collision occurs, so that the longitudinal beams can absorb and dissipate the compression energy or collision energy.

[0090] Research has revealed that the anti-collision beam body in the relevant technology is prone to breakage and the joint structure with the longitudinal beam is prone to instability, affecting the absorption and dissipation of compressive or collision energy by the longitudinal beam. Moreover, when an obstacle impacts different positions in the middle of the anti-collision beam, the required strength of the joint structure between the anti-collision beam and the longitudinal beams on both sides is inconsistent, often requiring design according to higher strength requirements, which is not conducive to lightweight design.

[0091] In view of this, the present disclosure provides a collision avoidance structure and vehicle that can improve the collision avoidance and energy absorption effect.

[0092] In one aspect of this disclosure, a collision avoidance structure is provided for a vehicle, comprising:

[0093] Pairs of longitudinal beams, spaced apart along the first direction; and

[0094] At least one tension member is connected at both ends to the pair of longitudinal beams and spans the space between the pair of longitudinal beams, wherein the at least one tension member is configured to generate a tension force on the pair of longitudinal beams when subjected to compression or collision in a second direction intersecting the first direction.

[0095] In this embodiment, at least one traction member spans the space between a pair of longitudinal beams spaced apart along a first direction. The traction member receives impacts or compressions in scenarios such as collision accidents, converting the impacts or compressions in a second direction into traction forces on the longitudinal beams. This allows the longitudinal beams to absorb compression or impact energy under the traction force. Compared to anti-collision beams in related technologies, which are prone to breakage and joint instability, the traction member can adjust its shape and position and angle relative to the longitudinal beams according to the impacts or compressions it receives, thereby applying traction force to the pair of longitudinal beams.

[0096] Figure 1 is a structural schematic diagram of some embodiments of a vehicle according to the present disclosure. Referring to Figure 1, an embodiment of the present disclosure provides a vehicle 30, including the aforementioned anti-collision structure 31.

[0097] Vehicle 30 includes, but is not limited to, gasoline-powered vehicles, natural gas-powered vehicles, or new energy vehicles. New energy vehicles can be pure electric vehicles, hybrid electric vehicles, or range-extended vehicles. Vehicles can be commercial vehicles, engineering vehicles, special-purpose vehicles, or private vehicles.

[0098] The anti-collision structure 31 can protect the occupants of the vehicle 30 and reduce the damage to the vehicle by absorbing and dispersing compression energy or collision energy in the event of a collision. The anti-collision structure 31 can be installed on the main frame or subframe of the vehicle 30. Parts of the anti-collision structure 31 can be mounted on the main frame or subframe, or it can be manufactured together with the main frame or subframe.

[0099] The anti-collision structure 31 can be located in the front compartment, the rear compartment, or the energy compartment of the vehicle 30. The energy compartment of the vehicle 30 can be used to store and manage the vehicle's power source. For example, the energy compartment of a gasoline-powered vehicle stores the fuel tank, the energy compartment of a new energy vehicle stores the power battery, and the energy compartment of a natural gas vehicle stores the natural gas storage tank, etc.

[0100] Figures 2 and 3A are schematic diagrams of some embodiments of the anti-collision structure according to the present disclosure. Figure 3B is a schematic diagram of another embodiment of the anti-collision structure according to the present disclosure. Figure 4 is a schematic diagram illustrating the structure and principle of the longitudinal beam bending and deforming to absorb energy under tensile force in an embodiment of the anti-collision structure according to the present disclosure.

[0101] Referring to Figures 2-4, this disclosure provides a collision avoidance structure 31 for a vehicle 30, including a pair of longitudinal beams 11 and at least one tension member 20. The pair of longitudinal beams 11 are spaced apart along a first direction y, and the at least one tension member 20 is connected at both ends to the pair of longitudinal beams 11 and spans the space between the pair of longitudinal beams 11. The at least one tension member 20 can be configured to generate a tension force on the pair of longitudinal beams 11 when subjected to compression or collision in a second direction intersecting the first direction y.

[0102] The paired longitudinal beams 11 can absorb compressive energy or collision energy under tensile force.

[0103] Pairs of longitudinal beams 11 are spaced apart along a first direction y. The longitudinal beams 11 can extend longitudinally along the vehicle, while the first direction y can be transverse to the vehicle. Between the two longitudinal beams 11 along the transverse direction of the vehicle, in addition to connecting the tension member 20, a space can be formed for the bending of the two longitudinal beams 11 and a space for the tension member 20 to move backward when it is subjected to collision or compression.

[0104] Figures 2, 3A, and 3B show a structure in which a pair of longitudinal beams 11 are spaced apart laterally along the vehicle, with a gap between the left and right longitudinal beams 11. In Figures 2, 3A, and 3B, the traction member 20 connects the two ends of the pair of longitudinal beams 11 and spans the gap between them.

[0105] The tension member 20 may include, but is not limited to, flexible tension members, such as steel cables, tension plates, or combinations thereof. The tension member is capable of generating a tensile force on the longitudinal beam 11 when subjected to compression or impact. The end of the tension member 20 is connected to the longitudinal beam 11, enabling the application of the tensile force to the longitudinal beam 11.

[0106] For the flexible tension member, the tension member 20 can be tensioned in a preset state without being collided or squeezed, so as to quickly transmit the tension force to the longitudinal beam 11 and improve the response speed; the tension member 20 can also be moderately relaxed, allowing a small amount of sag under the action of gravity (for example, the sag amount does not exceed 1% of the wire rope span, etc.), thereby meeting the need to transmit the tension force in a timely manner, reducing the material fatigue caused by repeated loading and unloading of the tension member 20 under vibration and other conditions, which is conducive to improving the service life of the tension member 20.

[0107] One or more tension members 20 can be installed between pairs of longitudinal beams 11. The tensioning direction of the tension member 20 can be parallel to the first direction y, or it can intersect the first direction y at an angle.

[0108] One or more ends of the tension member 20 are connected to the longitudinal beam 11. The connection between the tension member 20 and the longitudinal beam 11 can be a fixed connection, such as by welding, bonding, or binding. The connection between the tension member 20 and the longitudinal beam 11 can also be a rotatable connection, such as by a pivot or ball joint.

[0109] A crossbeam 12 may be included between the pairs of longitudinal beams 11, and the crossbeam 12 may be spaced apart from or connected to the tension member 20.

[0110] Figure 4 is a schematic diagram of the structure and principle of the longitudinal beam bending and deforming under tensile force to absorb energy in an embodiment of the anti-collision structure according to this disclosure.

[0111] Figure 4 shows multiple second directions x, x', x" where the second directions x, x', or x" intersect the first direction y. The second direction x can be the longitudinal direction of the vehicle, and the second directions x' and x" can be at an angle to the longitudinal direction of the vehicle. The second directions mainly depend on the direction of motion of the colliding object relative to the traction member 20.

[0112] For the traction component 20, the collision or compression it is subjected to can come from a preset directional range. For example, the anti-collision structure set in the front compartment is mainly used for collisions or compressions from objects in front of the vehicle, the anti-collision structure set in the rear compartment is mainly used for collisions or compressions from objects behind the vehicle, and the anti-collision structure set in the energy compartment is mainly used for collisions or compressions caused by vehicle components or external impacts on the front or rear side of the energy compartment.

[0113] In this embodiment, at least one tension member 20 spans the space between pairs of longitudinal beams 11 spaced apart along the first direction y. The tension member 20 is used to receive collisions or compressions in scenarios such as collision accidents, so as to convert the collisions or compressions in the second direction into tension forces on the longitudinal beams 11, so that the longitudinal beams 11 deform under the action of tension forces to absorb compression energy or collision energy.

[0114] Compared to anti-collision beams in related technologies, which are prone to breakage and joint instability, the longitudinal beam 11 does not directly absorb energy through collision. The traction member 20 withstands direct collision or compression in situations such as collision accidents. Under the action of collision or compression, it adjusts its own shape and position and angle relative to the longitudinal beam 11, so that the compression energy or collision energy is applied to the longitudinal beam 11 more evenly through traction. In this way, the traction member 20 itself and its connection with the longitudinal beam 11 are less likely to fail in scenarios such as collision accidents, which helps the longitudinal beam 11 to absorb and dissipate the traction force more fully and improve the energy absorption effect.

[0115] In Figures 2, 3A and 3B, the tension member 20 is connected to the two longitudinal beams 11 respectively. The connection positions can be located on opposite sides of the two longitudinal beams 11, so that when a tension force is applied to the two longitudinal beams 11, the two longitudinal beams 11 can be bent towards each other.

[0116] In Figure 4(a), the two ends of the tension member 20 are connected to the two longitudinal beams 11 via joints 21, and the tension member 20 is tensioned to be nearly straight. When the impact object CO (e.g., a column) moves relative to the tension member 20, changing Figure 4(a) to Figure 4(b), the impact object CO causes a collision or compression (e.g., a column collision) on the central region of the tension member 20 (not limited to the midpoint, but also including the portion between the midpoint and joint 21).

[0117] At this moment, the colliding object CO exerts a compressive force on the pulling member 20 in the second direction x, x', or x”, ​​causing the pulling member 20 to retract and bend, thus creating a traction force on the longitudinal beams 11 on both sides. Under the traction force of the pulling member 20, the longitudinal beams 11 on both sides bend and deform, thereby dissipating and absorbing some of the compressive energy or collision energy as the longitudinal beams 11 bend and deform.

[0118] When the paired longitudinal beams 11 are subjected to the pulling force of the at least one pulling member 20, they undergo bending deformation to absorb energy. When the pulling member 20 is subjected to collision or compression, the pulling member 20 will pull the longitudinal beams 11 on both sides inward, causing the longitudinal beams 11 on both sides to bend inward. It can be seen that the longitudinal beams 11 on both sides have a relatively large bending deformation space on the inner side, thereby improving the energy absorption effect.

[0119] In some embodiments, the bending strength of each of the paired longitudinal beams 11 is less than or equal to the tensile strength of the at least one tension member 20.

[0120] In order to prevent the traction member from failing before the longitudinal beam 11 due to excessive traction force when applying traction force to the longitudinal beam 11, the bending strength of each longitudinal beam 11 can be less than or equal to the tensile strength of the at least one traction member 20. This allows the longitudinal beam 11 to bend and deform more fully to absorb and dissipate extrusion energy or collision energy.

[0121] Referring to Figures 2-4, in some embodiments, the at least one tension member 20 has joints 21 at both ends that are connected to the paired longitudinal beams 11, wherein the bending strength of each of the paired longitudinal beams 11 is less than or equal to the connection strength of the joints 21.

[0122] In this embodiment, the connector 21 at the end of the tension member 20 is connected to the longitudinal beam 11. The relative position of the connector 21 and the longitudinal beam 11 can be adjusted as the tension member 20 bends, thereby reducing the force and torque borne by the connector 21. Furthermore, in order to prevent the connector 21 from failing before the energy-absorbing member due to excessive traction force or torque when the tension member applies traction force to the energy-absorbing member, the bending strength of the longitudinal beam 11 can be made less than or equal to the connection strength of the connector 21. This allows the longitudinal beam 11 to more fully absorb compressive or impact energy.

[0123] Referring to Figures 2, 3A, and 3B, in some embodiments, the connection position of the joint 21 to the paired longitudinal beams 11 is located at the front end 111 of the paired longitudinal beams 11 in the opposite direction to the second direction or at the position of the paired longitudinal beams 11 behind the front end 111.

[0124] Here, the opposite direction of the second direction is the direction of the incoming collision. The end of the tension member 20 can be connected to the front end 111 of the longitudinal beam 11, or it can be connected at other positions behind the front end 111, as long as it meets the requirements for absorbing compressive or collision energy. Connecting the end of the tension member 20 to the front end 111 of the longitudinal beam 11 facilitates an earlier response to absorb compressive or collision energy. Connecting the end of the tension member 20 to a position further back from the front end 111 of the longitudinal beam 11 helps reduce the risk of damage or instability of the front end of the longitudinal beam 11 due to excessive local stress.

[0125] Referring to Figures 2, 3A and 3B, in some embodiments, the anti-collision structure 31 further includes an energy-absorbing box 12 disposed at the front end portion 111 and configured to deform and absorb energy when subjected to compression or impact in the second direction.

[0126] The energy-absorbing box 12 is located in the opposite direction to the second direction, in front of the tensioning member 20, and can absorb energy by undergoing plastic deformation under pressure. When the impact object CO moves towards the anti-collision structure along the second direction, it may first collide with the energy-absorbing box 12 and undergo plastic deformation. This can absorb compression energy or impact energy, reducing damage to the longitudinal beam and other critical vehicle components; on the other hand, if the impact force is relatively limited and does not cause significant deformation of the longitudinal beam 11, the energy-absorbing box 12 can be quickly replaced to reduce maintenance costs and improve the vehicle's repairability.

[0127] Referring to Figures 2, 3A and 3B, in some embodiments, the joint 21 is hinged to the pair of longitudinal beams 11.

[0128] In Figures 2, 3A, and 3B, the joint 21 can be hinged to the longitudinal beam 11 via a pivot. For example, a hinge seat can be bolted to the longitudinal beam 11, and the joint 21 can be connected to the hinge seat via a pivot using a slip ring. This allows the force direction between the joint 21 and the longitudinal beam 11 to be adaptively adjusted according to the angle of the tension member 20, reducing the pressure on the joint. In other embodiments, the joint 21 can also be hinged to the longitudinal beam 11 using other methods such as ball joints.

[0129] Figure 5 is a schematic diagram of a collision avoidance structure installed on a vehicle according to an embodiment of the present disclosure. Referring to Figure 5, in some embodiments, the paired longitudinal beams 11 are at least one of a paired front longitudinal beam, a paired rear longitudinal beam, and a paired longitudinal beam of the energy compartment frame.

[0130] For the paired front longitudinal beams, they work in conjunction with the tensioning member 20 to provide forward collision protection for the front compartment 32. For the paired rear longitudinal beams, they work in conjunction with the tensioning member 20 to provide rearward collision protection for the rear compartment 32. For the paired longitudinal beams of the energy compartment frame, they work in conjunction with the tensioning member 20 to provide collision protection for the energy compartment 34.

[0131] The longitudinal beams 11 can be assembled to the main frame or subframe of the vehicle 30 by welding or by connecting with connectors, and then, in conjunction with the connection of the tension member 20 to the paired longitudinal beams 11, the anti-collision structure 31 is installed on the main frame or subframe of the vehicle 30. Alternatively, the longitudinal beams can be integrally manufactured with the main frame or subframe of the vehicle during frame manufacturing.

[0132] In this embodiment, the paired front longitudinal beams, the paired rear longitudinal beams, and the paired longitudinal beams of the energy compartment frame can work with the tensioning member 10 to achieve effective collision protection for the front compartment 32, the rear compartment 33, and the energy compartment 34 of the vehicle 30, thereby improving the safety of the occupants and reducing damage to vehicle components.

[0133] In some embodiments, the first direction y is the lateral direction of the vehicle 30.

[0134] In this embodiment, the first direction y is set as the lateral direction of the vehicle 30, so that the traction member 20 spanning the lateral spacing of the longitudinal beams 11 can easily convert the collision or compression from the longitudinal direction of the vehicle 30 into the traction force on the pairs of longitudinal beams 11 arranged laterally. The vehicle 30 is protected against collision in the longitudinal direction by the energy absorption of the deformation of the longitudinal beams 11.

[0135] In some embodiments, the at least one tensioning member 20 is pre-tensioned or tensioned along the first direction y.

[0136] In this embodiment, the response speed of the traction member 20 can be improved by pre-tensioning or tensioning the traction member 20 along the first direction y.

[0137] In some embodiments, the anti-collision structure 31 further includes a traction member vibration damping device, which is used to eliminate the vibration caused by the traction member 20 and improve the vehicle's NVH (noise, vibration, and harshness) performance.

[0138] In this embodiment, by setting a vibration damping device for the traction member, the vibration caused by the traction member 20 can be eliminated, thereby improving the vehicle's NVH performance.

[0139] Referring to Figure 3B, in some embodiments, a crossbeam 13 is connected between the pairs of longitudinal beams 11, and at least a portion of the at least one tension member 20 is fitted into the crossbeam 13.

[0140] The crossbeam 13 can be positioned in front of the traction member 20 along the second direction to receive impact or compression before the traction member 20, or it can be positioned alongside the traction member 20 or behind the traction member 20 along the second direction. The crossbeam 13 can be configured to have a hollow portion to accommodate the entirety or part of the traction member.

[0141] In this embodiment, a portion or the entirety of the traction component is embedded within the crossbeam. This reduces the space occupied by the traction component and helps eliminate vibration and noise from the traction component.

[0142] In some embodiments, the traction member 20 includes a flexible traction member.

[0143] In this embodiment, the flexible tension member can change its shape more evenly under collision or compression, so as to apply the traction force to the longitudinal beam 11 more evenly. This makes the tension member 20 itself and its connection with the longitudinal beam 11 less likely to fail in collision accidents and other scenarios, thereby helping the longitudinal beam 11 to absorb and dissipate compression energy or collision energy more fully.

[0144] Figure 6 is a schematic diagram illustrating the structure and principle of some embodiments of the anti-collision structure according to the present disclosure. Figures 7-10 are schematic diagrams illustrating the arrangement and connection structure of paired energy-absorbing components and tensioning members in some embodiments of the anti-collision structure according to the present disclosure. Referring to Figures 6-10, an embodiment of the present disclosure provides an anti-collision structure 31 for a vehicle 30. The anti-collision structure 31 includes: paired energy-absorbing components 10 and at least one tensioning member 20. The paired energy-absorbing components 10 are spaced apart along a first direction y and configured to deform and absorb energy when subjected to a tension force. At least one tensioning member 20 is connected at both ends to the paired energy-absorbing components 10 and spans the space between the paired energy-absorbing components 10. The at least one tensioning member 20 is configured to generate a tension force on the paired energy-absorbing components 10 when subjected to compression or collision in a second direction intersecting the first direction y.

[0145] The paired energy-absorbing components 10 can absorb compressive energy or collision energy under the action of tensile force.

[0146] Figure 6(a) shows a structure in which a pair of energy-absorbing components 10 are spaced apart along a first direction y, and it can be seen that there is a space between the energy-absorbing component 10 on the left and the energy-absorbing component 20 on the right. In Figure 6(a), the pulling member 20 connects the two ends of this pair of energy-absorbing components 10 and spans the space between them. As shown in Figures 7-10, the pair of energy-absorbing components 10 includes, but is not limited to, a one-to-one relationship between two energy-absorbing components 10, and may also include a one-to-many, many-to-one, or many-to-many relationship between energy-absorbing components 10.

[0147] Figure 6(b) illustrates the deformation of the energy-absorbing component 10 under tensile force by a dashed box. The energy-absorbing component 10 can deform to absorb energy when subjected to the tensile force of the tensioning member 20. The deformation forms of the energy-absorbing component 10 may include, but are not limited to, bending deformation, elongation deformation, and torsional deformation.

[0148] The tension member 20 may include, but is not limited to, flexible tension members, such as steel cables, tension plates, or combinations thereof. The tension member 20 is capable of generating a tension force on the energy-absorbing assembly 10 when subjected to compression or impact. The end of the tension member 20 is connected to the energy-absorbing assembly 10, enabling it to apply the tension force to the energy-absorbing assembly 10.

[0149] For the flexible tension member, the tension member 20 can be tensioned in a preset state where it is not collided or squeezed, so as to quickly transmit the tension force to the energy absorption component 10 and improve the response speed. The tension member 20 can also be moderately relaxed, allowing a small amount of sag under the action of gravity (for example, the sag amount does not exceed 1% of the wire rope span). This satisfies the need to transmit the tension force in a timely manner, while reducing the material fatigue caused by repeated loading and unloading of the tension member 20 under vibration and other conditions, which is beneficial to improving the service life of the tension member 20.

[0150] Referring to Figures 6-10, one or more tension members 20 can be provided between pairs of energy-absorbing components 10. The tension direction of the tension member 20 can be parallel to the first direction y, for example, in Figures 6, 8, and 10, the tension direction of each tension member 20 is parallel to the first direction y. The tension direction of the tension member 20 can also intersect the first direction y at an angle. In Figures 7 and 9, the multiple intersecting tension members 20 intersect the first direction y at angles.

[0151] One or more ends of the traction member 20 are connected to the energy-absorbing assembly 10. The connection between the traction member 20 and the energy-absorbing assembly 10 can be a fixed connection, such as by welding, bonding, or binding. The connection between the traction member 20 and the energy-absorbing assembly 10 can also be a rotatable connection, such as by a pivot or ball joint.

[0152] Figure 6 shows multiple second directions x, x', x”, where the second directions x, x', or x” intersect the first direction y. The first direction y can be the lateral direction of the vehicle, and the second direction x is the longitudinal direction of the vehicle, perpendicular to the first direction y. The second directions x' and x” can be directions that intersect the lateral direction of the vehicle but are not perpendicular to it. The second direction can be parallel to the horizontal plane or at a certain angle to the horizontal plane; the specific direction mainly depends on the relative motion direction of the colliding object and the pulling member 20.

[0153] For the traction component 20, the collision or compression it is subjected to can come from a preset directional range. For example, the anti-collision structure set in the front compartment is mainly used for collisions or compressions from objects in front of the vehicle, the anti-collision structure set in the rear compartment is mainly used for collisions or compressions from objects behind the vehicle, and the anti-collision structure set in the energy compartment is mainly used for collisions or compressions caused by vehicle components or external impacts on the front or rear side of the energy compartment.

[0154] In this embodiment, at least one traction member 20 spans the space between pairs of energy-absorbing components 10 spaced apart along the first direction y. The traction member is used to receive collisions or compressions in scenarios such as collision accidents, so as to convert the collisions or compressions in the second direction into traction forces on the energy-absorbing components 10, so that the energy-absorbing components 10 deform under the action of the traction force to absorb the compression energy or collision energy.

[0155] Compared to anti-collision beams in related technologies, which are prone to breakage and joint instability, the energy-absorbing component 10 does not directly absorb energy through collision. The traction component 20 withstands direct collision or compression in situations such as collision accidents. Under the action of collision or compression, it adjusts its own shape and position and angle relative to the energy-absorbing component 10, so that the compression energy or collision energy is applied to the energy-absorbing component 10 more evenly through traction. In this way, the traction component 20 itself and its connection with the energy-absorbing component 10 are less likely to fail in scenarios such as collision accidents, which helps the energy-absorbing component 10 to absorb and dissipate the traction force more fully and improve the energy absorption effect.

[0156] In some embodiments, at least one tension member 20 includes a flexible tension member.

[0157] In this embodiment, the flexible traction member can change its shape more evenly under collision or compression, so as to apply the traction force to the energy absorption component 10 more evenly. This makes the traction member 20 itself and its connection with the energy absorption component 10 less likely to fail in collision accidents and other scenarios, thereby helping the energy absorption component 10 to absorb and dissipate compression energy or collision energy more fully.

[0158] In some embodiments, the flexible tensioning member 20 includes at least one of a metal rope, a natural fiber rope, a synthetic fiber rope, and a composite fiber rope.

[0159] In order to effectively transmit the impact or compression force to the energy-absorbing component 10, the flexible tension member has high toughness and strength. The flexible tension member can be made of readily available metal ropes such as steel ropes, or synthetic fiber ropes such as carbon fiber with high toughness and strength, or natural fiber ropes or composite fiber ropes that can meet the toughness and strength requirements.

[0160] In this embodiment, at least one of metal rope, natural fiber rope, synthetic fiber rope and composite fiber rope is used to realize the flexible tension member, which can effectively transmit the impact or compression force to the energy absorption component 10.

[0161] Referring to Figure 6, in some embodiments, the at least one tensioning member 20 is pre-tensioned or tensioned along the first direction y.

[0162] In this embodiment, at least one tensioning member 20 that is pre-tensioned or tensioned along the first direction y is used to receive the impact or compression, which can improve the response speed of the tensioning member 20.

[0163] Referring to FIG6, in some embodiments, the anti-collision structure 31 includes a single tension member 20, which is tensioned along the first direction y.

[0164] In this embodiment, a single tension member 20 tensioned along the first direction y is used to receive impacts or compressions, which simplifies the anti-collision structure, facilitates installation and maintenance, and helps reduce weight and cost.

[0165] Referring to Figures 7-10, in some embodiments, the anti-collision structure 31 includes a plurality of tension members 20, at least some of which are parallel or intersecting each other.

[0166] In Figures 7 and 8, the anti-collision structure 31 includes a pair of energy-absorbing components 10, with a plurality of tension members 20 spanning between the two energy-absorbing components 10. The plurality of tension members 20 can be arranged intersectingly as shown in Figure 7, or they can be arranged parallel to each other as shown in Figure 8.

[0167] In Figure 9, the collision avoidance structure 31 may include three energy-absorbing components 10 in a two-to-one configuration, with the two energy-absorbing components 10 on the left and the one energy-absorbing component 10 on the right forming a pair of energy-absorbing components 10. In Figure 10, the collision avoidance structure 31 may include four energy-absorbing components 10 in a two-to-two configuration, with the two energy-absorbing components 10 on the left and the two energy-absorbing components 10 on the right forming a pair of energy-absorbing components 10.

[0168] Accordingly, each of the anti-collision structures 31 includes multiple tension members 20. In Figure 9, the left ends of two tension members 20 are respectively connected to two energy-absorbing components 10 on the left, and their right ends are jointly connected to one energy-absorbing component 10 on the right; these two tension members 20 intersect at their right ends. In Figure 10, the left ends of two tension members 20 are respectively connected to two energy-absorbing components 10 on the left, and their right ends are respectively connected to two energy-absorbing components 10 on the left; these two tension members 20 are parallel to each other.

[0169] For multiple tension members 20, the multiple tension members 20 can be arranged at intervals along a third direction z, which intersects both the first direction y and the second direction. For example, the third direction z can be parallel to the vertical direction.

[0170] In this embodiment, using multiple tension members 20 that are at least partially parallel or intersecting each other to receive collisions or compression can improve the overall tensile strength of the multiple tension members 20, enhance load-bearing capacity and reliability, and also enrich the form of the anti-collision structure, allowing it to be adapted to the specific needs of the area to be protected by the anti-collision structure.

[0171] In the above embodiments, Figure 6 illustrates a collision avoidance structure with a tension member 20 connecting two energy-absorbing components. Figures 11, 12, and 13 in the subsequent embodiments also use this quantity and arrangement as examples. Different combinations of quantities and arrangements of other energy-absorbing and tensioning components are also applicable to these embodiments, and will not be elaborated further below.

[0172] Figure 11 is a schematic diagram of the structure and principle of the elastic element being stretched and deformed by tensile force to absorb energy according to the anti-collision structure embodiment of this disclosure.

[0173] Referring to FIG11, in some embodiments, at least one of the plurality of energy-absorbing elements includes an elastic element 13, the end of the at least one pulling element 20 being connected to the elastic element 13, the elastic element 13 being configured to undergo tensile deformation to absorb energy when subjected to the tensile force of the at least one pulling element 20.

[0174] The elastic element 13 may include an elastic body, a spring, etc. In Figure 11(a), the two ends of the tensioning element 20 are connected to the two elastic elements 13 via joints 21, and the tensioning element 20 is tensioned to a near-linear state. When the impacting object CO moves relative to the tensioning element 20, changing Figure 11(a) to Figure 11(b), the impacting object CO exerts pressure on the middle part of the tensioning element 20 (not limited to the midpoint, but also including the part between the midpoint and the joint 21).

[0175] At this moment, the colliding object CO exerts a compressive force on the pulling member 20 in the second direction x, x', or x”, ​​causing the pulling member 20 to bend and generating a traction force on the two elastic members 13 on both sides. Under the action of the traction force of the pulling member 20, the two elastic members 13 undergo extension deformation, so that the compressive energy or collision energy is dissipated and absorbed as the elastic members 13 extend and deform.

[0176] In this embodiment, energy absorption is achieved through the extension and deformation of the elastomer 13, which can achieve good rebound performance, so that it can easily return to its original shape after a collision of a normal degree, reduce vehicle damage, and facilitate maintenance.

[0177] In some embodiments, the tensile strength of the elastic member 13 is less than or equal to the tensile strength of the at least one tension member 20.

[0178] In order to prevent the tension member from failing before the elastic member 13 due to excessive tension when applying traction force to the elastic member 13, the tensile strength of the elastic member 13 can be made less than or equal to the tensile strength of the at least one tension member 20. This allows the elastic member 13 to absorb compression energy or impact energy more fully.

[0179] Referring to FIG11, in some embodiments, the end of the at least one tension member 20 has a joint 21 connected to the elastic member 13, wherein the tensile strength of the elastic member 13 is less than or equal to the connection strength of the joint 21.

[0180] In Figure 11, the connector 21 can be fixedly or rotatably connected to the elastic element 13. To reduce the force and torque borne by the connector 21, the connector 21 can be hinged to the elastic element 13 via a pivot. In other embodiments, the connector 21 can also be hinged to the elastic element 13 via a ball joint. In this way, by hinged to the elastic element 13 at the end of the tension member 20, the relative position of the connector 21 and the elastic element 13 can be adjusted as the tension member 20 bends, thereby reducing the force and torque borne by the connector 21.

[0181] In order to prevent the joint 21 from failing before the elastic member 13 due to excessive traction or torque when the tensioning member applies traction force to the elastic member 13, the bending strength of the elastic member 13 can be made less than or equal to the connection strength of the joint 21. This allows the elastic member 13 to absorb compression energy or collision energy more fully.

[0182] Figure 12 is a schematic diagram illustrating the structure and principle of a damper subjected to tensile force to absorb energy in an embodiment of the anti-collision structure according to the present disclosure. Referring to Figure 12, in some embodiments, at least one of the plurality of energy-absorbing elements includes a damper 14, the end of the at least one tension member 20 is connected to the damper 14, and the damper 14 is configured to undergo tensile deformation to absorb energy when subjected to the tensile force of the at least one tension member 20.

[0183] The damper 14 may include a gas damper, a liquid damper, etc. In Figure 12(a), the two ends of the tension member 20 are connected to the two dampers 14 via joints 21, and the tension member 20 is tensioned to be nearly straight. When the impact object CO moves relative to the tension member 20, changing Figure 12(a) to Figure 12(b), the impact object CO exerts pressure on the middle part of the tension member 20 (not limited to the midpoint, but also including the part between the midpoint and the joint 21).

[0184] At this moment, the colliding object CO exerts a compressive force on the pulling member 20 in the second direction x, x', or x”, ​​causing the pulling member 20 to bend and generating a traction force on the two dampers 14 on both sides. Under the action of the traction force of the pulling member 20, the two dampers 14 undergo extension deformation, so that the compressive energy or collision energy is dissipated and absorbed as the energy-absorbing member extends and deforms.

[0185] In this embodiment, the extended deformation of the damper 14 can provide continuous resistance, prolonging the interaction time between the colliding object and the anti-collision structure, so that the compressive energy or collision energy can be dissipated and absorbed by the damper 14 for a relatively longer period of time.

[0186] In some embodiments, the maximum damping force of the damper 14 is less than or equal to the tensile strength of the at least one tension member 20.

[0187] In order to prevent the traction member from failing before the damper 14 due to excessive traction force when applying traction force to the damper 14, the maximum damping force of the damper 14 can be made less than or equal to the tensile strength of the at least one traction member 20. This allows the damper 14 to absorb compression energy or collision energy more fully.

[0188] Referring to FIG12, in some embodiments, the end of the at least one tension member 20 has a joint 21 connected to the damper 14, wherein the maximum damping force of the damper 14 is less than or equal to the connection strength of the joint 21.

[0189] In Figure 12, the connector 21 can be fixedly or rotatably connected to the damper 14. To reduce the force and torque borne by the connector 21, the connector 21 can be hinged to the damper 14 via a pivot. In other embodiments, the connector 21 can also be hinged to the damper 14 via a ball joint. In this way, by hinged to the damper 14 at the end of the tension member 20, the relative position of the connector 21 and the damper 14 can be adjusted as the tension member 20 bends, thereby reducing the force and torque borne by the connector 21.

[0190] In order to prevent the joint 21 from failing before the damper 14 due to excessive traction force or torque when the traction member 20 applies traction force to the damper 14, the bending strength of the damper 14 can be made less than or equal to the connection strength of the joint 21. This allows the damper 14 to absorb compression energy or collision energy more fully.

[0191] Figure 13 is a schematic diagram illustrating the structure and principle of the torsion bar's torsional deformation for energy absorption when the roller is subjected to a tensile force, according to an embodiment of the anti-collision structure of this disclosure. Referring to Figure 13, in some embodiments, at least one of the plurality of energy-absorbing components includes a roller 15 and a torsion bar 16. The end of the at least one tensioning member 20 is connected to the roller 15 and partially wrapped around the outer periphery of the roller 15. The roller 15 and the torsion bar 16 are coaxially fixedly connected. The torsion bar 16 is configured to undergo torsional deformation for energy absorption when the roller 15 is subjected to the tensile force of the at least one tensioning member 20.

[0192] In Figure 13(a), the two ends of the tension member 20 are connected to the two rollers 15 respectively, and are wound around the outer circumferential surfaces of the two rollers 15 respectively. The torsion bar 16 can be coaxially fixedly connected to the rollers 15 by means of key connection, interference fit or welding, or it can be integrally formed with the rollers 15.

[0193] The tension member 20 can be tensioned to be nearly straight. When the impactor CO moves relative to the tension member 20, changing Figure 13(a) to Figure 13(b), the impactor CO creates a compression on the middle part of the tension member 20 (not limited to the midpoint, but also including the part between the midpoint and the joint 21).

[0194] At this moment, the colliding object CO exerts a compressive force on the pulling member 20 in the second direction x, x', or x”, ​​causing the pulling member 20 to bend and creating a traction force on the rollers 15 on both sides. Under the traction force of the pulling member 20, the rollers 15 undergo angular displacement, causing the torsion bar 16 to twist and deform, so that some of the compressive energy or collision energy is dissipated and absorbed as the torsion bar 16 twists and deforms.

[0195] In this embodiment, the roller 15 and torsion bar 16 can achieve a more compact structure, reduce space occupation, and can also be used to achieve the pretension of the traction member 20.

[0196] In some embodiments, the torsional strength of the torsion bar 16 is less than or equal to the tensile strength of the at least one tension member 20.

[0197] In order to prevent the traction member from failing before the torsion bar 16 due to excessive traction force when applying traction force to the roller 15, the torsional strength of the torsion bar 16 can be made less than or equal to the tensile strength of the at least one traction member 20. This allows the torsion bar 16 to absorb compression energy or collision energy more fully.

[0198] Referring to the above embodiments, the energy-absorbing component 10 is not limited to a single type of energy absorption method, but may include deformable energy absorption or non-deformable energy absorption methods. Moreover, deformable energy absorption methods can be combined, such as a combination of bending deformation and tensile deformation, or a combination of bending deformation and torsional deformation.

[0199] The anti-collision structures 31 of the above embodiments can be used in various types of vehicles 30. Therefore, in one aspect of this disclosure, a vehicle 30 is provided, including the anti-collision structure 31 of any of the foregoing embodiments.

[0200] The vehicle 30 using the above-mentioned anti-collision structure 31 can improve the anti-collision energy absorption effect, thus making it more reliable.

[0201] The embodiments of this disclosure have now been described in detail. To avoid obscuring the concept of this disclosure, some details known in the art have not been described. Those skilled in the art can fully understand how to implement the technical solutions disclosed herein based on the above description.

[0202] While specific embodiments of this disclosure have been described in detail by way of examples, those skilled in the art should understand that the examples are for illustrative purposes only and not intended to limit the scope of this disclosure. Those skilled in the art should understand that modifications can be made to the above embodiments or equivalent substitutions can be made to some technical features without departing from the scope and spirit of this disclosure. The scope of this disclosure is defined by the appended claims.

Claims

1. A collision avoidance structure (31) for a vehicle (30), comprising: Pairs of longitudinal beams (11) are spaced apart along the first direction (y); and At least one tension member (20) is connected at both ends to the pair of longitudinal beams (11) and spans the space between the pair of longitudinal beams (11); wherein the at least one tension member (20) is configured to generate a tension force on the pair of longitudinal beams (11) when subjected to compression or collision in a second direction intersecting the first direction (y).

2. The crash structure (31) according to claim 1, wherein The paired longitudinal beams (11) absorb compression energy or collision energy under the action of the tensile force.

3. The crash structure (31) according to claim 1 or 2, wherein The bending strength of each of the paired longitudinal beams (11) is less than or equal to the tensile strength of the at least one tension member (20).

4. The crash structure (31) according to any one of claims 1-3, wherein The at least one tension member (20) has joints (21) at both ends that are connected to the pair of longitudinal beams (11), wherein the bending strength of each of the pair of longitudinal beams (11) is less than or equal to the connection strength of the joints (21).

5. The crash structure (31) according to claim 4, wherein The connection position of the joint (21) to the paired longitudinal beams (11) is located at the front end (111) of the paired longitudinal beams (11) in the opposite direction of the second direction or at the position of the paired longitudinal beams (11) behind the front end (111).

6. The anti-collision structure (31) according to claim 5 further includes: An energy-absorbing box (12), disposed at the front end (111), is configured to deform and absorb energy when subjected to compression or impact in the second direction.

7. A crash structure (31) according to any one of claims 4-6, wherein The joint (21) is hinged to the paired longitudinal beams (11).

8. A crash structure (31) according to any one of claims 1-7, wherein The paired longitudinal beams (11) are at least one of the paired front longitudinal beams, the paired rear longitudinal beams, and the paired longitudinal beams of the energy cabin frame.

9. A crash structure (31) according to any one of claims 1-8, wherein The first direction (y) is the lateral direction of the vehicle (30).

10. A crash structure (31) according to any one of claims 1-9, wherein The at least one tensioning member (20) is pre-tensioned or tensioned along the first direction (y).

11. The anti-collision structure (31) according to any one of claims 1-10 further includes a traction member vibration damping device for eliminating vibrations caused by the traction member (20) and improving vehicle NVH performance.

12. A crash structure (31) according to any one of claims 1-11, wherein A crossbeam (12) connects the pair of longitudinal beams (11), and at least a portion of the at least one tension member (20) is fitted into the crossbeam (12).

13. A crash structure (31) according to any one of claims 1-12, wherein The traction member (20) includes a flexible traction member.

14. A collision avoidance structure (31) for a vehicle (30), comprising: Pairs of energy-absorbing components (10) are spaced apart along a first direction (y) and configured to deform and absorb energy when subjected to tensile force; and At least one traction member (20) is connected at both ends to the pair of energy-absorbing components (10) and spans the space between the pair of energy-absorbing components (10); the at least one traction member (20) is configured to generate a traction force on the pair of energy-absorbing components (10) when subjected to compression or collision in a second direction intersecting the first direction (y).

15. The crash structure (31) according to claim 14, wherein The paired energy-absorbing components (10) absorb compression energy or collision energy under the action of tensile force.

16. A crash structure (31) according to claim 14 or 15, wherein At least one of the paired energy-absorbing components (10) includes an elastic element (13), the end of the at least one tensioning element (20) is connected to the elastic element (13), and the elastic element (13) is configured to undergo tensile deformation to absorb energy when subjected to the tension force of the at least one tensioning element (20).

17. The crash structure (31) according to claim 16, wherein The tensile strength of the elastic element (13) is less than or equal to the tensile strength of the at least one tensioning element (20).

18. The crash structure (31) according to claim 17, wherein The end of the at least one tension member (20) has a joint (21) connected to the elastic member (13), wherein the tensile strength of the elastic member (13) is less than or equal to the connection strength of the joint (21).

19. The crash structure (31) according to claim 14 or 15, wherein At least one of the paired energy-absorbing components (10) includes a damper (14), the end of the at least one tension member (20) is connected to the damper (14), and the damper (14) is configured to absorb energy by tensile deformation when subjected to a tension force from the at least one tension member (20).

20. The crash structure (31) according to claim 19, wherein The maximum damping force of the damper (14) is less than or equal to the tensile strength of the at least one tension member (20).

21. The crash structure (31) according to claim 20, wherein The end of at least one tension member (20) has a joint (21) connected to the damper (14), wherein the maximum damping force of the damper (14) is less than or equal to the connection strength of the joint (21).

22. The crash structure (31) according to claim 14 or 15, wherein At least one of the paired energy-absorbing components (10) includes a roller (15) and a torsion bar (16), the end of the at least one tension member (20) is connected to the roller (15) and partially wrapped around the outer periphery of the roller (15), the roller (15) and the torsion bar (16) are coaxially fixedly connected, and the torsion bar (16) is configured to undergo torsional deformation to absorb energy when the roller (15) is subjected to the tension force of the at least one tension member (20).

23. The crash structure (31) according to claim 22, wherein The torsional strength of the torsion bar (16) is less than or equal to the tensile strength of the at least one tension member (20).

24. A crash structure (31) according to any one of claims 14-23, wherein The at least one tensioning member (20) is pre-tensioned or tensioned along the first direction (y).

25. A crash structure (31) according to any one of claims 14-24, wherein The anti-collision structure (31) includes a plurality of tension members (20), at least some of which are parallel to or intersect each other.

26. A crash structure (31) according to any one of claims 14-25, wherein The at least one tensioning member (20) includes a flexible tensioning member.

27. The crash structure (31) according to claim 13 or 26, wherein The flexible tensioning element includes at least one of metal rope, natural fiber rope, synthetic fiber rope, and composite fiber rope.

28. A vehicle (30), comprising: The anti-collision structure (31) according to claims 1-13, or the anti-collision structure (31) according to any one of claims 14-27.

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