A flexible, energy-absorbing, impact-resistant automotive crash beam

Abstract

This application relates to the technical field of automotive components, and in particular to a flexible energy-absorbing impact-resistant automotive anti-collision beam, including a collision beam and symmetrically mounted bases on the vehicle body. A buffer is provided between the collision beam and both bases. The buffer includes a support cylinder mounted on the base, and a sliding cylinder connected to the collision beam is slidably disposed within the support cylinder. In this invention, the impact-resistant plate in the buffer first absorbs the impact force, forcing the sliding rod to contract into the support cylinder, continuously compressing and reducing the space of buffer chamber one. Hydraulic oil flows from buffer chamber one into buffer chamber two through several connecting holes on the connecting ring. The flow of hydraulic oil between buffer chamber one and buffer chamber two, as well as the volume changes of buffer chamber one and buffer chamber two, work together to absorb and disperse impact energy. This process of flow and volume change allows energy to be gradually absorbed and dispersed, reducing the impact on the vehicle structure and passengers.

Description

Technical Field

[0001] This application relates to the technical field of automotive components, and in particular to a flexible, energy-absorbing, impact-resistant automotive anti-collision beam. Background Technology

[0002] Car crash beams are an important safety device at the front and rear of a car. Their main function is to protect the structural integrity of the vehicle in the event of a low-speed collision, reduce vehicle repair costs, and protect the safety of the occupants to a certain extent. Crash beams are usually made of high-strength steel and have a certain degree of elasticity, which can absorb and disperse the impact force during a collision.

[0003] Energy-absorbing, impact-resistant design is crucial for automotive crash beams. This design significantly reduces the impact force transmitted to the passenger compartment during a collision, thereby lowering the risk of passenger injury. Through deformation and energy absorption, the crash beam effectively protects occupants from direct impact. Furthermore, an impact-resistant crash beam design can absorb most of the impact energy, reducing damage to other parts of the vehicle and thus lowering vehicle repair costs.

[0004] Especially in minor collisions, if the crash beam can absorb most of the energy, other parts of the vehicle may not require repair or only minor maintenance. For example, the automotive energy-absorbing crash beam with publication number CN106080470A relates to the field of automotive energy-absorbing crash beam technology. This prior art includes a crash beam with bolted connecting discs at both ends. The bolted connecting discs have tow hooks on their side walls. The side walls of the crash beam have left and right guide pillars with springs on them. This prior art has a simple structure, is firmly and stably installed and used, and has good elasticity and energy absorption effect.

[0005] However, the aforementioned existing technologies still have some shortcomings in terms of automobile collision avoidance:

[0006] 1. In the prior art described above, the front ends of the left and right guide pillars are located in front of the rear bumper foam. During a collision, they will directly contact the collision force and transmit it to the anti-collision beam. This may cause problems with the sequence of energy absorption. If the guide pillars absorb most of the energy, the rear bumper foam and springs may not have enough opportunity to participate in the energy absorption process, resulting in insufficient buffering effect of the vehicle during a collision and increasing the risk of passenger injury.

[0007] 2. The aforementioned existing technologies use foam and springs for cushioning and energy absorption. However, the energy absorption effect of foam and springs is not linear, which means that they may exhibit different energy absorption characteristics under different impact forces. In some cases, this may lead to unstable energy absorption effects. In particular, frontal collisions are a type of traffic accident. In a frontal collision, the vehicle will be subjected to a large impact force, which can quickly cause damage to the vehicle structure and cause serious injury to passengers. Foam materials may reach a saturation state when absorbing energy, that is, after absorbing a certain amount of energy, their energy absorption capacity will decrease. Springs may also reach their maximum compression during compression and then be unable to absorb further energy.

[0008] Based on this, and according to the above viewpoints, there is still room for improvement in existing technologies for automobile collision avoidance. Summary of the Invention

[0009] To address the aforementioned technical problems, this application provides a flexible, energy-absorbing, impact-resistant automotive anti-collision beam, employing the following technical solution:

[0010] A flexible, energy-absorbing, impact-resistant automotive anti-collision beam includes a collision beam and symmetrically mounted bases on the vehicle body, with buffers provided between the collision beam and the two bases.

[0011] The buffer includes a support cylinder mounted on a base, a sliding cylinder connected to a collision beam slidably mounted inside the support cylinder, a plurality of flow holes being provided at one end of the sliding cylinder located inside the support cylinder, a sealing plug being slidably mounted inside the sliding cylinder, and a return spring being provided between the sealing plug and the collision beam.

[0012] Preferably, the buffer further includes a sliding rod, which slides symmetrically on the collision beam. One end of the sliding rod slides through the corresponding sealing plug and sliding cylinder and is provided with a connecting ring. The connecting ring is provided with several connecting holes, and an impact-resistant plate is provided at the end of the sliding rod away from the base.

[0013] A first buffer cavity is formed between the inner connecting ring of the support cylinder and the bottom of the sliding cylinder, and a second buffer cavity is formed between the inner connecting ring of the support cylinder and the bottom of the support cylinder.

[0014] Preferably, the sliding rod is provided with a limiting ring located inside the sliding cylinder, and the return spring is located between the limiting ring and the sealing plug.

[0015] Preferably, the bottom of the sliding rod is provided with a receiving hole, the bottom of the support cylinder is provided with a support rod, a sliding disk connected to the support rod is slidably disposed in the receiving hole, and the sliding disk is provided with a plurality of flow holes.

[0016] Preferably, the collision beam has annular sliding holes that correspond one-to-one with the sliding cylinders, and the sliding cylinders are slidably connected to the annular sliding holes.

[0017] Preferably, a flexible energy absorber is provided on the collision beam;

[0018] The flexible energy absorber includes a buffer cylinder that passes through the collision beam, a buffer rod that is slidably disposed inside the buffer cylinder, a protective plate that is disposed at one end of the buffer rod, and a sliding hole that allows the buffer cylinder to slide on the collision beam.

[0019] Preferably, the buffer cylinder is provided with a partition ring, the buffer rod is located inside the partition ring, the buffer cylinder is divided from the inside to the outside by the partition ring to form an inner cavity and an outer cavity, the partition ring is located at the bottom of the buffer cylinder and has a plurality of vent holes connecting the inner cavity and the outer cavity, and an impact ring is slidably arranged in the outer cavity.

[0020] Preferably, a flow-blocking plate is rotatably provided at the bottom of the inner cavity via a torsion spring. The flow-blocking plate has ventilation grooves that correspond one-to-one with the ventilation holes. An arc-shaped groove is provided on the flow-blocking plate, and a guide slope is provided at the bottom of the arc-shaped groove.

[0021] The buffer rod has a guide hole at one end inside the buffer cylinder. An abutment rod corresponding to the guide slope is slidably disposed in the guide hole. An abutment spring is disposed between the abutment rod and the bottom of the guide hole.

[0022] Preferably, the throttling plate has connecting through holes that correspond one-to-one with the vent holes, and one end of the connecting through hole is connected to the inner cavity, and a one-way valve is provided in the connecting through hole.

[0023] Preferably, a buffer spring is provided between the impact ring and the protective plate.

[0024] In summary, this application includes at least one of the following beneficial technical effects:

[0025] 1. In the buffer of this invention, the impact plate first bears the impact force, which forces the sliding rod to contract into the support cylinder, continuously compressing and reducing the space of buffer chamber one. Hydraulic oil flows from buffer chamber one into buffer chamber two through several connecting holes on the connecting ring. The flow of hydraulic oil between buffer chamber one and buffer chamber two, as well as the volume change of buffer chamber one and buffer chamber two, work together to absorb and disperse the impact energy. This process of flow and volume change allows the energy to be gradually absorbed and dispersed, reducing the impact on the vehicle structure and passengers.

[0026] 2. During the movement of the sliding rod in the buffer of the present invention, the sliding rod will drive the limiting ring located inside the sliding cylinder. The return spring is located between the limiting ring and the sealing plug. The moving limiting ring will compress the return spring, and the return spring will provide the limiting ring with an elastic force to prevent the sliding rod from moving excessively when subjected to impact force, thereby avoiding damage or failure between system components. At the same time, the compressed return spring will provide the sealing plug with a greater elastic force to slow down the flow of hydraulic oil into the sliding cylinder, further control the moving speed of the sliding rod, and thus more effectively absorb and disperse impact energy.

[0027] 3. The buffer of the present invention allows air to enter the outer cavity through the vent hole connected to the outer cavity, and then pushes the impact ring slidably disposed in the outer cavity, causing the impact ring to rush outward and hit the protective plate to form a recoil force to offset the original impact force, thereby reducing the energy transmitted to other parts of the vehicle. Attached Figure Description

[0028] Figure 1 This is a schematic diagram of the structure of the present invention.

[0029] Figure 2 This is a three-dimensional sectional view of the present invention.

[0030] Figure 3 This is a cross-sectional view of the buffer of the present invention.

[0031] Figure 4 This is a schematic diagram of the structure of the buffer of the present invention.

[0032] Figure 5 This is the present invention. Figure 4 A magnified view of part A.

[0033] Figure 6 This is a schematic diagram of the structure between the collision beam, the impact-resistant plate, and the flexible energy absorber of the present invention.

[0034] Figure 7 This is a schematic diagram of the flexible energy absorber of the present invention.

[0035] Figure 8 This is a cross-sectional view of the flexible energy absorber of the present invention.

[0036] Figure 9 This is the present invention. Figure 8 A magnified view of section B.

[0037] Figure 10 This is a cross-sectional view of the flow-blocking disc of the present invention.

[0038] Explanation of reference numerals in the attached drawings: 1. Collision beam; 2. Base; 3. Buffer; 31. Support cylinder; 32. Sliding cylinder; 321. Flow hole; 322. Sealing plug; 323. Return spring; 33. Sliding rod; 331. Connecting ring; 332. Connecting hole; 34. Impact-resistant plate; 341. Buffer pad; 35. Buffer chamber one; 36. Buffer chamber two; 37. Limiting ring; 38. Receiving hole; 39. Support rod; 391. Sliding disc; 392. Flow through hole; 393. 4. Annular sliding hole; 4. Flexible energy absorber; 41. Buffer cylinder; 42. Buffer rod; 421. Protective plate; 422. Sliding hole; 43. Separating ring; 431. Inner cavity; 432. Outer cavity; 44. Vent hole; 45. Impact ring; 46. Cut-off plate; 461. Vent groove; 462. Arc groove; 463. Guide slope; 47. Guide hole; 471. Abutment rod; 472. Abutment spring; 48. Connecting through hole; 481. One-way valve; 49. Buffer spring. Detailed Implementation

[0039] The following combination Figures 1 to 10 This application will be described in further detail.

[0040] This application discloses a flexible energy-absorbing impact-resistant automotive anti-collision beam, which uses multi-layered buffering and energy absorption to disperse impact energy. At the same time, the absorbed impact force compresses air to form a recoil force to offset the original impact force, thereby reducing the energy transmitted to other parts of the vehicle.

[0041] Example 1:

[0042] Reference Figure 1 A flexible energy-absorbing impact-resistant automotive anti-collision beam includes a collision beam 1 and symmetrically mounted bases 2 on the vehicle body. When a collision occurs, buffers 3, which are set between the collision beam 1 and the two bases 2, gradually absorb energy, reducing the impact force directly transmitted to the vehicle body, thereby protecting the vehicle structure and passenger safety.

[0043] Reference Figures 2 to 4 Specifically, the buffer 3 includes a support cylinder 31 mounted on the base 2, the support cylinder 31 is filled with hydraulic oil, a sliding cylinder 32 connected to the collision beam 1 is slidably mounted inside the support cylinder 31, and a sliding rod 33 is slidably mounted on the collision beam 1 and symmetrically mounted thereon.

[0044] When a car collides, the impact plate 34 at the end of the sliding rod 33 away from the base 2 will first bear the impact force. The impact plate 34 will force the sliding rod 33 to retract into the support cylinder 31, and drive one end of the sliding rod 33 to slide through the corresponding sealing plug 322 and the connecting ring 331 set behind the sliding cylinder 32, causing the connecting ring 331 to move into the support cylinder 31, and continuously compressing and reducing the space of the buffer cavity 35 formed between the connecting ring 331 and the bottom of the sliding cylinder 32 in the support cylinder 31. At the same time, the second buffer cavity 36 formed between the connecting ring 331 and the bottom of the support cylinder 31 in the support cylinder 31 will increase as the first buffer cavity 35 decreases.

[0045] During this process, as the volume of buffer chamber 1 35 decreases, the hydraulic oil is compressed and the pressure increases. The hydraulic oil flows from buffer chamber 1 35 into buffer chamber 2 36 through several connecting holes 332 on the connecting ring 331. The flow of hydraulic oil between buffer chamber 1 35 and buffer chamber 2 36, as well as the change in volume of buffer chamber 1 35 and buffer chamber 2 36, work together to absorb and disperse the impact energy. This process of flow and volume change allows the energy to be gradually absorbed and dispersed, reducing the impact on the vehicle structure and passengers.

[0046] As the impact plate 34 moves toward the collision beam 1, it will come into contact with the buffer pad 341 set between the collision beam 1 and the impact plate 34. The material properties of the buffer pad 341 allow it to deform under pressure, thereby absorbing impact energy. The deformation of the buffer pad 341 not only absorbs energy, but also slows down the speed at which the impact plate 34 moves toward the collision beam 1, reducing the damage to the vehicle structure caused by the impact. At the same time, the buffer pad 341 has good recovery characteristics. After absorbing energy and deforming, the buffer pad 341 can return to its original shape. This recovery characteristic allows the buffer pad 341 to be reused, improving the durability and economy of the system.

[0047] When the impact plate 34 is impacted, part of the impact force is transmitted to the impact beam 1. The impact beam 1 will cause the sliding cylinder 32 to contract into the support cylinder 31. At this time, the sliding cylinder 32 will compress and reduce the space of the buffer chamber 36, so that the hydraulic oil entering the buffer chamber 36 passes through several flow holes 321 opened at one end of the sliding cylinder 32 located in the support cylinder 31. The size and number of flow holes 321 determine the resistance of the hydraulic oil flow. When the hydraulic oil flows, due to the restriction of the flow holes 321, a certain resistance will be generated. This resistance helps to absorb and disperse the impact energy.

[0048] The movement of the sealing plug 322, which is slidably installed inside the sliding cylinder 32, is driven to move and compress the return spring 323 installed between the sealing plug 322 and the collision beam 1. The movement of the sealing plug 322 is achieved by the flow and pressure change of the hydraulic oil, while the compression of the return spring 323 absorbs energy by storing elastic potential energy. The movement of the sealing plug 322 and the compression of the return spring 323 together absorb part of the impact energy. The movement of the sealing plug 322 and the compression of the return spring 323, as well as the resistance generated by the flow of hydraulic oil, together provide a buffering effect for the vehicle, reducing the direct impact of the impact force on the vehicle structure and passengers.

[0049] After the impact, the compressed return spring 323 releases the stored energy, pushing the sealing plug 322 and the sliding cylinder 32 back to their initial positions, thereby restoring the system to its normal state.

[0050] During the movement of the sliding rod 33, the sliding rod 33 will drive the limiting ring 37 located inside the sliding cylinder 32. The return spring 323 is located between the limiting ring 37 and the sealing plug 322. The moving limiting ring 37 will compress the return spring 323. The return spring 323 will provide a spring force to the limiting ring 37 to prevent the sliding rod 33 from moving excessively when subjected to impact force, thereby avoiding damage or failure of system components. At the same time, the compressed return spring 323 will provide a greater spring force to the sealing plug 322 to slow down the flow of hydraulic oil into the sliding cylinder 32, further control the moving speed of the sliding rod 33, and thus more effectively absorb and disperse impact energy.

[0051] Reference Figure 4 and Figure 5 The sliding rod 33 has a receiving hole 38 at its bottom, which is filled with hydraulic oil. The hydraulic oil provides a fluid medium in the receiving hole 38, which can absorb and disperse impact energy. The support cylinder 31 has a support rod 39 at its bottom. During the movement of the sliding rod 33, the sliding disk 391, which is slidably disposed in the receiving hole 38, will move relative to the support rod 39 in the receiving hole 38. At this time, the hydraulic oil in the receiving hole 38 will pass through several flow holes 392 on the sliding disk 391 and enter the buffer chamber 35, filling the space originally occupied by the sliding disk 391. The flow of hydraulic oil and the filling of the buffer chamber 35 work together to absorb and disperse impact energy, further protecting the vehicle structure and passengers from the direct impact of the collision, and providing additional protection and buffering effect for the vehicle.

[0052] The collision beam 1 has annular sliding holes 393 corresponding to the sliding cylinder 32. During the movement of the sliding cylinder 32, the hydraulic oil in the buffer chamber 2 36 will pass through the flow hole 321 and enter the sliding cylinder 32. At this time, the sliding cylinder 32 is resisted by the hydraulic oil. The sliding cylinder 32 retracts into the annular sliding hole 393 through the sliding connection with the annular sliding hole 393, thereby slowing down the movement of the hydraulic oil into the sliding cylinder 32. At the same time, it does not affect the movement of the sliding rod 33 and the collision beam 1, allowing the sliding rod 33 to move independently of the sliding cylinder 32, thereby absorbing the impact energy in stages and ensuring that energy is absorbed and dispersed at different stages, thereby improving the overall safety performance and impact resistance.

[0053] After the impact, the return spring 323 will push the sealing plug 322 to guide the hydraulic oil in the sliding cylinder 32 back into the buffer chamber 36 through the flow hole 321. At the same time, the return spring 323 will push the limiting ring 37 to move the sliding rod 33 in the opposite direction to the sealing plug 322. The sliding rod 33 will also drive the connecting ring 331 to move together. At this time, the hydraulic oil in the buffer chamber 36 will pass through the connecting hole 332 and return to the buffer chamber 35.

[0054] As the sliding rod 33 moves, the sliding disc 391 moves relative to the sliding rod 33 within the receiving hole 38, allowing the hydraulic oil in the buffer chamber 35 to enter the receiving hole 38 through the flow hole 392. Through the push of the return spring 323 and the flow of the hydraulic oil, the car anti-collision beam can quickly recover after the impact, providing continuous protection for the vehicle and ensuring that energy can be effectively absorbed and dispersed in multiple impacts, protecting the safety of the vehicle and passengers.

[0055] Example 2:

[0056] Reference Figure 6 , Figure 7 , Figure 8 , Figure 9 and Figure 10 Based on Example 1, frontal collision is the most common and usually the most dangerous type of traffic accident. In a frontal collision, the vehicle will be subjected to a large impact force, which can quickly lead to damage to the vehicle structure and cause serious injury to passengers. In order to cope with this impact force, a flexible energy absorber 4 is provided on the collision beam 1. When a frontal collision occurs, the flexible energy absorber 4 can absorb the impact force and generate a corresponding recoil force according to the magnitude of the impact force. The recoil force generated by the flexible energy absorber 4 can partially or completely offset the original impact force, thereby reducing the energy transmitted to other parts of the vehicle. This offsetting effect helps to protect the structural integrity of the vehicle and reduce the risk of passenger injury.

[0057] Specifically, the flexible energy absorber 4 includes a buffer cylinder 41 that passes through the collision beam 1, and a buffer rod 42 that is slidably disposed inside the buffer cylinder 41.

[0058] When a frontal collision occurs, the protective plate 421 at one end of the buffer bar 42 will first bear the impact force of the collision, and then drive the buffer bar 42 to move into the buffer cylinder 41. As the buffer bar 42 moves, the air inside the buffer cylinder 41 is compressed to form resistance. At the same time, the buffer cylinder 41 moves into the sliding hole 422 on the collision beam 1 as the impact plate 34 moves, allowing the buffer cylinder 41 to slide on the collision beam 1, thereby absorbing more energy.

[0059] The buffer cylinder 41 is equipped with a partition ring 43, and the buffer rod 42 is located inside the partition ring 43. The buffer cylinder 41 is divided from the inside to the outside by the partition ring 43 to form an inner cavity 431 and an outer cavity 432.

[0060] The buffer rod 42 moves into the separator ring 43, compressing the inner cavity 431 formed within the separator ring 43. The air in the compressed inner cavity 431 generates resistance. The greater the impact force when the car collides, the smaller the space in the inner cavity 431 is compressed, and the greater the resistance generated by the compressed air. Conversely, the smaller the impact force when the car collides, the larger the space in the inner cavity 431 is compressed, and the smaller the resistance generated by the compressed air.

[0061] The compressed air passes through multiple vent holes 44 opened at the bottom of the buffer cylinder 41 by the separator ring 43. The vent holes 44 are connected to the outer cavity 432, allowing air to enter the outer cavity 432. Then, the air pushes the impact ring 45 that is slidably set in the outer cavity 432, causing the impact ring 45 to rush outward and hit the protective plate 421 to form a recoil force to offset the original impact force, thereby reducing the energy transmitted to other parts of the vehicle.

[0062] The magnitude of the recoil force depends on the magnitude of the impact force during the car collision. That is, the greater the impact force during the car collision, the smaller the space of the inner cavity 431 is compressed, and the faster the compression speed. The faster the gas enters the outer cavity 432 from the inner cavity 431, the greater the force that pushes the impact ring 45, and thus the greater the recoil force generated. Conversely, the smaller the impact force during the car collision, the larger the space of the inner cavity 431 is compressed, and the slower the compression speed. The slower the gas enters the outer cavity 432 from the inner cavity 431, the smaller the force that pushes the impact ring 45, and thus the smaller the recoil force generated.

[0063] The bottom of the inner cavity 431 is provided with a flow-blocking plate 46 rotatably mounted by a torsion spring (not shown in the figure). The flow-blocking plate 46 has an arc-shaped groove 462, and the bottom of the arc-shaped groove 462 is provided with a guide slope 463. The buffer rod 42 is provided with a guide hole 47 at one end inside the buffer cylinder 41.

[0064] During the movement of the buffer rod 42, the buffer rod 42 will drive the abutment rod 471, which is slidably disposed in the guide hole 47 and corresponds to the guide slope 463. As the buffer rod 42 moves, the abutment rod 471 will abut the guide slope 463 disposed at the bottom of the arc groove 462. Since the elastic force of the abutment spring 472 disposed between the abutment rod 471 and the bottom of the guide hole 47 is greater than the elastic force of the torsion spring, the throttling plate 46 will rotate and compress the torsion spring. During this process, the throttling plate 46 will block the vent hole 44, so that the air in the inner cavity 431 will be compressed and will not enter the outer cavity 432 to push the impact ring 45.

[0065] Until the throttling plate 46 rotates, the ventilation grooves 461 on it, which correspond one-to-one with the ventilation holes 44, will connect with the ventilation holes 44. Then, the compressed air in the inner cavity 431 will instantly enter the outer cavity 432 through the connected ventilation grooves 461 and ventilation holes 44, thereby pushing the impact ring 45 to move outward and hit the protective plate 421, generating an instantaneous recoil force to offset the original impact force. At this time, the buffer rod 42 and the impact ring 45 can still move into the buffer cylinder 41, while the abutment rod 471 will retract into the guide hole 47 and compress the abutment spring 472.

[0066] At this time, the inner cavity 431 is connected to the outer cavity 432. The buffer rod 42 and the impact ring 45 together compress the air in the buffer cylinder 41, and continue to form buffer resistance. Together with the sliding cylinder 32 and the support cylinder 31, they absorb energy and buffer, further absorb and disperse impact energy, provide a continuous buffering effect, and ensure effective protection in collisions.

[0067] When the protective plate 421 causes the buffer rod 42 to retract into the buffer cylinder 41, it will compress the buffer spring 49 set between the impact ring 45 and the protective plate 421. The buffer spring 49 will provide elastic force to the protective plate 421. When the impact ring 45 is pushed outward, the impact ring 45 will move in the opposite direction to the protective plate 421, and together with the protective plate 421, it will compress the buffer spring 49. The process of compressing the buffer spring 49 absorbs part of the impact energy. The elastic force of the buffer spring 49 helps to reduce the direct impact of the impact force on the vehicle structure.

[0068] After the impact, since the ventilation groove 461 and the ventilation hole 44 are connected, the compressed air in the inner cavity 431 and the outer cavity 432 will push the impact ring 45 and the buffer rod 42 to move outward. The buffer rod 42 will drive the abutment rod 471 to move together and disengage from the guide slope 463. At this time, the compressed torsion spring will force the throttling plate 46 to rotate, and the connecting groove 461 and the ventilation hole 44 will be misaligned. The connecting through hole 48 on the throttling plate 46, which corresponds to the ventilation hole 44, will be connected to the ventilation hole 44.

[0069] Then the compressed buffer spring 49 will push the protective plate 421 to make the buffer rod 42 move in the opposite direction to the impact ring 45. The impact ring 45 will push the air in the outer cavity 432, so that the air in the outer cavity 432 passes through the one-way valve 481 set in the connecting through hole 48 and enters the inner cavity 431 through the connection hole 48 and the inner cavity 431, thereby restoring the initial state.

[0070] The implementation principle of this invention is as follows:

[0071] (1): When a frontal collision occurs, the impact plate 34 at the end of the sliding rod 33 away from the base 2 will bear the impact force first. The impact plate 34 will force the sliding rod 33 to contract into the support cylinder 31, and continuously compress and reduce the space of the buffer cavity 35 formed between the connecting ring 331 and the bottom of the sliding cylinder 32 in the support cylinder 31. At the same time, the buffer cavity 36 formed between the connecting ring 331 and the bottom of the support cylinder 31 will increase as the buffer cavity 35 decreases.

[0072] (2): As the volume of buffer chamber 1 35 decreases, the hydraulic oil is compressed and the pressure increases. The hydraulic oil flows from buffer chamber 1 35 into buffer chamber 2 36 through several connecting holes 332 opened on the connecting ring 331. The flow of hydraulic oil between the two buffer chambers 1 35 and buffer chamber 2 36, as well as the change in volume of buffer chamber 1 35 and buffer chamber 2 36, work together to absorb and disperse the impact energy. This process of flow and volume change allows the energy to be gradually absorbed and dispersed, reducing the impact on the vehicle structure and passengers.

[0073] (3): When the impact plate 34 is impacted, part of the impact force will be transmitted to the impact beam 1. The impact beam 1 will drive the sliding cylinder 32 to contract into the support cylinder 31. At this time, the sliding cylinder 32 will compress and reduce the space of the buffer chamber 2 36, so that the hydraulic oil entering the buffer chamber 2 36 passes through a number of flow holes 321 opened at one end of the sliding cylinder 32 in the support cylinder 31. The size and number of flow holes 321 determine the resistance of the hydraulic oil flow. When the hydraulic oil flows, due to the restriction of the flow holes 321, a certain resistance will be generated. This resistance helps to absorb and disperse the impact energy.

[0074] (5): During the movement of the sliding rod 33, the sliding rod 33 will drive the limiting ring 37 located in the sliding cylinder 32. The return spring 323 is located between the limiting ring 37 and the sealing plug 322. The moving limiting ring 37 will compress the return spring 323. The return spring 323 will provide the limiting ring 37 with an elastic force to prevent the sliding rod 33 from moving excessively when subjected to impact force, thereby avoiding damage or failure of system components. At the same time, the compressed return spring 323 will provide the sealing plug 322 with a greater elastic force to slow down the flow of hydraulic oil into the sliding cylinder 32, further control the moving speed of the sliding rod 33, thereby more effectively absorbing and dispersing impact energy.

[0075] (6): When a frontal collision occurs, the protective plate 421 at one end of the buffer bar 42 will first bear the impact force of the collision, and then drive the buffer bar 42 to move into the partition ring 43, compressing the inner cavity 431 formed in the partition ring 43, and compressing the air in the inner cavity 431 to generate resistance.

[0076] (7): The compressed air passes through the multiple vent holes 44 opened at the bottom of the buffer cylinder 41 by the partition ring 43. The vent holes 44 are connected to the outer cavity 432, allowing air to enter the outer cavity 432. Then, the air pushes the impact ring 45 that is slidably set in the outer cavity 432, causing the impact ring 45 to rush outward and hit the protective plate 421 to form a recoil force to offset the original impact force, thereby reducing the energy transmitted to other parts of the vehicle.

[0077] (8): During the movement of the buffer rod 42, the vent groove 461 will connect with the vent hole 44. Then, the compressed air in the inner cavity 431 will instantly enter the outer cavity 432 through the connected vent groove 461 and vent hole 44, thereby pushing the impact ring 45 to move outward and hit the protective plate 421, generating an instantaneous recoil force to offset the original impact force. At this time, the buffer rod 42 and the impact ring 45 can still move into the buffer cylinder 41, while the abutment rod 471 will retract into the guide hole 47 and compress the abutment spring 472.

[0078] (9): After the impact, the return spring 323 will push the sealing plug 322 to guide the hydraulic oil in the sliding cylinder 32 back to the buffer chamber 2 36 through the flow hole 321. At the same time, the return spring 323 will push the limiting ring 37 to move the sliding rod 33 in the opposite direction to the sealing plug 322. At the same time, the sliding rod 33 will drive the connecting ring 331 to move together. At this time, the hydraulic oil in the buffer chamber 2 36 will pass through the connecting hole 332 back to the buffer chamber 1 35, so that the car anti-collision beam can be quickly restored after the impact, providing continuous protection for the vehicle and ensuring that energy can be effectively absorbed and dispersed in multiple impacts, protecting the safety of the vehicle and passengers.

[0079] (10): At the same time, the compressed buffer spring 49 will push the protective plate 421 to make the buffer rod 42 and the impact ring 45 move in opposite directions. The impact ring 45 will push the air in the outer cavity 432, so that the air in the outer cavity 432 passes through the one-way valve 481 provided in the connecting through hole 48 and enters the inner cavity 431 through the connection hole 48 and the inner cavity 431, thereby restoring the initial state.

[0080] The embodiments described herein are preferred embodiments of the present invention and are not intended to limit the scope of protection of the present invention. Therefore, all equivalent changes made in accordance with the structure, shape, and principle of the present invention should be covered within the scope of protection of the present invention.

Claims

1. A flexible energy-absorbing, impact-resistant automotive anti-collision beam, comprising a collision beam (1) and symmetrically mounted bases (2) on the vehicle body, characterized in that: A buffer (3) is provided between the collision beam (1) and the two bases (2); the buffer (3) includes a support cylinder (31) provided on the base (2), a sliding cylinder (32) connected to the collision beam (1) is slidably provided in the support cylinder (31), a plurality of flow holes (321) are opened at one end of the sliding cylinder (32) located in the support cylinder (31), a sealing plug (322) is slidably provided in the sliding cylinder (32), and a return spring (323) is provided between the sealing plug (322) and the collision beam (1); The buffer (3) further includes a sliding rod (33). The sliding rod (33) slides and symmetrically passes through the collision beam (1). One end of the sliding rod (33) slides through the corresponding sealing plug (322) and the sliding cylinder (32) and is provided with a connecting ring (331). The connecting ring (331) is provided with several connecting holes (332). The end of the sliding rod (33) away from the base (2) is provided with a shock-resistant plate (34). A buffer cavity one (35) is formed between the connecting ring (331) in the support cylinder (31) and the bottom of the sliding cylinder (32). A buffer cavity two (36) is formed between the connecting ring (331) in the support cylinder (31) and the bottom of the support cylinder (31). A flexible energy absorber (4) is provided on the collision beam (1); the flexible energy absorber (4) includes a buffer cylinder (41) passing through the collision beam (1), a buffer rod (42) is slidably provided inside the buffer cylinder (41), a protective plate (421) is provided at one end of the buffer rod (42), and a sliding hole (422) is provided on the collision beam (1) for the buffer cylinder (41) to slide; The buffer cylinder (41) is provided with a partition ring (43), and the buffer rod (42) is located inside the partition ring (43). The buffer cylinder (41) is divided from the inside to the outside by the partition ring (43) to form an inner cavity (431) and an outer cavity (432). The partition ring (43) is located at the bottom of the buffer cylinder (41) and has multiple vent holes (44) connecting the inner cavity (431) and the outer cavity (432). An impact ring (45) is slidably arranged inside the outer cavity (432). The bottom of the inner cavity (431) is provided with a flow-blocking plate (46) which is rotatably provided by a torsion spring. The flow-blocking plate (46) has ventilation grooves (461) that correspond one-to-one with the ventilation holes (44). The flow-blocking plate (46) has an arc-shaped groove (462). The bottom of the arc-shaped groove (462) is provided with a guide slope (463). The buffer rod (42) is provided with a guide hole (47) at one end inside the buffer cylinder (41). The guide hole (47) has a sliding contact rod (471) that corresponds to the guide slope (463). A contact spring (472) is provided between the contact rod (471) and the bottom of the guide hole (47).

2. The flexible energy-absorbing impact-resistant automotive anti-collision beam according to claim 1, characterized in that: The sliding rod (33) is provided with a limiting ring (37) located inside the sliding cylinder (32), and the reset spring (323) is located between the limiting ring (37) and the sealing plug (322).

3. The flexible energy-absorbing impact-resistant automotive anti-collision beam according to claim 2, characterized in that: The bottom of the sliding rod (33) is provided with a receiving hole (38), and the bottom of the support cylinder (31) is provided with a support rod (39). A sliding disk (391) connected to the support rod (39) is slidably disposed in the receiving hole (38), and a plurality of flow holes (392) are provided on the sliding disk (391).

4. The flexible energy-absorbing impact-resistant automotive anti-collision beam according to claim 1, characterized in that: The collision beam (1) is provided with annular sliding holes (393) corresponding to the sliding cylinder (32), and the sliding cylinder (32) is slidably connected to the annular sliding holes (393).

5. A flexible energy-absorbing, impact-resistant automotive anti-collision beam according to claim 1, characterized in that: The throttling plate (46) has a connecting through hole (48) corresponding to the vent hole (44), and one end of the connecting through hole (48) is connected to the inner cavity (431). A one-way valve (481) is provided in the connecting through hole (48).

6. The flexible energy-absorbing impact-resistant automotive anti-collision beam according to claim 1, characterized in that: A buffer spring (49) is provided between the impact ring (45) and the protective plate (421).

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