Shank beam assembly, shank beam active adjustable system, shank beam active adjustable method and vehicle

Abstract

The invention relates to a shank beam assembly, a shank beam active adjustable system, an adjusting method and a vehicle, the shank beam assembly comprises a shank beam and a supporting mechanism, one end of the supporting mechanism is connected with the shank beam, the other end of the supporting mechanism is suitable for being connected with a vehicle body, and the supporting mechanism has multiple adjustable rigidity values. According to the shank beam assembly, through the arranged supporting mechanism, the rigidity value of the supporting mechanism can be adjusted, the rigidity value of the supporting mechanism can be changed in different application scenes, due to the fact that the supporting mechanism is connected with the shank beam, the rigidity of the shank beam is changed after the rigidity value of the supporting mechanism is changed, and the shank beam assembly can be used in different collision scenes. Different rigidity values are achieved, so that the requirements of different scenes are met, pedestrians can be protected, crumple energy absorption can be achieved, and the maintenance cost is reduced.

Description

Technical Field

[0001] The present disclosure relates to the technical field of vehicle manufacturing, and in particular to a calf beam assembly, a calf beam active adjustable system and an adjustment method, and a vehicle. Background Art

[0002] The stiffness of the calf beam in the related technology is fixed and cannot be adjusted according to different scenarios, and cannot simultaneously meet the protection needs of pedestrians and passengers in different working scenarios. Summary of the invention

[0003] The purpose of the present disclosure is to provide a calf beam assembly, a calf beam active adjustable system and adjustment method and a vehicle to solve the problems in the above-mentioned related technologies.

[0004] In order to achieve the above objectives, one aspect of the present disclosure provides a calf beam assembly, comprising: shank beam; A support mechanism, one end of which is connected to the calf beam, and the other end of which is suitable for being connected to the vehicle body, and the support mechanism has a plurality of adjustable stiffness values.

[0005] Optionally, the support mechanism is arranged along a first direction; The first direction is set as the front-rear direction of the vehicle, and in the first direction, the calf beam is located in front of the supporting mechanism.

[0006] Optionally, one end of the support mechanism is plug-fitted with the calf beam.

[0007] Optionally, a first plug-in structure is provided at one end of the support mechanism, and a mounting piece is provided at the calf beam, and the first plug-in structure is plug-fitted with the mounting piece.

[0008] Optionally, the first plug-in structure includes a fixing member and an inserting member, the inserting member is connected to the fixing member, and the fixing member is connected to the supporting mechanism.

[0009] Optionally, a slot is provided on the mounting member, and an end of the inserting member away from the fixing member is suitable for being inserted into the slot.

[0010] Optionally, a first through hole is formed on the insert, and a second through hole is formed on the mounting member, the first through hole corresponds to the second through hole, and the first through hole and the second through hole are suitable for connecting bolts to pass through.

[0011] Optionally, the number of the inserting components of the first plug-in structure is two, and the two inserting components are arranged opposite to each other in the up and down directions.

[0012] Optionally, one of the inserts is connected to the upper end of the fixing member, and the other insert is connected to the lower end of the fixing member.

[0013] Optionally, the first plug-in structure further includes a cylinder, two ends of which are respectively connected to the first through holes on the two inserts, and the cylinder is sleeved on the connecting bolt.

[0014] Optionally, the insert comprises a support plate and an inclined plate, the support plate is connected to the fixing member, and the inclined plate is connected to an end of the support plate away from the fixing member.

[0015] Optionally, the number of the inserts in the first plug-in structure is two, the two inserts are arranged opposite to each other, the inclined plates of the two inserts are arranged at intervals, and in the direction away from the fixing member, the inclined plates of the two inserts are inclined in a direction towards each other.

[0016] Optionally, a first positioning portion is provided on the inserting member, and a second positioning portion is provided on the mounting member, and the first positioning portion is suitable for cooperating with the second positioning portion so that the mounting member and the first plug-in structure are assembled and positioned.

[0017] Optionally, one of the first positioning portion and the second positioning portion is configured as a positioning groove, and the other is configured as a positioning pin, a notch of the positioning groove is arranged opposite to the positioning pin, and the positioning pin is suitable for being inserted into the positioning groove.

[0018] Optionally, the support mechanism is configured to be able to extend or shorten in a first direction.

[0019] Optionally, the support mechanism is configured as an oil-gas spring or an air spring.

[0020] Optionally, the calf beam assembly further comprises a stiffness control module, wherein the stiffness control module is connected to the support mechanism, and the stiffness control module is suitable for adjusting the stiffness value of the support mechanism.

[0021] Optionally, the number of the supporting mechanisms is two, the two supporting mechanisms are arranged in parallel, and the two supporting mechanisms are respectively connected to two ends of the calf beam in the second direction; Wherein, the second direction is set to the left and right direction of the vehicle.

[0022] Optionally, one end of the support mechanism is connected to the calf beam, and the other end of the support mechanism is suitable for being connected to a sub-frame.

[0023] Optionally, a second plug-in structure is provided at the other end of the support mechanism, and the second plug-in structure is suitable for plugging and matching with the sub-frame.

[0024] A second aspect of the present disclosure further provides a calf beam active adjustable system, comprising a control unit, a detection module and the above-mentioned calf beam assembly.

[0025] Optionally, the detection module is electrically connected to the control unit, and the detection module is configured to detect the type of the collided target and the relative speed between the collided target and the vehicle; The control unit can adjust the stiffness value of the support mechanism according to the relative speed between the collision target and the vehicle and the type of the collision target.

[0026] Optionally, the collided target is located in front of the vehicle.

[0027] Optionally, the detection module includes a speed sensor, which is electrically connected to the control unit and is used to detect the relative speed between the vehicle and the collided target.

[0028] Optionally, the detection module includes a visual sensor, which is electrically connected to the control unit and is used to detect the type of the collided target.

[0029] Optionally, the detection module includes a millimeter wave radar, which is electrically connected to the control unit and is used to detect the distance between the vehicle and the collided target.

[0030] Optionally, the detection module includes a laser radar, and the laser radar is used to detect the type of the collided target.

[0031] Optionally, the support mechanism has a first stiffness value and a second stiffness value; The control unit compares the relative speed with a preset speed, and if the relative speed is less than or equal to the preset speed, the support mechanism is adjusted to the first stiffness value; If the relative speed is greater than the preset speed, the support mechanism is adjusted to the second stiffness value.

[0032] Optionally, the first stiffness value includes a first sub-stiffness value and a second sub-stiffness value; If the relative speed is less than or equal to the preset speed, and the collided target is of the first type, the support mechanism is adjusted to the first sub-stiffness value; If the relative speed is less than or equal to the preset speed, and the collided object is of the second type, the support mechanism is adjusted to the second sub-stiffness value.

[0033] Optionally, the first category is pedestrians, and the second category is objects.

[0034] Optionally, the first sub-stiffness value is greater than the second stiffness value, and the second stiffness value is greater than the second sub-stiffness value.

[0035] Optionally, the preset speed is set to 10km / h-20km / h.

[0036] The third aspect of the present disclosure further provides a method for adjusting a calf beam active adjustable system, comprising: Detecting the collided target; Detecting the relative speed between the vehicle and the collided target; The stiffness value of the support mechanism of the calf beam assembly is adjusted according to the relative speed.

[0037] Optionally, the support mechanism has a first stiffness value and a second stiffness value; The step of adjusting the stiffness value of the support mechanism of the calf beam assembly according to the relative speed includes: comparing the relative speed with a preset speed, and if the relative speed is less than or equal to the preset speed, adjusting the support mechanism to the first stiffness value; If the relative speed is greater than the preset speed, the support mechanism is adjusted to the second stiffness value.

[0038] Optionally, the collided target includes a pedestrian or an object; The first stiffness value of the supporting mechanism is adjusted according to the type of the object to be collided.

[0039] Optionally, the first stiffness value includes a first sub-stiffness value and a second sub-stiffness value; The adjusting the first stiffness value of the support mechanism according to the type of the collided target includes: If the relative speed is less than or equal to the preset speed, and the collided target is a pedestrian, the support mechanism is adjusted to the first sub-stiffness value; If the relative speed is less than or equal to the preset speed, and the collided target is an object, the support mechanism is adjusted to the second sub-stiffness value.

[0040] Optionally, the first sub-stiffness value is greater than the second stiffness value, and the second stiffness value is greater than the second sub-stiffness value.

[0041] The third aspect of the present disclosure also provides a vehicle, comprising the above-mentioned calf beam assembly, or comprising the above-mentioned calf beam active adjustable system.

[0042] The above technical solution, through the support mechanism, the stiffness value of the support mechanism can be adjusted, and the stiffness value of the support mechanism can be changed in different application scenarios. Since the support mechanism is connected to the calf beam, after the stiffness value of the support mechanism is changed, the rigidity of the calf beam is also changed, and different stiffness values ​​can be achieved in different collision scenarios, thereby meeting the needs of different scenarios, and can protect pedestrians and achieve crushing energy absorption to protect the safety of passengers. In addition, when the calf beam collides, the support mechanism can collapse, which can produce a crushing energy absorption effect, thereby reducing the damage caused by the collision, and the maintenance cost of the support mechanism is low, which can greatly reduce the maintenance cost.

[0043] Other features and advantages of the present disclosure will be described in detail in the following detailed description. BRIEF DESCRIPTION OF THE DRAWINGS

[0044] The accompanying drawings are used to provide a further understanding of the present disclosure and constitute a part of the specification. Together with the following specific embodiments, they are used to explain the present disclosure but do not constitute a limitation of the present disclosure. In the accompanying drawings: Figure 1 It is a schematic structural diagram of a calf beam assembly according to an embodiment of the present disclosure.

[0045] Figure 2 It is a structural schematic diagram of a support mechanism and a first plug-in structure according to an embodiment of the present disclosure.

[0046] Figure 3 It is a structural schematic diagram of the connection relationship between the first plug-in structure and the mounting member in one embodiment of the present disclosure.

[0047] Figure 4 It is a structural schematic diagram of the connection relationship between the calf beam assembly and the subframe of an embodiment of the present invention.

[0048] Figure 5 It is a schematic diagram of the circuit connection relationship of the active adjustable calf beam system of an embodiment of the present invention.

[0049] Figure 6 It is a flow chart of an adjustment method of an active adjustable calf beam system according to an embodiment of the present disclosure.

[0050] Description of Reference Numerals 1. Calf beam; 2. Support mechanism; 3. Subframe; 4. first plug-in structure, 41. fixing member, 42. inserting member, 421. supporting plate, 422. inclined plate, 43. first through hole, 44. cylinder, 45. first positioning portion; 5. mounting member, 51. slot, 52. second positioning portion, 53. second through hole; 6. Connecting bolts; 7. The second plug-in structure. DETAILED DESCRIPTION

[0051] The specific implementation of the present disclosure is described in detail below in conjunction with the accompanying drawings. It should be understood that the specific implementation described herein is only used to illustrate and explain the present disclosure, and is not used to limit the present disclosure.

[0052] In the present disclosure, unless otherwise stated, the first direction is set as the front-to-rear direction of the vehicle, the second direction is set as the left-to-right direction of the vehicle, the third direction is set as the height direction of the vehicle, and "inside and outside" refer to the inside and outside of the relevant parts. In addition, the terms "first", "second", etc. are only used to distinguish descriptions and cannot be understood as indicating or implying relative importance.

[0053] In the description of the present disclosure, it is also necessary to explain that, unless otherwise clearly specified and limited, the terms "disposed" and "connected" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection, it can be a direct connection, it can be indirectly connected through an intermediate medium, and it can be the internal communication of two elements. For ordinary technicians in this field, the specific meanings of the above terms in the present disclosure can be understood according to specific circumstances.

[0054] The calf beam is a protective structure for pedestrians when a vehicle collides with a pedestrian. The calf beam is located in front of the anti-collision beam in the front and rear directions of the vehicle. Therefore, when the front of the vehicle collides, the calf beam contacts the colliding pedestrian or object before the anti-collision beam.

[0055] The stiffness of the calf beam in the related technology is fixed and cannot be adjusted according to different scenarios, and cannot simultaneously meet the protection requirements for pedestrians and passengers in different working conditions. In other words, when a vehicle collides with a pedestrian, it can provide a certain degree of pedestrian protection, but when the vehicle collides with other objects, the structure of the calf beam cannot effectively absorb energy and cannot effectively protect the safety of the passengers. In addition, the calf beam, energy absorption box and anti-collision beam will all be severely damaged, resulting in high vehicle maintenance costs.

[0056] For this reason, Figure 1-Figure 4 As shown, one aspect of the present disclosure provides a calf beam assembly, including a calf beam 1 and a supporting mechanism 2 .

[0057] One end of the support mechanism 2 is connected to the calf beam 1 , and the other end is suitable for being connected to the vehicle body. The support mechanism 2 has a plurality of adjustable stiffness values.

[0058] In the above technical solution, the stiffness value of the support mechanism 2 can be adjusted by setting the support mechanism 2, and the stiffness value of the support mechanism 2 can be changed in different application scenarios. Since the support mechanism 2 is connected to the calf beam 1, after the stiffness value of the support mechanism 2 is changed, the rigidity of the calf beam 1 is also changed, and different stiffness values ​​can be achieved in different collision scenarios, thereby meeting the needs of different scenarios, and can protect pedestrians, and can also achieve crushing energy absorption, reducing maintenance costs. In addition, when the calf beam 1 collides, the support mechanism 2 can collapse, which can produce a crushing energy absorption effect, thereby reducing the damage caused by the collision, and the maintenance cost of the support mechanism 2 is low, which can greatly reduce the maintenance cost.

[0059] Optionally, the support mechanism 2 is arranged along a first direction, wherein the first direction is arranged as the front-rear direction of the vehicle, and in the first direction, the calf beam 1 is located in front of the support mechanism 2. By such an arrangement, the support mechanism 2 can be used to adjust the stiffness of the calf beam 1 in the first direction, and can better adapt to different application scenarios.

[0060] Optionally, in an embodiment of the present disclosure, the support mechanism 2 is configured to be able to extend or shorten in a first direction.

[0061] Among them, the support mechanism 2 can extend or shorten in a first direction, and the support mechanism 2 can push the calf beam 1 to move forward and backward in the first direction, which can change the position of the calf beam 1 relative to the front guard and anti-collision beam. It can be applied to different vehicle models to improve versatility, and the position of the calf beam 1 can also be adjusted as needed. At the same time, the support mechanism 2 can retract, which can facilitate the shortening and collapse of the support mechanism 2 and is more conducive to energy absorption.

[0062] Optionally, in an embodiment of the present disclosure, in the first direction, the support mechanism 2 is located between the calf beam 1 and the sub-frame 3, one end of the support mechanism 2 is connected to the calf beam 1, and the other end is suitable for connecting to the sub-frame 3. Through such an arrangement, the sub-frame 3 can generate a supporting force for the support mechanism 2, so that when a collision occurs, the support mechanism 2 can collapse to achieve energy absorption and protect the sub-frame 3.

[0063] In addition, the support mechanism 2 can change the position of the calf beam 1 relative to the subframe 3. It is understandable that the distance between the calf beam 1 and the subframe 3 may be different on different vehicle models, and can be adjusted by the support mechanism 2 to achieve the universality of different vehicle models. In some examples, when the vehicle is in the factory state, the support mechanism 2 can be set to the longest, so that the distance between the calf beam 1 and the subframe 3 is the farthest. At this time, the calf beam 1 can be as close to the front bumper as possible, and can be close to the front bumper.

[0064] Optionally, in another embodiment of the present disclosure, in the first direction, one end of the support mechanism 2 away from the calf beam 1 may be connected to the front longitudinal beam or the front anti-collision beam.

[0065] In order to facilitate the disassembly, maintenance and replacement of the support mechanism 2, optionally, in one embodiment of the present disclosure, one end of the support mechanism 2 is detachably connected to the calf beam 1, and the other end of the support mechanism 2 is used to be detachably connected to the sub-frame 3. In some examples, one end of the support mechanism 2 is plugged into and matched with the calf beam 1, and the other end of the support mechanism 2 is used to be plugged into and matched with the sub-frame 3.

[0066] Among them, the support mechanism 2 can be easily disassembled from the calf beam 1 and the subframe 3, so that the support mechanism 2 can be maintained and replaced, thereby reducing the maintenance cost. It is understandable that after a collision occurs in the vehicle, the support mechanism 2 shortens to absorb the collision energy and is damaged, and the support mechanism 2 can be directly disassembled and replaced, thereby reducing the maintenance cost. At the same time, the detachable design of the support mechanism 2, the calf beam 1 and the subframe 3 can also be applied to the transformation and upgrading of existing vehicles, and can be assembled and connected with the calf beam 1 and the subframe 3 of the existing vehicle.

[0067] In order to improve the assembly efficiency of the support mechanism 2 and the calf beam 1, optionally, in an embodiment of the present disclosure, a first plug-in structure 4 is provided at one end of the support mechanism 2, and a mounting member 5 is provided at the calf beam 1, and the first plug-in structure 4 is plug-fitted with the mounting member 5.

[0068] The first plug-in structure 4 and the mounting member 5 can be quickly connected and assembled with high connection efficiency. In some examples, the first plug-in structure 4 and the mounting member 5 are plug-fitted. In other examples, the first plug-in structure 4 and the mounting member 5 can be snap-fitted.

[0069] Optionally, the first plug-in structure 4 and the mounting member 5 can first be assembled and positioned by plug-in fit or snap-fit ​​fit, and then a secondary connection can be achieved by connecting bolts 6 to improve the connection strength and ensure reliability and stability.

[0070] Optionally, in an embodiment of the present disclosure, the first plug-in structure 4 includes a fixing member 41 and an inserting member 42 , the inserting member 42 is connected to the fixing member 41 , and the fixing member 41 is connected to the supporting mechanism 2 .

[0071] Optionally, a slot 51 is provided on the mounting member 5 , and one end of the inserting member 42 away from the fixing member 41 is suitable for being inserted into the slot 51 .

[0072] The fixing member 41 is used to support the inserting member 42, and the fixing member 41 is used to connect with the end of the supporting mechanism 2. It can be understood that one end of the fixing member 41 is connected with the end of the supporting mechanism 2, and the inserting member 42 is located at the other end of the fixing member 41, one end of the inserting member 42 is connected with the fixing member 41, and the other end of the inserting member 42 is used to cooperate with the slot 51 of the mounting member 5, and the inserting member 42 can be inserted into the slot 51 as a whole, so as to realize the assembly connection between the first plug-in structure 4 and the mounting member 5.

[0073] The slot 51 of the mounting member 5 can accommodate the insert 42, so that the insert 42 can be inserted into the slot 51 as a whole. It can be understood that the slot 51 of the mounting member 5 faces the insert 42, so that the insert 42 can be easily inserted into the slot 51. In some examples, at least one side of the slot 51 can fit with the insert 42 to achieve a limiting effect and prevent the insert 42 from shaking in the slot 51.

[0074] In order to improve the connection strength, in one embodiment of the present disclosure, a first through hole 43 is provided on the insert 42, and a second through hole 53 is provided on the mounting member 5. The first through hole 43 corresponds to the second through hole 53, and the first through hole 43 and the second through hole 53 are suitable for passing the connecting bolt 6. The connecting bolt 6 passes through the first through hole 43 and the second through hole 53, so that the connecting bolt 6 is connected to the first plug-in structure 4 and the mounting member 5. The connecting bolt 6 can be fixed as a secondary connection, thereby improving the connection strength between the first plug-in structure 4 and the mounting member 5.

[0075] It can be understood that the first through hole 43 passes through the insert 42, and the second through hole 53 passes through the outer wall of the mounting member 5 and is connected to the slot 51. That is to say, the second through hole 53 is connected to the two oppositely arranged slot walls of the slot 51, so that the connecting bolt 6 can pass through the mounting member 5. When the insert 42 is inserted into the slot 51, the first through hole 43 and the second through hole 53 can be connected. At this time, the connecting bolt 6 can be inserted into the first through hole 43 and the second through hole 53 to achieve connection and fixation.

[0076] Optionally, the number of the first through holes 43 on the insert 42 may be one, or two or more, and may be set as required. The number of the second through holes 53 on the corresponding mounting member 5 corresponds to the number of the first through holes 43. In some examples, the number of the first through holes 43 and the number of the second through holes 53 are both two, and such a setting can ensure the connection strength and avoid excessive cost.

[0077] Optionally, in one embodiment of the present disclosure, each first plug-in structure 4 has two inserts 42, which are arranged opposite to each other. By so arranging, the matching stability between the insert 42 and the slot 51 can be improved, and the assembly stability between the first plug-in structure 4 and the mounting member 5 can be improved.

[0078] In some examples, the number of slots 51 of the mounting member 5 may be one, and the two inserts 42 are inserted into one slot 51, and the two inserts 42 are in contact with the groove walls on both sides of the slot 51. In other examples, the number of slots 51 of the mounting member 5 may also be two, and correspond to the inserts 42, so that each insert 42 is inserted into one slot 51. In some examples, the two inserts 42 of each first plug-in structure 4 are relatively spaced in the up-down direction, wherein the up-down direction refers to the direction determined by the vehicle driving state. Of course, in other examples, the two inserts 42 of the first plug-in structure 4 are relatively spaced in the left-right direction, and the left-right direction refers to the direction determined by the vehicle driving state.

[0079] Optionally, in an embodiment of the present disclosure, one insert 42 is connected to the upper end of the fixing member 41, and the other insert 42 is connected to the lower end of the fixing member 41. Here, the upper end and the lower end of the fixing member 41 are relative to the vehicle.

[0080] In order to further improve the connection and assembly efficiency, optionally, in one embodiment of the present disclosure, the first plug-in structure 4 also includes a cylinder 44, which is located between the two inserts 42, and the two ends of the cylinder 44 are respectively connected to the two inserts 42, and are respectively connected to the first through holes 43 on the two inserts 42, and the cylinder 44 is sleeved on the connecting bolt 6.

[0081] Among them, the cylinder 44 is hollow, and both ends of the cylinder 44 are open. The two ends of the cylinder 44 are respectively connected to the first through holes 43 of the two inserts 42, so that the connecting bolt 6 can be inserted into the cylinder 44 through the first through holes 43. The connecting bolt 6 can be guided and limited by the cylinder 44, so that when connecting and assembling, the connecting bolt 6 can be quickly set in place and connected, which greatly improves the assembly efficiency.

[0082] Optionally, in one embodiment of the present disclosure, the insert 42 includes a support plate 421 and an inclined plate 422, the support plate 421 is connected to the fixing member 41, and the inclined plate 422 is connected to one end of the support plate 421 away from the fixing member 41. By providing the inclined plate 422, after the insert 42 is inserted into the slot 51, the inclined plate 422 and the support plate 421 are in contact with the slot wall of the slot 51 respectively, which can increase the tightness of the connection between the insert 42 and the slot 51, thereby improving the connection strength between the insert 42 and the slot 51.

[0083] It can be understood that the insert 42 is configured as a plate-like structure, wherein the insert 42 corresponds to the slot 51 , the width of the slot 51 is slightly larger than the width of the insert 42 , and one insert 42 is inserted into one slot 51 , and the slot 51 produces a clamping effect on the insert 42 .

[0084] Optionally, in one embodiment of the present disclosure, the number of the inserting members 42 of each first plug-in structure 4 is two, the two inserting members 42 are arranged opposite to each other, the inclined plates 422 of the two inserting members 42 are arranged at intervals, and the inclined plates 422 of the two inserting members 42 are arranged in a direction of being close to each other in a direction away from the fixing member 41. By such an arrangement, the inclined plates 422 of the two inserting members 42 can facilitate the simultaneous insertion of the two inserting members 42 into one slot 51, which can improve the assembly efficiency.

[0085] It can be understood that when two inserts 42 are inserted into a slot 51, the distance between the two inserts 42 is close to the distance between the two side walls of the slot 51. If the two inserts 42 are directly inserted, it is easy to be difficult to insert them into the slot 51. The two inclined plates 422 are close to each other and the distance between the two inclined plates 422 is smaller than the distance between the two side walls of the slot 51, which allows the insert 42 to be inserted into the slot 51 very smoothly.

[0086] Optionally, in another embodiment of the present disclosure, the insert 42 is configured as a block structure.

[0087] In order to facilitate maintaining consistent assembly position between the insert 42 and the mounting member 5, optionally, in one embodiment of the present disclosure, a first positioning portion 45 is provided on the insert 42, and a second positioning portion 52 is provided on the mounting member 5, and the first positioning portion 45 is suitable for cooperating with the second positioning portion 52 to assemble and position the mounting member 5 with the first plug-in structure 4.

[0088] When the insert 42 is inserted into the slot 51 of the mounting member 5, the first positioning portion 45 can contact the second positioning portion 52 to achieve the positioning of the mounting member 5 and the first plug-in structure 4, thereby ensuring the connection consistency and adapting to the assembly consistency of different vehicle models, thereby improving the versatility. In some examples, the second positioning portion 52 can be located in the slot 51, and the first positioning portion 45 can be located at the end of the insert 42 away from the fixing member 41, that is, the first positioning portion 45 can be located on the inclined plate 422. In other examples, the first positioning portion 45 can also extend from the end of the insert 42 away from the fixing member 41 to the end of the insert 42 close to the fixing member 41, that is, the first positioning portion 45 can be located on the inclined plate 422 and the support plate 421.

[0089] In addition, the cooperation between the first positioning portion 45 and the second positioning portion 52 can also facilitate the mutual connection between the first through hole 43 on the insert 42 and the second through hole 53 on the mounting member 5. It can be understood that when the insert 42 is inserted into the slot 51, the first positioning portion 45 and the second positioning portion 52 are in contact, and at this time the first through hole 43 and the second through hole 53 are connected to each other.

[0090] Optionally, in an embodiment of the present disclosure, the number of the first positioning portions 45 may be one or more, and correspondingly, the number of the second positioning portions 52 may also be one or more, and the first positioning portions 45 and the second positioning portions 52 correspond one to one.

[0091] Optionally, in one embodiment of the present disclosure, one of the first positioning portion 45 and the second positioning portion 52 is configured as a positioning groove, and the other is configured as a positioning pin, the notch of the positioning groove is arranged opposite to the positioning pin, and the positioning pin is suitable for snapping into the positioning groove. By such an arrangement, when the insert 42 is inserted into the slot 51, the positioning pin can be snapped into the positioning groove to achieve positioning.

[0092] In some examples, the first positioning portion 45 is configured as a positioning groove, which is provided at one end of the insert 42 inserted into the slot 51, and the second positioning portion 52 is configured as a positioning pin, which extends along the third direction and is located at the bottom of the slot 51. The positioning groove is provided on the inclined plate 422 of the first plug-in structure 4.

[0093] Optionally, in another embodiment of the present disclosure, one of the first positioning portion 45 and the second positioning portion 52 is configured as a convex portion, and the other is configured as a concave portion, and the convex portion is suitable for being inserted into the concave portion. In some examples, the first positioning portion 45 is a convex portion, which is located on the side of the insert 42, and the second positioning portion 52 is a concave portion, which is provided on the groove wall of the slot 51.

[0094] Optionally, in an embodiment of the present disclosure, a second plug-in structure 7 is provided at the other end of the support mechanism 2 , and the second plug-in structure 7 is suitable for plugging and matching with the sub-frame 3 .

[0095] Optionally, in one embodiment of the present disclosure, a mounting member 5 is also provided on the sub-frame 3 , and the structure of the second plug-in structure 7 may be the same as or partially different from the structure of the first plug-in structure 4 , and the second plug-in structure 7 is plug-fitted with the mounting member 5 .

[0096] Optionally, in one embodiment of the present disclosure, the second plug-in structure 7 may also include a fixing member 41 and an inserting member 42, wherein the inserting member 42 is connected to the fixing member 41, and the fixing member 41 is connected to the supporting mechanism 2. A first through hole 43 is formed on the inserting member 42, and a second through hole 53 is formed on the mounting member 5, wherein the first through hole 43 corresponds to the second through hole 53, and the first through hole 43 and the second through hole 53 are suitable for the connection bolt 6 to pass through.

[0097] The number of the inserting members 42 of each second plug-in structure 7 is two, and the two inserting members 42 are arranged opposite to each other, and the inclined plates 422 of the two inserting members 42 are arranged at intervals, and in the direction away from the fixing member 41, the inclined plates 422 of the two inserting members 42 are arranged in an inclined direction toward each other. Among them, one inserting member 42 is connected to one side of the upper end of the fixing member 41, and the other inserting member 42 is connected to one side of the lower end of the fixing member 41, and the upper end and the lower end of the fixing member 41 are relative to the vehicle.

[0098] The insert 42 is provided with a first positioning portion 45, and the mounting member 5 is provided with a second positioning portion 52. One of the first positioning portion 45 and the second positioning portion 52 is configured as a positioning groove, and the other is configured as a positioning pin. The notch of the positioning groove is arranged opposite to the positioning pin, and the positioning pin is suitable for being inserted into the positioning groove. In some examples, a positioning groove is provided on one insert 42, and the positioning groove extends from the inclined plate 422 of the insert 42 to the support plate 421.

[0099] Optionally, in another embodiment of the present disclosure, two ends of the support mechanism 2 may be respectively attached to the calf beam 1 and the sub-frame 3 and directly connected by bolts.

[0100] Optionally, in one embodiment of the present disclosure, the support mechanism 2 is configured as an oil-gas spring or an air spring. By configuring in this way, it can be extended and adapted to different vehicle models, while achieving a better energy absorption effect and facilitating the adjustment of the stiffness value. Of course, the support mechanism 2 can also be configured as other structures that can extend and retract and adjust the stiffness value.

[0101] Optionally, in one embodiment of the present disclosure, the calf beam assembly further includes a stiffness control module, which is connected to the support mechanism 2, and is suitable for adjusting the stiffness value of the support mechanism 2. The stiffness control module can be set to adjust the stiffness value of the support mechanism 2, and can be coordinated with the system of the whole vehicle to achieve active static and dynamic adjustments. Among them, static can refer to the state of the vehicle when it is manufactured, and dynamic can refer to the state of the vehicle when it is stationary or moving during use.

[0102] Optionally, the stiffness control module can be connected to the central control cylinder assembly of the vehicle. In some examples, the support mechanism 2 is an oil-gas spring. When the stiffness value of the support mechanism 2 needs to be reduced, the hydraulic oil in the oil-gas spring flows back to the stiffness control module through the cooperation of the central control cylinder assembly and the stiffness control module, and the gas volume in the oil-gas spring increases and the air pressure decreases, thereby achieving the reduction of the stiffness value of the oil-gas spring.

[0103] Optionally, in one embodiment of the present disclosure, there are two support mechanisms 2, which are arranged in parallel and are respectively connected to the two ends of the calf beam 1 in the second direction. The second direction is set to the left and right direction of the vehicle. By setting it in this way, the balance of the two ends of the calf beam 1 can be ensured.

[0104] Optionally, in some other embodiments of the present disclosure, the number of the support mechanism 2 may be one, and the support mechanism 2 is located in the middle of the calf beam 1, or the number of the support mechanisms 2 is greater than two and is spaced apart along the second direction.

[0105] like Figure 5 As shown, the second aspect of the present disclosure further provides a calf beam active adjustable system, comprising a control unit, a detection module and the above-mentioned calf beam assembly.

[0106] Optionally, in an embodiment of the present disclosure, the detection module is electrically connected to the control unit, and the detection module is configured to detect the type of the collided target and the relative speed between the collided target and the vehicle.

[0107] The control unit can adjust the stiffness value of the support mechanism 2 of the calf beam assembly according to the relative speed between the collided object and the vehicle and the type of the collided object.

[0108] Among them, the detection module can identify the type of the collided target and can also detect the relative speed between the collided target and the vehicle. The detection result can be fed back to the control unit, and the control unit compares the relative speed with the preset speed, so as to control the adjustment of the stiffness value of the support mechanism 2. In some examples, the control unit can be a vehicle control VCU, which is the core electronic control unit for realizing vehicle control decisions. The control unit is connected to the above-mentioned stiffness control module, and the stiffness value of the support mechanism is adjusted through the stiffness control module.

[0109] Optionally, the object to be collided is located in front of the vehicle, so that the calf beam can be in contact with the object to be collided.

[0110] Optionally, in an embodiment of the present disclosure, the detection module includes a speed sensor.

[0111] Wherein, the speed sensor is electrically connected to the control unit, and the speed sensor is used to detect the relative speed between the vehicle and the collided target.

[0112] Optionally, in an embodiment of the present disclosure, the detection module includes a visual sensor, the visual sensor is electrically connected to the control unit, and the visual sensor is used to detect the type of the collided target.

[0113] Optionally, in an embodiment of the present disclosure, the detection module includes a millimeter wave radar, the millimeter wave radar is electrically connected to the control unit, and the millimeter wave radar is used to detect the distance between the vehicle and the collided target.

[0114] In some examples, the speed sensor can directly detect the relative speed between the vehicle and the target being collided. In other examples, the speed of the vehicle detected by the speed sensor can be transmitted to the control unit, and the distance between the vehicle and the target being collided detected by the millimeter wave radar can be transmitted to the control unit. The relative speed between the vehicle and the target being collided can be calculated by these two values. The visual sensor detects the target being collided, transmits it to the control unit, and the control unit makes a judgment to control the stiffness value of the support mechanism 2. In some examples, the visual sensor can be a camera.

[0115] Optionally, in one embodiment of the present disclosure, the detection module includes a laser radar, which is used to detect pedestrians or objects in front of the vehicle. The laser radar can also detect the type of the collided target, and the laser radar and the visual sensor can assist each other to achieve more accurate detection.

[0116] Optionally, in one embodiment of the present disclosure, the support mechanism 2 has a first stiffness value and a second stiffness value; The control unit compares the relative speed with the preset speed, and if the relative speed is less than or equal to the preset speed, the support mechanism 2 is adjusted to a first stiffness value; If the relative speed is greater than the preset speed, the supporting mechanism 2 is adjusted to a second stiffness value.

[0117] By comparing the relative speed with the preset speed, active adjustment can be achieved. According to the relationship between the relative speed and the preset speed, real-time adjustment can be performed. When the relative speed is different, the energy of the collision generated is different. The stiffness of the support mechanism 2 can be adjusted so that the stiffness of the calf beam is set to different values ​​to meet the needs of protecting pedestrians and passengers in different scenarios.

[0118] Optionally, in one embodiment of the present disclosure, the first stiffness value includes a first sub-stiffness value and a second sub-stiffness value; If the relative speed is less than or equal to the preset speed, and the collided target is of the first type, the support mechanism 2 is adjusted to the first sub-stiffness value; If the relative speed is less than or equal to the preset speed, and the collided target is of the second type, the support mechanism 2 is adjusted to the second sub-stiffness value.

[0119] Through such an arrangement, the stiffness value of the support mechanism can be adjusted according to the type of the target being collided, which can meet the application of more scenarios and improve the protection of passengers and pedestrians.

[0120] Optionally, in an embodiment of the present disclosure, the first category is pedestrians, and the second category is objects. Of course, the types of targets to be collided can also be divided into other categories. It should be noted that the objects can be vehicles or large obstacles, etc.

[0121] Optionally, in an embodiment of the present disclosure, the first sub-stiffness value is greater than the second stiffness value, and the second stiffness value is greater than the second sub-stiffness value.

[0122] It can be understood that if the relative speed is less than or equal to the preset speed and the pedestrian is located in front of the vehicle, the support mechanism 2 is adjusted to the first sub-stiffness value. The pedestrian is located in front of the vehicle, and the relative speed between the vehicle and the pedestrian is relatively small. By adjusting the support mechanism 2 to the first sub-stiffness value, that is, the maximum stiffness value, the calf beam 1 can support the legs of the pedestrian, so that the pedestrian falls toward the top of the front hood at the moment of collision, which can reduce the damage to the pedestrian's thigh and other parts caused by the collision.

[0123] If the relative speed is less than or equal to the preset speed and the object is located in front of the vehicle, the support mechanism 2 is adjusted to the second sub-stiffness value.

[0124] Among them, the object is located in front of the vehicle, and the relative speed between the object and the vehicle is small. By adjusting the support mechanism 2 to the second sub-stiffness value, that is, the minimum stiffness value, the stiffness value of the calf beam 1 is small at this time. During a collision, the calf beam 1 can move backward together with the front bumper. At this time, the support mechanism 2 collapses and absorbs energy. The energy generated by the collision is mainly borne by the support mechanism 2. Subsequently, only the support mechanism 2 needs to be replaced, which has good maintenance economy and low maintenance cost.

[0125] If the relative speed is greater than the preset speed, the supporting mechanism 2 is adjusted to a second stiffness value.

[0126] When the relative speed is relatively high, most of the objects in front of the vehicle are vehicles. By adjusting the support mechanism 2 to the second stiffness value, that is, the middle stiffness value, the stiffness value of the calf beam 1 may not be much different from that of the anti-collision beam. In the event of a collision, the calf beam 1 can absorb energy together with the anti-collision beam, and the support mechanism 2 can also collapse and absorb energy, thereby protecting the safety of the driver and passengers as much as possible.

[0127] It should be noted that the setting of the stiffness value of the support mechanism 2 can also be set as needed, and may not only include the first sub-stiffness value, the second sub-stiffness value and the second stiffness value.

[0128] Optionally, in one embodiment of the present disclosure, the preset speed is set to 10km / h-20km / h. In some examples, the preset speed is set to 15km / h. By setting it in this way, it can be distinguished whether it is a high-speed collision or a low-speed collision, and the two scenarios are different, and the protection requirements for the collision are also different.

[0129] like Figure 6 As shown, the third aspect of the present disclosure also provides a method for adjusting the calf beam active adjustable system, comprising: S601, detecting the collided target; S602, detecting the relative speed between the vehicle and the collided target; S603, adjusting the stiffness value of the support mechanism 2 of the calf beam assembly according to the relative speed.

[0130] Optionally, in one embodiment of the present disclosure, the support mechanism 2 has a first stiffness value and a second stiffness value; Adjusting the stiffness value of the support mechanism 2 of the calf beam assembly according to the relative speed includes: Comparing the relative speed with the preset speed, if the relative speed is less than or equal to the preset speed, the support mechanism 2 is adjusted to a first stiffness value; If the relative speed is greater than the preset speed, the supporting mechanism 2 is adjusted to a second stiffness value.

[0131] Optionally, in one embodiment of the present disclosure, the collided target includes a pedestrian or an object; The first stiffness value of the supporting mechanism 2 is adjusted according to the type of the object to be collided.

[0132] Optionally, in one embodiment of the present disclosure, the first stiffness value includes a first sub-stiffness value and a second sub-stiffness value; According to the type of the collided target, adjusting the first stiffness value of the support mechanism 2 includes: If the relative speed is less than or equal to the preset speed, and the target to be collided is a pedestrian, the support mechanism 2 is adjusted to the first sub-stiffness value; If the relative speed is less than or equal to the preset speed, and the target to be collided is an object, the support mechanism 2 is adjusted to the second sub-stiffness value.

[0133] Optionally, in an embodiment of the present disclosure, the first sub-stiffness value is greater than the second stiffness value, and the second stiffness value is greater than the second sub-stiffness value.

[0134] It can be understood that if the relative speed is less than or equal to the preset speed and the pedestrian is located in front of the vehicle, the support mechanism 2 is adjusted to the first sub-stiffness value. The pedestrian is located in front of the vehicle, and the relative speed between the vehicle and the pedestrian is relatively small. By adjusting the support mechanism 2 to the first sub-stiffness value, that is, the maximum stiffness value, the calf beam 1 can support the legs of the pedestrian, so that the pedestrian falls toward the top of the front hood at the moment of collision, which can reduce the damage to the pedestrian's thigh and other parts caused by the collision.

[0135] If the relative speed is less than or equal to the preset speed and the object is located in front of the vehicle, the support mechanism 2 is adjusted to the second sub-stiffness value.

[0136] Among them, the object is located in front of the vehicle, and the relative speed between the object and the vehicle is small. By adjusting the support mechanism 2 to the second sub-stiffness value, that is, the minimum stiffness value, the stiffness value of the calf beam 1 is small at this time. During a collision, the calf beam 1 can move backward together with the front bumper. At this time, the support mechanism 2 collapses and absorbs energy. The energy generated by the collision is mainly borne by the support mechanism 2. Subsequently, only the support mechanism 2 needs to be replaced, which has good maintenance economy and low maintenance cost.

[0137] If the relative speed is greater than the preset speed, the supporting mechanism 2 is adjusted to a second stiffness value.

[0138] When the relative speed is relatively high, most of the objects in front of the vehicle are vehicles. By adjusting the support mechanism 2 to the second stiffness value, that is, the middle stiffness value, the stiffness value of the calf beam 1 may not be much different from that of the anti-collision beam. In the event of a collision, the calf beam 1 can absorb energy together with the anti-collision beam, and the support mechanism 2 can also collapse and absorb energy, thereby protecting the safety of the driver and passengers as much as possible.

[0139] It should be noted that the setting of the stiffness value of the support mechanism 2 can also be set as needed, and may not only include the first sub-stiffness value, the second sub-stiffness value and the second stiffness value.

[0140] Optionally, in one embodiment of the present disclosure, the preset speed is set to 10km / h-20km / h. In some examples, the preset speed is set to 15km / h. By setting it in this way, it can be distinguished whether it is a high-speed collision or a low-speed collision, and the two scenarios are different, and the protection requirements for the collision are also different.

[0141] A fourth aspect of the present disclosure also provides a vehicle, comprising the above-mentioned calf beam assembly, or comprising the above-mentioned calf beam active adjustable system.

[0142] The preferred embodiments of the present disclosure are described in detail above in conjunction with the accompanying drawings; however, the present disclosure is not limited to the specific details in the above embodiments. Within the technical concept of the present disclosure, a variety of simple modifications can be made to the technical solution of the present disclosure, and these simple modifications all fall within the protection scope of the present disclosure.

[0143] It should also be noted that the various specific technical features described in the above specific embodiments can be combined in any suitable manner without contradiction. In order to avoid unnecessary repetition, the present disclosure will not further describe various possible combinations.

[0144] In addition, various embodiments of the present disclosure may be arbitrarily combined, and as long as they do not violate the concept of the present disclosure, they should also be regarded as the contents disclosed by the present disclosure.

Claims

1. A calf beam assembly, characterized in that: include: shank beam; A support mechanism, one end of which is connected to the calf beam, and the other end of which is suitable for being connected to the vehicle body, and the support mechanism has a plurality of adjustable stiffness values.

2. The calf beam assembly according to claim 1, characterized in that: The supporting mechanism is arranged along a first direction; The first direction is set as the front-rear direction of the vehicle, and in the first direction, the calf beam is located in front of the supporting mechanism.

3. The calf beam assembly according to claim 1, characterized in that: One end of the support mechanism is plug-fitted with the calf beam.

4. The calf beam assembly according to claim 3, characterized in that: A first plug-in structure is provided at one end of the support mechanism, and a mounting piece is provided at the calf beam, and the first plug-in structure is plug-fitted with the mounting piece.

5. The calf beam assembly according to claim 4, characterized in that: The first plug-in structure includes a fixing member and an inserting member, wherein the inserting member is connected to the fixing member, and the fixing member is connected to the supporting mechanism.

6. The calf beam assembly according to claim 5, characterized in that: The mounting member is provided with a slot, and one end of the inserting member away from the fixing member is suitable for being inserted into the slot.

7. The calf beam assembly according to claim 5, characterized in that: The insert is provided with a first through hole, and the mounting member is provided with a second through hole. The first through hole corresponds to the second through hole, and the first through hole and the second through hole are suitable for connecting bolts to pass through.

8. The calf beam assembly according to claim 7, characterized in that: The number of the inserting members of the first plug-in structure is two, and the two inserting members are arranged opposite to each other in the up-and-down direction.

9. The calf beam assembly according to claim 8, characterized in that: One of the inserting parts is connected to the upper end of the fixing part, and the other inserting part is connected to the lower end of the fixing part.

10. The calf beam assembly according to claim 8, characterized in that: The first plug-in structure further includes a cylinder, two ends of which are respectively connected to the first through holes on the two inserts, and the cylinder is sleeved on the connecting bolt.

11. The calf beam assembly according to claim 5, characterized in that: The insert comprises a support plate and an inclined plate, wherein the support plate is connected to the fixing member, and the inclined plate is connected to an end of the support plate away from the fixing member.

12. The calf beam assembly according to claim 11, characterized in that: The number of the inserts in the first plug-in structure is two, the two inserts are arranged opposite to each other, the inclined plates of the two inserts are arranged at intervals, and in the direction away from the fixing member, the inclined plates of the two inserts are inclined in the direction of approaching each other.

13. The calf beam assembly according to claim 5, characterized in that: The insert is provided with a first positioning portion, and the mounting member is provided with a second positioning portion. The first positioning portion is adapted to cooperate with the second positioning portion so that the mounting member and the first plug-in structure are assembled and positioned.

14. The calf beam assembly according to claim 13, characterized in that: One of the first positioning portion and the second positioning portion is configured as a positioning groove, and the other is configured as a positioning pin. The notch of the positioning groove is arranged opposite to the positioning pin, and the positioning pin is suitable for being inserted into the positioning groove.

15. The calf beam assembly according to claim 1, characterized in that: The support mechanism is configured to be able to extend or contract in a first direction.

16. The calf beam assembly according to claim 1, characterized in that: The supporting mechanism is configured as an oil-gas spring or an air spring.

17. The calf beam assembly according to claim 1, characterized in that: The calf beam assembly further comprises a stiffness control module, wherein the stiffness control module is connected to the support mechanism and is adapted to adjust a stiffness value of the support mechanism.

18. The calf beam assembly according to claim 1, characterized in that: The number of the supporting mechanisms is two, the two supporting mechanisms are arranged in parallel, and the two supporting mechanisms are respectively connected to two ends of the calf beam in the second direction; Wherein, the second direction is set to the left and right direction of the vehicle.

19. The calf beam assembly according to any one of claims 1 to 18, characterized in that: One end of the support mechanism is connected to the calf beam, and the other end of the support mechanism is suitable for being connected to the sub-frame.

20. The calf beam assembly according to claim 19, characterized in that: The other end of the support mechanism is provided with a second plug-in structure, and the second plug-in structure is suitable for plugging and matching with the auxiliary frame.

21. An active adjustable calf beam system, characterized in that: It comprises a control unit, a detection module and a calf beam assembly as described in any one of claims 1-20.

22. The active adjustable calf beam system according to claim 21, characterized in that: The detection module is electrically connected to the control unit, and the detection module is configured to detect the type of the collided target and the relative speed between the collided target and the vehicle; The control unit can adjust the stiffness value of the support mechanism according to the relative speed between the collision target and the vehicle and the type of the collision target.

23. The active adjustable calf beam system according to claim 22, characterized in that: The collided object is located in front of the vehicle.

24. The active adjustable calf beam system according to claim 22, characterized in that: The detection module includes a speed sensor, which is electrically connected to the control unit and is used to detect the relative speed between the vehicle and the collided target.

25. The active adjustable calf beam system according to claim 22, characterized in that: The detection module includes a visual sensor, which is electrically connected to the control unit and is used to detect the type of the collided target.

26. The active adjustable calf beam system according to claim 22, characterized in that: The detection module includes a millimeter wave radar, which is electrically connected to the control unit and is used to detect the distance between the vehicle and the collided target.

27. The active adjustable calf beam system according to claim 22, characterized in that: The detection module includes a laser radar, and the laser radar is used to detect the type of the collided target.

28. The active adjustable calf beam system according to claim 22, characterized in that: The support mechanism has a first stiffness value and a second stiffness value; The control unit compares the relative speed with a preset speed, and if the relative speed is less than or equal to the preset speed, the support mechanism is adjusted to the first stiffness value; If the relative speed is greater than the preset speed, the support mechanism is adjusted to the second stiffness value.

29. The active adjustable calf beam system according to claim 28, characterized in that: The first stiffness value includes a first sub-stiffness value and a second sub-stiffness value; If the relative speed is less than or equal to the preset speed, and the collided target is of the first type, the support mechanism is adjusted to the first sub-stiffness value; If the relative speed is less than or equal to the preset speed, and the collided object is of the second type, the support mechanism is adjusted to the second sub-stiffness value.

30. The active adjustable calf beam system according to claim 29, characterized in that: The first category is pedestrians, and the second category is objects.

31. The active adjustable calf beam system according to claim 29, characterized in that: The first sub-stiffness value is greater than the second stiffness value, and the second stiffness value is greater than the second sub-stiffness value.

32. The active adjustable calf beam system according to claim 28, characterized in that: The preset speed is set to 10km / h-20km / h.

33. A method for adjusting a calf beam active adjustable system, characterized in that: include: Detecting the collided target; Detecting the relative speed between the vehicle and the collided target; The stiffness value of the support mechanism of the calf beam assembly is adjusted according to the relative speed.

34. The adjustment method according to claim 33, characterized in that: The support mechanism has a first stiffness value and a second stiffness value; The step of adjusting the stiffness value of the support mechanism of the calf beam assembly according to the relative speed includes: comparing the relative speed with a preset speed, and if the relative speed is less than or equal to the preset speed, adjusting the support mechanism to the first stiffness value; If the relative speed is greater than the preset speed, the support mechanism is adjusted to the second stiffness value.

35. The adjustment method according to claim 34, characterized in that: The collided target includes a pedestrian or an object; The first stiffness value of the supporting mechanism is adjusted according to the type of the object to be collided.

36. The adjustment method according to claim 35, characterized in that: The first stiffness value includes a first sub-stiffness value and a second sub-stiffness value; The adjusting the first stiffness value of the support mechanism according to the type of the collided target includes: If the relative speed is less than or equal to the preset speed, and the collided target is a pedestrian, the support mechanism is adjusted to the first sub-stiffness value; If the relative speed is less than or equal to the preset speed, and the collided target is an object, the support mechanism is adjusted to the second sub-stiffness value.

37. The adjustment method according to claim 36, characterized in that: The first sub-stiffness value is greater than the second stiffness value, and the second stiffness value is greater than the second sub-stiffness value.

38. A vehicle, characterized in that: It comprises the calf beam assembly as described in any one of claims 1-20, or comprises the calf beam active adjustable system as described in any one of claims 21-32.

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