Automobile front anti-collision beam structure

Abstract

The application discloses a kind of automobile front anti-collision beam structures, and both ends of anti-collision cross beam are movably sleeved with anti-collision sleeve, and one end of the outer side of two anti-collision sleeves is equipped with support side plate, and the side of two support side plates close to anti-collision sleeve is fixedly connected with anti-collision side beam, and the side of two anti-collision side beams close to anti-collision sleeve and support plate is equipped with energy-absorbing strut between, the inner side of anti-collision cross beam is fixedly connected with a plurality of first support pieces that are equidistantly and evenly distributed, and the first support piece of each side close to anti-collision sleeve and anti-collision sleeve is equipped with a plurality of equidistantly stacked first wrinkle pieces between, energy-absorbing strut and energy-absorbing box shrink and absorb energy mutually, greatly improve the overall structural strength, and the first wrinkle piece supports anti-collision cross beam through a plurality of folds, and the gap generated due to anti-collision sleeve extension is filled, to ensure the structural strength of anti-collision cross beam, to fully cope with various frontal and oblique impacts.

Description

Technical Field

[0001] This invention relates to the field of automotive anti-collision beam technology, specifically an automotive front anti-collision beam structure. Background Technology

[0002] The anti-collision beam is made of steel or other materials and consists of a front beam and energy-absorbing boxes with yield strength angles connected at both ends. By deforming the energy-absorbing boxes during a car impact, it eliminates the collision generated at low speeds and avoids damage to the main beam structure inside the car.

[0003] Patent document CN115743012A discloses a front bumper beam assembly for automobiles, including a front bumper beam, two energy-absorbing boxes connected to the rear side of the front bumper beam, and a longitudinal beam connecting plate connected to the rear end of the energy-absorbing boxes. The front bumper beam includes a main beam extending to the left and right, end beams connected to both ends of the main beam, and a sliding beam slidably connected to the end beams. Both the end beams and the sliding beams are arc-shaped and bend towards the rear of the main beam. The end beams have cavities, and the sliding beams are fitted into these cavities with a clearance fit. A locking mechanism connects the sliding beams to the end beams. By configuring the sliding beams, telescopic adjustment can be achieved to meet the space requirements during installation and also improve the crumple zone energy absorption performance of the front bumper beam.

[0004] The above-mentioned device has the following shortcomings: when used, there is an impact gap when subjected to lateral or oblique impacts, and the protection effect on the front of the car is not comprehensive enough. In addition, the support strength of each component of the device is low, and it is easy to exceed the range of energy absorption when dealing with large momentum impacts, thereby damaging the structure of the front of the car. Furthermore, the overall structure of the device is simple and has poor impact resistance, and it cannot withstand large impacts. Summary of the Invention

[0005] The purpose of this invention is to address the aforementioned problems and shortcomings by providing a front bumper beam structure for automobiles, thereby improving overall work efficiency.

[0006] The technical problem solved by this invention is:

[0007] (1) The above-mentioned device has an impact gap when subjected to lateral or oblique impacts, and its protection effect on the front of the car is not comprehensive enough.

[0008] (2) The support strength of each component of the above device is low. When dealing with the impact of large momentum, it is easy to exceed the range of support energy absorption, thereby damaging the structure of the front row of the car.

[0009] (3) The above-mentioned device has a simple overall structure, poor impact resistance, and cannot withstand large impacts.

[0010] The objective of this invention can be achieved through the following technical solution: A front anti-collision beam structure for automobiles includes an anti-collision crossbeam. One side of the anti-collision crossbeam is provided with a support plate for connecting with the longitudinal beam of the automobile. The anti-collision crossbeam is connected to the support plate through two symmetrically arranged energy-absorbing boxes. Anti-collision sleeves are movably sleeved at both ends of the anti-collision crossbeam. Support side plates are installed at the outer ends of the two anti-collision sleeves. Anti-collision side beams are fixedly connected to the side of the two support side plates near the anti-collision sleeves. Energy-absorbing struts are installed between the side of the two anti-collision side beams near the anti-collision sleeves and the support plate. Several first support plates evenly distributed at equal intervals are fixedly connected to the middle of the inner side of the anti-collision crossbeam. Several first pleated plates stacked at equal intervals are installed between the first support plate near the anti-collision sleeve on each side and the anti-collision sleeve.

[0011] As a further aspect of the invention, the upper and lower sides of the anti-collision beam, the upper and lower sides of the anti-collision sleeve, the outer periphery of the energy-absorbing box, and the outer periphery of the energy-absorbing strut are all provided with collapse guide grooves.

[0012] As a further aspect of the invention, a connecting sleeve is fixedly connected to the middle of one side of the anti-collision side beam on the support side plate, and the support side plate is fixedly sleeved with the anti-collision sleeve through the connecting sleeve.

[0013] As a further aspect of the invention, a connecting side plate is fixedly connected to the side of the anti-collision side beam near the energy-absorbing strut, and a number of first hinge seats are fixedly connected in parallel on the connecting side plate. A number of support seats are fixedly connected in parallel in the middle of the side of the support plate near the energy-absorbing strut.

[0014] As a further embodiment of the invention, a support screw is threaded onto one end of the energy-absorbing strut near the support plate, a limit nut is threaded onto the middle of the support screw, and a second hinge seat is rotatably sleeved onto one end of the support screw near the support seat. The second hinge seat is hinged to the support seat, and the energy-absorbing strut is hinged to the first hinge seat.

[0015] As a further aspect of the invention, a number of second pleated pieces are arranged side by side inside the anti-collision sleeve.

[0016] As a further aspect of the invention, the energy-absorbing box is mounted on the anti-collision beam via a mounting sleeve, and both sides of the anti-collision beam, near and far from the support plate, are concentric arc-shaped.

[0017] As a further aspect of the invention, an energy-absorbing connecting plate is fixedly connected between the anti-collision beam and the support base, and several second support plates are fixedly connected side by side inside the anti-collision side beam.

[0018] As a further aspect of the invention, a first foamed aluminum block is filled inside the anti-collision crossbeam and between the first support plates, and a second foamed aluminum block is filled inside the anti-collision side beam and between the second support plates.

[0019] As a further aspect of the invention, the anti-collision beam has several positioning holes evenly distributed in a rectangular array on both sides near and away from the support plate, and a bolt is installed at the end of the anti-collision sleeve near the first pleated piece, with the bolt passing through the positioning hole.

[0020] The beneficial effects of this invention are:

[0021] (1) The anti-collision beam and energy-absorbing box support the frontal impact of the vehicle, preventing damage to the driver's and passenger's cabs during a frontal impact. The structure of the anti-collision beam is reinforced by the first support plate. Upon impact, the anti-collision beam effectively guides the impact to the energy-absorbing box, which absorbs energy and resists impact through full contraction. The anti-collision sleeve located at the outer end of the anti-collision beam and the anti-collision side beam support the vehicle against diagonal impacts from the left and right sides in front of it. The energy-absorbing struts absorb energy and resist impact through full contraction. The length of the anti-collision sleeve extending out of the anti-collision beam is adjusted to suit the width of different cars, thereby fully protecting each car. When the anti-collision sleeve extends a certain distance out of the anti-collision beam, the first folded piece extends. The first folded piece is made of metal. The continuous folding of the first folded piece forms folds, and the folds are perpendicular to the front and rear sides of the anti-collision beam. This allows the first folded piece to support the anti-collision beam through several folds, filling the gaps caused by the extension of the anti-collision sleeve, ensuring the structural strength of the anti-collision beam, and fully coping with various frontal and oblique impacts.

[0022] (2) During operation, after the length of the anti-collision sleeve extending out of the anti-collision crossbeam is determined, the extension length of the anti-collision sleeve is fixed by bolts and positioning holes. The anti-collision side beam can be quickly disassembled and assembled by connecting sleeves, which is convenient for maintenance. When adjusting the extension length of the anti-collision sleeve from the anti-collision crossbeam, first move the limit nut to separate the limit nut from the energy-absorbing strut. Then rotate the support screw to adjust the extension length of the support screw to the energy-absorbing strut, so that the extension length of the support screw to the energy-absorbing strut matches the extension length of the anti-collision sleeve. Then, the limit nut abuts against the end of the energy-absorbing strut to fix the extension length of the support screw, which provides stable support for the anti-collision side beam, so that the car can more safely cope with the oblique impact in front, eliminate the safety blind spot. The energy-absorbing strut and the energy-absorbing box work together to shrink and absorb energy, which greatly improves the overall structural strength and more comprehensively protects the safety of the front row of the car.

[0023] (3) When subjected to a frontal impact, the anti-collision beam and the energy-absorbing box simultaneously contract and deform to absorb energy. The collapse guide groove guides the upper and lower sides of the anti-collision beam to converge and contract towards the center, and guides the outer peripheral sidewall of the energy-absorbing box to converge and contract towards the center. This allows the anti-collision beam and the energy-absorbing box to continuously strengthen their structure as the impact continues, resisting the impact. The second pleated piece supports the anti-collision sleeve through its own pleats and deforms to absorb energy during a frontal impact. The arc structure improves the support strength of the anti-collision beam and adapts to the vehicle structure. When subjected to a frontal impact, oblique impact, or side impact, the energy-absorbing connecting plate, the first foam aluminum block, and the second foam aluminum block further enhance the energy absorption effect and the overall structural strength. The energy-absorbing connecting plate, in conjunction with the energy-absorbing strut and support plate, absorbs the impact kinetic energy during side and oblique impacts, increasing the upper limit of the overall impact strength that can be withstood and coping with more unexpected situations. Attached Figure Description

[0024] To facilitate understanding by those skilled in the art, the present invention will be further described below with reference to the accompanying drawings.

[0025] Figure 1 This is a top view of the overall structure of the present invention;

[0026] Figure 2 This is a side view of the overall structure of the present invention;

[0027] Figure 3 This is a top view of the internal structure of the present invention;

[0028] Figure 4 This is a three-dimensional view of the overall structure of the anti-collision side beam of the present invention;

[0029] Figure 5 This is a partial three-dimensional view of the anti-collision sleeve of the present invention;

[0030] Figure 6 for Figure 5 Enlarged view of region A in the middle;

[0031] In the diagram: 1. Anti-collision crossbeam; 2. Energy-absorbing box; 3. Support plate; 4. First support piece; 5. Anti-collision sleeve; 6. Support side plate; 7. Connecting sleeve; 8. Anti-collision side beam; 9. Second support piece; 10. Connecting side plate; 11. First hinge seat; 12. Energy-absorbing strut; 13. Second hinge seat; 14. Support seat; 15. Support screw; 16. Limiting nut; 17. Energy-absorbing connecting plate; 18. First aluminum foam block; 19. Second aluminum foam block; 20. First corrugated piece; 21. Second corrugated piece; 22. Mounting sleeve; 23. Collapse guide groove. Detailed Implementation

[0032] To further illustrate the technical means and effects of the present invention in achieving its intended purpose, the following detailed description of the specific implementation methods, structures, features, and effects of the present invention, in conjunction with the accompanying drawings and preferred embodiments, is provided below.

[0033] Please see Figure 1-6 As shown: A front anti-collision beam structure for automobiles includes an anti-collision crossbeam 1. One side of the anti-collision crossbeam 1 is provided with a support plate 3 for connecting with the longitudinal beam of the automobile. The anti-collision crossbeam 1 is connected to the support plate 3 through two symmetrically arranged energy-absorbing boxes 2. The anti-collision crossbeam 1 has a hollow square tube structure. Both ends of the anti-collision crossbeam 1 are movably sleeved with anti-collision sleeves 5. Support side plates 6 are installed at the outer ends of the two anti-collision sleeves 5. Anti-collision side beams 8 are fixedly connected to the side of the two support side plates 6 near the anti-collision sleeves 5. Energy-absorbing struts 12 are installed between the side of the two anti-collision side beams 8 near the anti-collision sleeves 5 and the support plate 3. Several first support plates 4 are fixedly connected to the middle of the inner side of the anti-collision crossbeam 1 in an equidistant and evenly distributed manner. Several first pleated plates 20 are installed between the first support plates 4 near the anti-collision sleeves 5 on each side and the anti-collision sleeves 5.

[0034] In this embodiment, the anti-collision beam 1 and energy-absorbing box 2 support the frontal impact of the vehicle, preventing damage to the driver's and passenger's cabs during a frontal impact. The first support plate 4 reinforces the structure of the anti-collision beam 1, allowing it to effectively guide the impact to the energy-absorbing box 2 upon impact. The energy-absorbing box 2 absorbs energy and resists impact through full contraction. The anti-collision sleeve 5, located at the outer end of the anti-collision beam 1, and the anti-collision side beam 8 support the vehicle against diagonal impacts from the left and right sides. The energy-absorbing strut 12 absorbs energy and resists impact through full contraction. The length of the anti-collision sleeve 5 extending out of the anti-collision beam 1 is adjusted to accommodate the width of different vehicles, thereby fully protecting each vehicle. When the anti-collision sleeve 5 extends a certain distance out of the anti-collision beam 1, the first pleated piece 20 extends. The first pleated piece 20 is made of metal. The continuous folding of the first pleated piece 20 forms pleats, and the pleats are perpendicular to the front and rear sides of the anti-collision beam 1. This allows the first pleated piece 20 to support the anti-collision beam 1 through several pleats, filling the gaps caused by the extension of the anti-collision sleeve 5, ensuring the structural strength of the anti-collision beam 1, and fully coping with various frontal and oblique impacts.

[0035] The anti-collision beam 1 has several positioning holes evenly distributed in a rectangular array on both sides near and away from the support plate 3. The anti-collision sleeve 5 is fitted with a bolt at one end near the first pleated piece 20, and the bolt passes through the positioning hole. During operation, after the length of the anti-collision sleeve 5 extending out of the anti-collision beam 1 is determined, the extension length of the anti-collision sleeve 5 is fixed by the bolt and the positioning hole.

[0036] The upper and lower sides of the anti-collision beam 1, the upper and lower sides of the anti-collision sleeve 5, the outer periphery of the energy-absorbing box 2, and the outer periphery of the energy-absorbing strut 12 are all provided with collapsible guide grooves 23. The collapsible guide grooves 23 are recessed into their respective surfaces. During operation, when subjected to a frontal impact, the anti-collision beam 1 and the energy-absorbing box 2 simultaneously contract and deform to absorb energy. The collapsible guide grooves 23 guide the upper and lower sides of the anti-collision beam 1 to converge and contract towards the center, and guide the outer periphery of the energy-absorbing box 2 to converge and contract towards the center. This allows the anti-collision beam 1 and the energy-absorbing box 2 to continuously strengthen their own structure as the impact continues, resisting the impact and thus protecting the structure of the middle of the car, thereby protecting the occupants in the front seats of the car.

[0037] A connecting sleeve 7 is fixedly connected to the middle of one side of the support side plate 6 and the anti-collision side beam 8. The support side plate 6 is fixedly connected to the anti-collision sleeve 5 through the connecting sleeve 7. During operation, the anti-collision side beam 8 can be quickly disassembled and assembled through the connecting sleeve 7, which is convenient for maintenance.

[0038] A connecting side plate 10 is fixedly connected to the side of the anti-collision side beam 8 near the energy-absorbing strut 12. Several first hinge seats 11 are fixedly connected in parallel on the connecting side plate 10. Several support seats 14 are fixedly connected in parallel in the middle of the side of the support plate 3 near the energy-absorbing strut 12. A support screw 15 is threadedly sleeved at one end of the energy-absorbing strut 12 near the support plate 3. A limit nut 16 is threadedly sleeved in the middle of the support screw 15. A second hinge seat 13 is rotatably sleeved at one end of the support screw 15 near the support seat 14. The second hinge seat 13 is hinged to the support seat 14. The energy-absorbing strut 12 is hinged to the first hinge seat 11.

[0039] In this embodiment, when adjusting the extension length of the anti-collision sleeve 5 from the anti-collision beam 1, first move the limiting nut 16 to separate the limiting nut 16 from the energy-absorbing strut 12. Then rotate the support screw 15 to adjust the extension length of the support screw 15 beyond the energy-absorbing strut 12, so that the extension length of the support screw 15 beyond the energy-absorbing strut 12 matches the extension length of the anti-collision sleeve 5. Then, the limiting nut 16 abuts against the end of the energy-absorbing strut 12 to fix the extension length of the support screw 15, providing stable support for the anti-collision side beam 8, thereby making the car more safely cope with the oblique impact from the front, eliminating the safety blind spot. The energy-absorbing strut 12 and the energy-absorbing box 2 cooperate to retract and absorb energy, which greatly improves the overall structural strength and more comprehensively protects the safety of the front row of the car.

[0040] The anti-collision sleeve 5 has several second corrugated plates 21 arranged side by side. The second corrugated plates 21 support the anti-collision sleeve 5 through their own folds and deform to absorb energy during a frontal impact. The energy-absorbing box 2 is mounted on the anti-collision beam 1 through the mounting bracket 22. The two sides of the anti-collision beam 1 near and away from the support plate 3 are both concentric arc-shaped. The arc structure improves the support strength of the anti-collision beam 1 and adapts to the vehicle structure. An energy-absorbing connecting plate 17 is fixedly connected between the anti-collision beam 1 and the support base 14. Several equidistant and evenly distributed second corrugated plates are fixedly connected side by side inside the anti-collision side beam 8. The support plate 9 and the anti-collision crossbeam 1 are filled with a first foam aluminum block 18 located between the first support plate 4. The anti-collision side beam 8 is filled with a second foam aluminum block 19 located between the second support plate 9. When subjected to frontal, oblique, or lateral impact, the energy absorption effect and overall structural strength are further enhanced by the energy-absorbing connecting plate 17, the first foam aluminum block 18, and the second foam aluminum block 19. When subjected to lateral or oblique impact, the energy-absorbing connecting plate 17 works with the energy-absorbing strut 12 and the support plate 3 to absorb the impact kinetic energy, thereby increasing the upper limit of the overall impact strength that can be withstood and coping with more unexpected situations.

[0041] In use, this invention supports the frontal impact of a vehicle through the anti-collision beam 1 and the energy-absorbing box 2, preventing damage to the driver's and passenger's cabs during a frontal impact. The structure of the anti-collision beam 1 is reinforced by the first support plate 4. Upon impact, the anti-collision beam 1 effectively guides the impact to the energy-absorbing box 2, which absorbs energy and resists impact through full contraction. The anti-collision sleeve 5, located at one end outside the anti-collision beam 1, and the anti-collision side beam 8 support the vehicle against diagonal impacts from the left and right sides. The energy-absorbing strut 12 absorbs energy and resists impact through full contraction. The length of the anti-collision sleeve 5 extending out of the anti-collision beam 1 is adjusted to adapt to the width of different cars, thereby fully protecting each car. When the anti-collision sleeve 5 extends out of the anti-collision beam 1 for a certain distance, the first pleated piece 20 extends. The first pleated piece 20 is made of metal. The continuous folding of the first pleated piece 20 forms pleats, and the pleats are perpendicular to the front and rear sides of the anti-collision beam 1. This allows the first pleated piece 20 to support the anti-collision beam 1 through several pleats, filling the gaps caused by the extension of the anti-collision sleeve 5, ensuring the structural strength of the anti-collision beam 1, and fully coping with various frontal and oblique impacts.

[0042] Once the length of the anti-collision sleeve 5 extending beyond the anti-collision crossbeam 1 is determined, the extension length of the anti-collision sleeve 5 is fixed by bolts and positioning holes. The anti-collision side beam 8 can be quickly disassembled and assembled through the connecting sleeve 7 for easy maintenance. When adjusting the extension length of the anti-collision sleeve 5 from the anti-collision crossbeam 1, first move the limiting nut 16 to separate the limiting nut 16 from the energy-absorbing strut 12. Then rotate the support screw 15 to adjust the extension length of the support screw 15 beyond the energy-absorbing strut 12 so that the extension length of the support screw 15 beyond the energy-absorbing strut 12 matches the extension length of the anti-collision sleeve 5. Then, the limiting nut 16 abuts against the end of the energy-absorbing strut 12 to fix the extension length of the support screw 15, providing stable support for the anti-collision side beam 8. This makes the car more safe to deal with oblique impacts from the front, eliminating blind spots. The energy-absorbing strut 12 and the energy-absorbing box 2 work together to retract and absorb energy, greatly improving the overall structural strength and providing more comprehensive protection for the safety of the front row of the car.

[0043] When subjected to a frontal impact, the anti-collision beam 1 and the energy-absorbing box 2 simultaneously contract and deform to absorb energy. The collapse guide groove 23 guides the upper and lower sides of the anti-collision beam 1 to converge and contract towards the center, and guides the outer peripheral sidewall of the energy-absorbing box 2 to converge and contract towards the center. This allows the anti-collision beam 1 and the energy-absorbing box 2 to continuously strengthen their structure as the impact continues, resisting the impact. The second corrugated piece 21 supports the anti-collision sleeve 5 through its own folds and deforms to absorb energy during a frontal impact. The arc-shaped structure improves the support strength of the anti-collision beam 1 and adapts to the vehicle structure. When subjected to a frontal impact, oblique impact, or side impact, the energy-absorbing connecting plate 17, the first foam aluminum block 18, and the second foam aluminum block 19 further enhance the energy absorption effect and the overall structural strength. During side and oblique impacts, the energy-absorbing connecting plate 17 works with the energy-absorbing strut 12 and the support plate 3 to absorb the impact kinetic energy, increasing the upper limit of the overall impact strength that can be withstood and coping with more unexpected situations.

[0044] The above description is merely a preferred embodiment of the present invention and is not intended to limit the present invention in any way. Although the present invention has been disclosed above with reference to preferred embodiments, it is not intended to limit the present invention. Any person skilled in the art can make some modifications or alterations to the above-disclosed technical content to create equivalent embodiments without departing from the scope of the present invention. Any simple modifications, equivalent changes and alterations made to the above embodiments based on the technical essence of the present invention without departing from the scope of the present invention shall still fall within the scope of the present invention.

Claims

1. A front bumper beam structure for automobiles, characterized in that, The system includes a crossbeam (1), with a support plate (3) on one side for connecting to the longitudinal beam of the vehicle. The crossbeam (1) is connected to the support plate (3) through two symmetrically arranged energy-absorbing boxes (2). Both ends of the crossbeam (1) are movably fitted with a crossbeam sleeve (5). Support side plates (6) are installed at the outer end of the two crossbeam sleeves (5). A crossbeam (8) is fixedly connected to the side of the two support side plates (6) near the crossbeam sleeve (5). An energy-absorbing strut (12) is installed between the side of the two crossbeams (8) near the crossbeam sleeve (5) and the support plate (3). Several first support plates (4) are fixedly connected to the middle of the inner side of the crossbeam (1). Several first pleated plates (20) are installed between the first support plate (4) near the crossbeam sleeve (5) and the crossbeam sleeve (5) on each side. A connecting sleeve (7) is fixedly connected to the middle of one side of the anti-collision side beam (8) on the supporting side plate (6), and the supporting side plate (6) is fixedly sleeved with the anti-collision sleeve (5) through the connecting sleeve (7); The anti-collision side beam (8) is fixedly connected to a connecting side plate (10) on the side near the energy-absorbing strut (12). Several first hinge seats (11) are fixedly connected in parallel on the connecting side plate (10). Several support seats (14) are fixedly connected in parallel in the middle of the side of the support plate (3) near the energy-absorbing strut (12). The energy-absorbing strut (12) is threaded with a support screw (15) at one end near the support plate (3). A limit nut (16) is threaded in the middle of the support screw (15). A second hinge seat (13) is rotatably sleeved at one end of the support screw (15) near the support seat (14). The second hinge seat (13) is hinged to the support seat (14), and the energy-absorbing strut (12) is hinged to the first hinge seat (11).

2. The automotive front anti-collision beam structure according to claim 1, characterized in that, Collapse guide grooves (23) are provided on the upper and lower sides of the anti-collision beam (1), the upper and lower sides of the anti-collision sleeve (5), the outer periphery of the energy absorption box (2), and the outer periphery of the energy absorption strut (12).

3. The automotive front anti-collision beam structure according to claim 1, characterized in that, The anti-collision sleeve (5) has several second pleated pieces (21) arranged in parallel inside.

4. The automotive front anti-collision beam structure according to claim 1, characterized in that, The energy-absorbing box (2) is installed on the anti-collision beam (1) via the mounting bracket (22). The two sides of the anti-collision beam (1) that are close to and away from the support plate (3) are both concentric arcs.

5. The automotive front anti-collision beam structure according to claim 1, characterized in that, An energy-absorbing connecting plate (17) is fixedly connected between the anti-collision beam (1) and the support base (14), and several second support plates (9) are fixedly connected side by side inside the anti-collision side beam (8).

6. The automotive front anti-collision beam structure according to claim 5, characterized in that, The anti-collision crossbeam (1) is filled with a first foam aluminum block (18) between the first support plate (4), and the anti-collision side beam (8) is filled with a second foam aluminum block (19) between the second support plate (9).

7. The automotive front anti-collision beam structure according to claim 1, characterized in that, The anti-collision beam (1) has several positioning holes evenly distributed in a rectangular array on both sides near and away from the support plate (3). The anti-collision sleeve (5) has a bolt installed at one end near the first pleated piece (20), and the bolt passes through the positioning hole.

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