Crumple type automobile front anti-collision beam assembly

Abstract

The invention relates to the field of automobile anti-collision beams, in particular to a collapsible automobile front anti-collision beam assembly which comprises symmetrically-distributed arc-shaped blocks, an anti-collision beam is installed between the arc-shaped blocks, a supporting plate is installed on one sides of the arc-shaped blocks, a supporting frame plate is installed on one side of the supporting plate in a sliding mode, the section of the supporting frame plate is in a U shape, and a rectangular block is arranged in the supporting frame plate in a sliding mode. A rectangular block is arranged in the supporting frame plate, a rotating shaft is rotationally arranged in the rectangular block, one side of the rotating shaft is connected with the end of the supporting plate, a rectangular plate is further arranged on one side of the rectangular block, a spring rod is installed in the supporting frame plate, and the telescopic end of the spring rod is connected with the rectangular plate. Only when the impact force reaches a certain degree, the buffer rod and the n-shaped plate start energy absorption in sequence, the working frequency of the energy absorption component is reduced, and the problem that in the prior art, an energy absorption box is extremely prone to being damaged due to frequent energy absorption is solved.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of automobile anti-collision beam, in particular to a collapsible automobile front anti-collision beam assembly. BACKGROUND

[0002] The collapsible automobile front anti-collision beam assembly is a key safety component of the front part of the automobile. When the vehicle collides, it can absorb the collision energy through its own collapse deformation, thereby effectively reducing the impact on the passenger compartment, and further protecting the safety of the passengers and vehicle components.

[0003] In the prior art, the collapse energy absorption mode of the collapsible automobile front anti-collision beam assembly presents diversified characteristics. For example, cleverly designed folds or shear grooves on the metal beam body are used to dissipate collision energy through structural deformation. At the same time, the prior art usually provides an energy absorption box, which is the main load-bearing structure and will start energy absorption work as soon as a collision occurs. However, this frequent energy absorption operation makes the energy absorption box prone to damage after long-term use.

[0004] Although the prior art has a variety of energy absorption methods, there are still many obvious defects. Some structures are only composed of a single frame, the collapse mode is fixed and cannot be changed, and the anti-impact effect is greatly limited, making it difficult to adapt to different intensity collision scenarios. Some designs use multi-layer superposition or long-stroke structure to improve energy absorption effect, which directly leads to the overall longitudinal depth of the device being too large, making the installation process cumbersome and having poor adaptability, and cannot be applied to small cars with small space in the front of the vehicle body. In addition, most designs are not optimized for pedestrian protection, and direct impact on pedestrians is likely to occur during a collision, posing a risk of secondary injury.

[0005] In the prior art, the patent with publication number CN202863353U discloses an automobile anti-collision beam structure, a first energy absorption box is connected above the anti-collision beam, a second energy absorption box connected with the vehicle longitudinal beam is arranged below the anti-collision beam corresponding to the first energy absorption box, the first energy absorption box and the second energy absorption box are both two and are arranged at both ends of the anti-collision beam, and the energy absorption is realized by the collapse deformation of the two-stage energy absorption box under different collision speeds. The energy absorption box and the anti-collision beam are connected by bolts to facilitate the replacement of damaged parts. However, although this technology improves some of the original problems, there are still aspects that need to be further optimized to better meet the actual detection needs.

[0006] The energy absorption box as a direct fixed end, even if the comparative document provides two energy absorption boxes, one energy absorption box will be used for energy absorption when a collision occurs. During long-term use, the energy absorption box needs to be replaced frequently due to frequent energy absorption.

[0007] Further, the patent with publication number CN118753197B discloses a double anti-collision safety type automobile anti-collision beam structure, wherein the main anti-collision beam and the auxiliary anti-collision beam are both installed between two connecting beams, and although double buffering is achieved through a stretchable structure, the spacing between the connecting beams is occupied by the main and auxiliary anti-collision beams, and in actual application, more distance is required in the automobile interior to avoid the moving spacing of the auxiliary anti-collision beam, thus reducing the practicability.

[0008] Therefore, under the above-mentioned viewpoints, there is still room for improvement for the existing automobile anti-collision beam. SUMMARY

[0009] In order to solve the above problems, the present application provides a collapsible automobile front anti-collision beam assembly, which comprises symmetrically distributed arc-shaped blocks, an anti-collision beam is installed between the arc-shaped blocks, a support plate is installed on one side of the arc-shaped block, a support frame plate is slidingly installed on one side of the support plate, the cross section of the support frame plate is in the shape of a v, a rectangular block is slidingly installed in the support frame plate, and a rotating shaft is rotatably installed in the rectangular block.

[0010] One side of the rotating shaft is connected with the end of the support plate.

[0011] One side of the rectangular block is further provided with a rectangular plate, a spring rod is installed in the support frame plate, and the extension end of the spring rod is connected with the rectangular plate.

[0012] The rectangular block is provided with a swinging unit for driving the rotating shaft to swing the anti-collision beam.

[0013] Preferably, the swinging unit comprises a swinging cavity opened in the rectangular block and penetrating through the outer side of the rotating shaft, and one side of the swinging cavity penetrates to the outside of the rectangular block and corresponds to the inner side wall of the support frame plate.

[0014] The outer side of the rotating shaft is sleeved with a swinging gear located in the swinging cavity, and a driving gear meshing with the swinging gear is further rotatably arranged in the swinging cavity.

[0015] Preferably, a containing groove is further opened on the inner side wall of the support frame plate, a plurality of driving teeth are installed in the containing groove, and the outer side of the driving gear passes through the swinging cavity to the outside of the rectangular block and corresponds to the plurality of driving teeth.

[0016] Preferably, the rotating shaft is rotatably connected with the support plate, and a clamping assembly for clamping and limiting the rotating shaft is further arranged between the rotating shaft and the support plate, the clamping assembly comprises a plurality of clamping grooves opened on the outer side of the rotating shaft.

[0017] A plurality of clamping cavities are opened in the support plate, a clamping plate is slidingly installed in the clamping cavity, and the end of the clamping plate is tapered and inserted into the corresponding clamping groove.

[0018] The clamping plate and the clamping cavity are connected through a push spring.

[0019] Preferably, the cross section of the anti-collision beam is also V-shaped and the two sides are through, and a buffer unit is arranged between the two arc-shaped blocks inside the anti-collision beam, and the buffer unit comprises a cross beam arranged between the two arc-shaped blocks and inside the anti-collision beam.

[0020] Preferably, the support frame plate is further provided with a H-shaped plate on one side, and the outer side of the H-shaped plate is provided with a collapse notch.

[0021] The cross beam is symmetrically provided with a collision plate on one side outside the anti-collision beam, and the collision plate corresponds to the corresponding H-shaped plate.

[0022] Preferably, the side of the collision plate away from the cross beam is hinged with a contact plate.

[0023] Preferably, the support frame plate is further provided with a limiting unit for limiting the movement of the rectangular block, and the limiting unit comprises a plurality of inclined grooves formed in the inner bottom wall of the support frame plate.

[0024] The rectangular block is further provided with a limiting cavity, and a horizontal plate is slidably arranged in the limiting cavity, and a plurality of insertion inclined plates are mounted on one side of the horizontal plate, and the horizontal plate and the limiting cavity are connected through a push spring.

[0025] Preferably, the rectangular block is further provided with a through groove in communication with the limiting cavity, and one side of the horizontal plate is provided with a driving shaft extending to the outside of the rectangular block through the through groove.

[0026] Preferably, the side of the support plate close to the rotating shaft is semicircular, and a plurality of fixing grooves are formed in one side of the support plate and the outer side of the circular end.

[0027] The outer side of the driving plate is provided with a connecting plate, the connecting plate is provided with a vertical plate, the upper end of the vertical plate is provided with a fixing plate corresponding to the plurality of fixing grooves, the connecting plate is further threadedly connected with a fixing bolt, and the rectangular block is provided with a threaded hole.

[0028] In summary, the present application has at least one of the following beneficial technical effects: First, the present application is provided with a multi-stage buffer structure of spring rods, buffer rods, H-shaped plates and the like, wherein the spring rods buffer alone when the impact is small, and only when the impact force reaches a certain degree, the buffer rods and the H-shaped plates are sequentially activated to absorb energy, thereby reducing the working frequency of the energy absorption components and solving the problem that the energy absorption box is easily damaged due to frequent energy absorption in the prior art.

[0029] Second, the anti-collision beam is divided into a plurality of anti-collision ends by the fracture notch, local deformation is achieved, the anti-collision beam is driven to swing by the swinging unit when a pedestrian collides, a diversified collapse mode is formed, different intensity collision scenes can be adapted, and the defects of fixed collapse mode and limited impact resistance of part of the structure are overcome; meanwhile, the overall structure does not adopt multi-layer superposition or long stroke design, the depth is small, and the adaptability to small cars with small space in the front part of the car body is improved.

[0030] Thirdly, the swing unit of the present application can swing the anti-collision beam upward to lift the pedestrian when the pedestrian is hit, the multiple anti-collision ends and the fracture cracks can limit the impact force in a local area and buffer through deformation, so as to avoid the direct impact of the anti-collision beam on the pedestrian, and solve the problem that most designs are not optimized for pedestrian protection and have the risk of secondary injury. BRIEF DESCRIPTION OF DRAWINGS

[0031] The present application will be further described below in combination with the drawings and examples.

[0032] Figure 1 is a structural schematic diagram of the body of the present application.

[0033] Figure 2 is a structural schematic diagram of the rectangular block of the present application.

[0034] Figure 3 is a structural schematic diagram of the swing unit and the limiting unit of the present application.

[0035] Figure 4 is a partial structure enlarged view of position A in the present application. Figure 3

[0036] Figure 5 is a partial structure enlarged view of position B in the present application. Figure 3

[0037] Figure 6 is a sectional view of the limiting unit of the present application.

[0038] Figure 7 is a bottom view of the limiting unit of the present application.

[0039] Figure 8 is a structural schematic diagram of the clamping assembly of the present application.

[0040] Figure 9 is a partial structure enlarged view of position C in the present application. Figure 8

[0041] Figure 10 is a structural schematic diagram of the buffering unit and the structure assembly of the present application.

[0042] Figure 11 is a partial structure enlarged view of position D in the present application. Figure 10

[0043] ​​​​In the figure, 1, arc-shaped block; 10, anti-collision beam; 11, support plate; 12, support frame plate; 13, rectangular block; 14, rotating shaft; 15, rectangular plate; 16, spring rod; 2, swing unit; 20, swing cavity; 21, swing gear; 22, driving gear; 23, driving tooth; 3, clamping assembly; 30, clamping cavity; 31, clamping plate; 4, buffer unit; 40, cross beam; 41, L-shaped plate; 42, collapse notch; 43, collision plate; 44, contact plate; 5, limiting unit; 50, inclined slot; 51, limiting cavity; 52, cross plate; 53, inserted inclined plate; 54, through groove; 55, pushing shaft; 56, fixing groove; 57, connecting plate; 58, vertical plate; 59, fixed plate; 510, fixing bolt; 511, threaded opening; 6, structure assembly; 60, fracture notch; 61, buffer rod. DETAILED DESCRIPTION

[0044] The following Figures 1 to 11 The embodiments of the application are described in detail.

[0045] The application discloses a collapsible automobile front anti-collision beam assembly, which is applied in the process of vehicle collision, can absorb collision energy through a multi-stage buffer structure, and reduces the damage to passengers and vehicles. Further, the application can also realize lifting protection for pedestrian collision and reduce the risk of secondary injury.

[0046] Embodiment one: refer to Figure 1 , Figure 2 and Figure 3 , including symmetrically distributed arc-shaped blocks 1, anti-collision beams 10, support plates 11, support frame plates 12, rectangular blocks 13, rotating shafts 14, rectangular plates 15, spring rods 16 and swing units 2, the anti-collision beams 10 are installed between the arc-shaped blocks 1, the support plates 11 are installed on one side of the arc-shaped blocks 1, the support frame plates 12 are slidingly installed on one side of the support plates 11, the cross section of the support frame plates 12 is in the shape of a U, the rectangular blocks 13 are slidingly arranged in the support frame plates 12, the rotating shafts 14 are rotatably arranged in the rectangular blocks 13, one side of the rotating shafts 14 is connected with the end of the support plates 11, one side of the support frame plates 12 is used for being installed on a vehicle, the support frame plates 12 support the anti-collision beams 10 through the arc-shaped blocks 1, and the support plates 11 can drive the anti-collision beams 10 to reciprocatingly move in the inner side wall of the support frame plates 12 under the limitation of the rectangular blocks 13, further, the support plates 11 can also drive the anti-collision beams 10 to swing under the limitation of the rectangular plates 15 with the rotating shafts 14 as the axis.

[0047] The side of the rectangular block 13 is also provided with a rectangular plate 15, a spring rod 16 is installed in the support frame plate 12, and the telescopic end of the spring rod 16 is connected with the rectangular plate 15. When the vehicle is hit, the first anti-collision beam 10 will come into contact with the impact object, and then the impact force will be transmitted to the rectangular plate 15 through the arc-shaped block 1, the support plate 11, the rotating shaft 14 and the rectangular block 13, so that the rectangular block 13 drives the rectangular plate 15 to move under the limitation of the support frame plate 12, and the spring rod 16 is retracted at this time. The rectangular plate 15 indirectly buffers the anti-collision beam 10, and the impact force is buffered.

[0048] The rectangular block 13 is provided with a swinging unit 2 for driving the rotating shaft 14 to swing the anti-collision beam 10. When the vehicle hits a pedestrian, the swinging unit 2 can drive the anti-collision beam 10 to swing upward at this time, lifting the person up to prevent the pedestrian from being rolled into the bottom of the vehicle.

[0049] Continue to refer to Figure 3 and Figure 4 , that is, the swinging unit 2 for driving the rotating shaft 14 to swing the anti-collision beam 10. Specifically, the swinging unit 2 includes a swinging cavity 20, a swinging gear 21, a driving gear 22 and a driving tooth 23. The swinging cavity 20 is opened in the rectangular block 13 and penetrates the outer side of the rotating shaft 14, and one side of the swinging cavity 20 penetrates to the outside of the rectangular block 13 and corresponds to the inner side wall of the support frame plate 12. The outer side of the rotating shaft 14 is sleeved with the swinging gear 21 located in the swinging cavity 20, and the driving gear 22 engaged with the swinging gear 21 is also rotationally arranged in the swinging cavity 20. That is, when the driving gear 22 is driven by an external force, it can drive the swinging gear 21 to synchronously reverse rotation, so that the swinging gear 21 drives the rotating shaft 14 to rotate, and the rotating shaft 14 can indirectly drive the anti-collision beam 10 to swing upward at this time.

[0050] The inner side wall of the support frame plate 12 is also provided with a containing groove, a plurality of driving teeth 23 are installed in the containing groove, and the outer side of the driving gear 22 penetrates the swinging cavity 20 to the outside of the rectangular block 13 and corresponds to the plurality of driving teeth 23. That is, when the vehicle is hit, the rectangular block 13 is driven by the anti-collision beam 10 to move backward, so that the driving gear 22 can be engaged with the driving tooth 23 and rotated with the movement of the rectangular block 13, thereby driving the anti-collision beam 10 to swing upward through the rotating shaft 14, providing an upward lifting force to the pedestrian, preventing the pedestrian from falling and rolling into the vehicle due to impact, and causing secondary injury. The lifting angle is affected by the impact force, the stronger the impact force, the larger the lifting range, so that the anti-collision beam 10 can have a certain lifting effect, and the spring rod 16 also plays a buffering role to the anti-collision beam 10 during the upward lifting of the anti-collision beam 10, further reducing the impact damage to the pedestrian.

[0051] It should be noted that in the initial state, due to the distance between the driving tooth 23 and the driving gear 22, that is, only when the impact force is large, the driving gear 22 will mesh with the driving tooth 23 to drive the anti-collision beam 10 to lift, and small impact will only be buffered by the spring rod 16, ensuring that the anti-collision beam 10 does not lift upward as much as possible when lifting is not required to prevent unnecessary damage to the vehicle front shell caused by the swinging action of the anti-collision beam 10.

[0052] Referring to Figure 8 and Figure 9 , that is, the rotating shaft 14 is rotatably connected with the support plate 11, and the rotating shaft 14 and the support plate 11 are further provided with a clamping assembly 3 for clamping and limiting the rotating shaft 14; Specifically, the clamping assembly 3 includes a clamping cavity 30 and a clamping plate 31, and a plurality of clamping grooves are opened on the outer side of the rotating shaft 14.

[0053] A plurality of clamping cavities 30 are opened in the support plate 11, and a clamping plate 31 is slidably arranged in the clamping cavity 30, and the end of the clamping plate 31 is tapered and inserted into the corresponding clamping groove, and the clamping plate 31 and the clamping cavity 30 are connected by a push spring.

[0054] That is, when the rotating shaft 14 rotates, it can drive the support plate 11 to swing through the clamping groove, the clamping plate 31 and the clamping cavity 30, and when the vehicle collides with another vehicle or other heavy objects, due to the heavy mass of the collision object, if the anti-collision beam 10 swings upward at this time, it will not have a buffering effect, so at this time the anti-collision beam 10 does not need to swing upward, and during the movement of the anti-collision beam 10 backward, its end has contacted with the collision object, so that the support plate 11 cannot rotate at this time, thereby making the clamping plate 31 at this time disengaged from the corresponding clamping groove, and the rotating shaft 14 still rotates, but the support plate 11 does not rotate, avoiding interference between the driving gear 22 and the driving tooth 23, so that the rectangular block 13 cannot move smoothly backward, resulting in that the buffering effect cannot be achieved.

[0055] Referring to Figure 10 , that is, the cross section of the anti-collision beam 10 is also a U-shaped and the two sides are through, and the buffer unit 4 is arranged inside the anti-collision beam 10 between the two arc-shaped blocks 1; Specifically, the buffer unit 4 includes a cross beam 40, a U-shaped plate 41, a collapse line 42, a collision plate 43 and a contact plate 44, and the cross beam 40 is arranged between the two arc-shaped blocks 1 and inside the anti-collision beam 10.

[0056] The support frame plate 12 is further provided with a U-shaped plate 41 on one side, and the outer side of the U-shaped plate 41 is provided with a collapse line 42, and the U-shaped plate cooperates with the collapse line 42 to have the effect of the existing energy absorption box. When one side of the U-shaped plate 41 is stressed, the U-shaped plate 41 will shrink along the collapse line 42, thereby achieving the effect of shock absorption and energy absorption.

[0057] The collision plate 43 is symmetrically arranged on the side of the cross beam 40 outside the crash beam 10, and corresponds to the corresponding L-shaped plate 41, that is, when a severe impact occurs, the impact force pushes the crash beam 10 to move backward, at this time, the arc-shaped block 1 will synchronously drive the collision plate 43 to move towards the direction of the L-shaped plate 41 through the cross beam 40, and the severe impact force can make the collision plate 43 contact the L-shaped plate 41, so that the L-shaped plate 41 is shrunk along the collapse line 42 to play a role of collapse and shock absorption.

[0058] The side of the collision plate 43 away from the cross beam 40 is hinged with a contact plate 44, which can swing in the up-down direction along the hinge point at the end of the collision plate 43, that is, in the process of impact, if at this time due to the influence of the impact angle, the crash beam 10 indirectly drives the collision plate 43, which is not parallel to the L-shaped plate 41, so that the collision plate 43 cannot be in full contact with the end face of the L-shaped plate 41. In order to avoid the above situation, the contact plate 44 can be driven by the collision plate 43 to contact the end face of the L-shaped plate 41, even if the end face angle of the collision plate 43 changes, when the contact plate 44 contacts the end face of the L-shaped plate 41, the contact plate 44 will rotate along its axis and flip to contact the L-shaped plate 41, so that the impact force on the crash beam 10 and the cross beam 40 can be completely transmitted to the L-shaped plate 41 through the contact plate 44 for collapse and shock absorption.

[0059] Continue to refer to Figure 3 , Figure 5 , Figure 6 And Figure 7 , that is, the support frame plate 12 is also provided with a limiting unit 5 for limiting the movement of the rectangular block 13; specifically, the limiting unit 5 includes an inclined groove 50, a limiting cavity 51, a horizontal plate 52, an inserted inclined plate 53, a through groove 54, a pushing shaft 55, a fixed groove 56, a connecting plate 57, a vertical plate 58, a fixed plate 59, a fixed bolt 510 and a threaded port 511. A plurality of inclined grooves 50 are opened on the inner bottom wall of the support frame plate 12.

[0060] The rectangular block 13 is further provided with a limiting cavity 51, a horizontal plate 52 is slidably arranged in the limiting cavity 51, a plurality of insertion inclined plates 53 are arranged on one side of the horizontal plate 52, and the horizontal plate 52 is connected with the limiting cavity 51 through a push spring, that is, the horizontal plate 52 can drive the insertion inclined plates 53 to move up and down in the limiting cavity 51, and in the initial state, the push spring can always drive the horizontal plate 52 to drive the end of the insertion inclined plate 53 to be in contact with the inner bottom surface of the support frame plate 12, that is, when the impact occurs, at this time, the rectangular block 13 will move towards the direction of the spring rod 16, and after the movement is completed, when the impact is completed, the spring rod 16 can be reset to push the anti-collision beam 10 to be reset accidentally, causing secondary damage to the surrounding personnel or the vehicle itself, therefore, when the rectangular block 13 moves, the corresponding push spring drives the corresponding insertion inclined plate 53 to be inserted into the inclined groove 50 through the horizontal plate 52, and since the inclined plate and the inclined groove 50 have only one inclined surface, the inclined surface is in the direction of the spring rod 16, that is, the spring rod 16 can normally contract, but after the contraction is completed, the insertion inclined plate 53 and the vertical surface of the inclined groove 50 cannot be reset.

[0061] It should be noted that since the insertion inclined plate 53 and the inclined groove 50 have a certain distance in the initial state, that is, only when the collision causes the spring rod 16 to have a high contraction stroke, the rectangular block 13 drives the insertion inclined plate 53 to be inserted into the inclined groove 50, and for the rest of the small collision, the contraction force of the spring rod 16 is small, so the spring rod 16 does not need to be limited.

[0062] The rectangular block 13 is further provided with a through groove 54 which is in communication with the limiting cavity 51, one side of the horizontal plate 52 is provided with a pulling shaft 55 which extends to the outside of the rectangular block 13 through the through groove 54, and when repairing later, the maintenance personnel can drive the horizontal plate 52 to move upwards through the pulling shaft 55, so that the insertion inclined plate 53 is no longer inserted into the inclined groove 50, so that the rectangular block 13 can be reset smoothly.

[0063] The support plate 11 is semicircular near the rotating shaft 14, a plurality of fixing grooves 56 are arranged on one side of the support plate 11 and the outer side of the circular end, a connecting plate 57 is arranged on the outer side of the pulling plate, a vertical plate 58 is arranged on the connecting plate 57, a plurality of fixing plates 59 corresponding to the fixing grooves 56 are arranged on the upper end of the vertical plate 58, a fixing bolt 510 is threadedly connected to the connecting plate 57, and a threaded hole 511 is arranged on the rectangular block 13.

[0064] That is, during the reset process, since the support plate 11 itself has already undergone a certain degree of swing at this time, the maintenance personnel can align the support plate 11 with the end face of the support frame plate 12 through external equipment, and then apply a pushing force to the support plate 11 through external force to prevent the support plate 11 from moving unexpectedly, and then fluctuate the shifting shaft 55 upward, at which time the shifting shaft 55 can drive the fixed plate 59 inserted into the fixed slot 56 through the connecting plate 57 and the vertical plate 58 to fix the swing range of the support plate 11, so that the support plate 11 will not swing during the subsequent reset process of the rectangular block 13, and the fixed slot 56 is also provided on the semicircular outer side of the support plate 11. The purpose is to prevent the support plate 11 from being aligned with the support frame plate 12 after a major accident, so the fixed plate 59 can be inserted into other fixed slots 56 at this time.

[0065] Embodiment two: continuing to refer to Figure 10 and Figure 11 As shown in the figure, on the basis of embodiment one, in order to prevent the crash beam 10 from losing support force instantaneously due to one side breaking when a severe impact occurs, and to reduce the impact injury to pedestrians, a structure assembly 6 is provided on the impact beam, which includes a breaking notch 60 and a buffer rod 61. Several breaking notches 60 are provided on the outer side of the crash beam 10, and the breaking notches 60 divide the crash beam 10 into several crash ends.

[0066] Several installation slots are provided on the cross beam 40, and the buffer rods 61 are installed in the installation slots, and the ends of the several buffer rods 61 are respectively connected with the inner side walls of the corresponding crash ends. That is, when an impact occurs, in order to avoid large deformation of the crash beam 10 and cause serious misalignment between the two support plates 11 to prevent swinging, therefore during the severe impact process, several crash ends will deform along the breaking notches 60 on both sides to absorb the impact force, and with the guidance of the breaking notches 60, the support plates 11 will not deform greatly, and the impact force will be absorbed on several small crash ends. When the crash end deforms along the breaking notch 60, the impact force will first act on the inner side wall of the crash end, and then be transmitted to the buffer rod 61 connected thereto. After being impacted, the buffer rod 61 will elastically deform, further absorbing and buffering part of the impact energy, and preliminarily eliminating the severe impact force.

[0067] After being buffered by the buffer rod 61, the excess impact force will continue to be transmitted to the cross beam 40, which is a key component connecting each crash end. After collecting the dispersed impact force, it is stably transmitted to the two side impact plates 43 through its own structural strength. After being acted on by the force, the impact plate 43 will transmit the force to the corresponding L-shaped plate 41, causing the L-shaped plate 41 to shrink and deform along the preset collapse notch 42, thereby further dissipating the remaining impact energy, achieving the effect of multi-stage buffering and energy absorption.

[0068] The design of the plurality of anti-collision ends and the fracture lines 60 plays an important role in preventing pedestrians from being directly impacted by the anti-collision beam 10. When a vehicle collides with a pedestrian, the part of the pedestrian that comes into contact with the anti-collision beam 10 is often local. Since the anti-collision beam 10 is divided into a plurality of independent anti-collision ends by the fracture lines 60, each anti-collision end can independently deform. When a pedestrian collides with an anti-collision end in a certain area, the anti-collision end in that area will deform first along the fracture line 60, absorbing the impact energy through its own deformation. At the same time, due to the presence of the fracture lines 60, the deformation does not quickly spread to the entire anti-collision beam 10, so that the impact force is limited to a local area, avoiding the entire anti-collision beam 10 from producing a large area of direct and hard impact on the pedestrian.

[0069] Moreover, the independent deformation of the plurality of anti-collision ends can adapt to the impact characteristics of different parts of the pedestrian's body, reducing the local impact pressure through individual deformation buffering, thereby effectively reducing the harm to the pedestrian and reducing the risk of secondary injury.

[0070] In operation: First step, when a vehicle collides, the impact object first contacts the anti-collision beam 10, the impact force is transmitted to the support plate 11 through the arc block 1, the support plate 11 drives the rectangular block 13 to move in the support frame plate 12 along the horizontal direction to one side of the spring rod 16, at this time the spring rod 16 starts to contract, and the elastic deformation is used to preliminarily buffer the impact force.

[0071] Second step, if the collision object is a pedestrian and the impact force reaches a certain degree, during the movement of the rectangular block 13, the drive gear 22 gradually engages with the drive teeth 23 in the inner wall containing groove of the support frame plate 12, the drive gear 22 rotates and drives the swing gear 21 engaged with it to rotate, thereby making the rotating shaft 14 rotate, under the action of the clamping assembly 3, the rotating shaft 14 drives the support plate 11 and the anti-collision beam 10 to swing upward, forming a lifting force on the pedestrian to avoid the pedestrian from being rolled into the vehicle bottom.

[0072] Third step, if the collision object is a heavy object, the anti-collision beam 10 cannot swing upward after contacting the collision object, the support plate 11 is blocked, the clamping plate 31 is separated from the clamping groove on the rotating shaft 14 under the action of the thrust force, the rotating shaft 14 idles, ensuring that the rectangular block 13 can continue to move backward, ensuring that the buffering process is not affected.

[0073] Fourth step, as the impact force increases, the anti-collision ends on the anti-collision beam 10 deform along the fracture lines 60, the force generated by the deformation is transmitted to the buffer rod 61, the elastic deformation of the buffer rod 61 further absorbs energy, and the remaining impact force is transmitted to the two side impact plates 43 through the cross beam 40.

[0074] The fifth step, the collision plate 43 moves under the force of the L-shaped plate 41, the contact plate 44 automatically rotates according to the impact angle, ensuring full contact with the L-shaped plate 41, pushing the L-shaped plate 41 along the collapse line 42 to shrink, achieving energy absorption and buffering again.

[0075] The sixth step, when the impact force is large enough to cause the spring rod 16 to shrink with a high stroke, the inserted inclined plate 53 in the rectangular block 13 is inserted into the inclined groove 50 of the support frame plate 12 under the action of the push spring, limiting the reset of the rectangular block 13, avoiding secondary injury caused by accidental movement of the anti-collision beam 10; if it is a slight collision, the inserted inclined plate 53 does not contact the inclined groove 50, and the spring rod 16 can drive the structure to reset.

[0076] The seventh step, after the collision is over, the maintenance personnel drives the horizontal plate 52 upward by the shaft 55 to make the inserted inclined plate 53 disengage from the inclined groove 50, adjusts the support plate 11 to the appropriate position, and then inserts the fixed plate 59 into the fixed groove 56 and fixes it with the fixed bolt 510 to complete the reset or fixation of the structure.

[0077] For those skilled in the art, it is obvious that the present application is not limited to the details of the above exemplary embodiments, and can be realized in other specific forms without departing from the spirit or essential characteristics of the present application. Therefore, from any point of view, the embodiments should be regarded as exemplary and non-limiting.

[0078] In addition, it should be understood that although the present specification is described in terms of embodiments, each embodiment does not contain only one independent technical solution, and the description manner of the specification is only for clarity, and those skilled in the art should consider the specification as a whole, and the technical solutions in each embodiment can be appropriately combined to form other embodiments that those skilled in the art can understand.

Claims

1. A collapsible front bumper beam (10) assembly for automobiles, comprising symmetrically distributed arc-shaped blocks (1), with the bumper beam (10) installed between the arc-shaped blocks (1), a support plate (11) installed on one side of the arc-shaped blocks (1), and a support frame plate (12) slidably installed on one side of the support plate (11), characterized in that: The cross section of the support frame plate (12) is U-shaped, and a rectangular block (13) slides inside the support frame plate (12). A rotating shaft (14) rotates inside the rectangular block (13). One side of the rotating shaft (14) is connected to the end of the support plate (11); A rectangular plate (15) is also provided on one side of the rectangular block (13), and a spring rod (16) is installed inside the support frame plate (12). The telescopic end of the spring rod (16) is connected to the rectangular plate (15). The rectangular block (13) is equipped with a swing unit (2) for driving the rotating shaft (14) to swing the anti-collision beam (10).

2. The collapsible front bumper beam (10) assembly for automobiles according to claim 1, characterized in that: The swing unit (2) includes a swing cavity (20) opened in the rectangular block (13) and communicating with the outside of the rotating shaft (14), and one side of the swing cavity (20) is connected to the outside of the rectangular block (13) and corresponds to the inner sidewall of the support frame plate (12); The outer side of the rotating shaft (14) is fitted with a swing gear (21) located in the swing cavity (20), and a drive gear (22) that meshes with the swing gear (21) is also rotatably arranged in the swing cavity (20).

3. The collapsible front bumper beam (10) assembly for automobiles according to claim 2, characterized in that: The inner wall of the support frame plate (12) is also provided with a receiving groove, and several drive teeth (23) are installed in the receiving groove. The outer side of the drive gear (22) passes through the swing cavity (20) to the outer side of the rectangular block (13) and corresponds to several drive teeth (23).

4. The collapsible front bumper beam (10) assembly for automobiles according to claim 1, characterized in that: The rotating shaft (14) is rotatably connected to the support plate (11). A snap-fit ​​assembly (3) for snap-fit ​​limiting the rotating shaft (14) is also provided between the rotating shaft (14) and the support plate (11). The snap-fit ​​assembly (3) includes several snap-fit ​​grooves opened on the outside of the rotating shaft (14). The support plate (11) has several snap-fit ​​cavities (30), and a snap-fit ​​plate (31) slides in the snap-fit ​​cavity (30). The end of the snap-fit ​​plate (31) is tapered and inserted into the corresponding snap-fit ​​groove. The snap-fit ​​plate (31) and the snap-fit ​​cavity (30) are connected by a push spring.

5. The collapsible front bumper beam (10) assembly for automobiles according to claim 1, characterized in that: The cross-section of the anti-collision beam (10) is also U-shaped and has a through shape on both sides. A buffer unit (4) is provided between the arc blocks (1) and located inside the anti-collision beam (10). The buffer unit (4) includes a crossbeam (40) provided between the two arc blocks (1) and located inside the anti-collision beam (10).

6. The collapsible front bumper beam (10) assembly for automobiles according to claim 5, characterized in that: A U-shaped plate (41) is also provided on one side of the support frame plate (12), and a shrinkage groove (42) is provided on the outer side of the U-shaped plate (41). A collision plate (43) is symmetrically arranged on one side of the crossbeam (40) outside the anti-collision beam (10), and the collision plate (43) corresponds to the corresponding U-shaped plate (41).

7. A collapsible front bumper beam (10) assembly for automobiles according to claim 6, characterized in that: The collision plate (43) is hinged to a contact plate (44) on the side away from the crossbeam (40).

8. The collapsible front bumper beam (10) assembly for automobiles according to claim 1, characterized in that: The support frame plate (12) is also provided with a limiting unit (5) for limiting the movement of the rectangular block (13). The limiting unit (5) includes several inclined grooves (50) opened on the bottom wall of the support frame plate (12). A limiting cavity (51) is also provided inside the rectangular block (13). A horizontal plate (52) slides inside the limiting cavity (51). Several inclined plates (53) are installed on one side of the horizontal plate (52), and the horizontal plate (52) and the limiting cavity (51) are connected by a push spring.

9. A collapsible front bumper beam (10) assembly for automobiles according to claim 8, characterized in that: A through groove (54) communicating with the limiting cavity (51) is provided on one side of the rectangular block (13), and a toggle shaft (55) extending through the through groove (54) to the outside of the rectangular block (13) is provided on one side of the horizontal plate (52).

10. A collapsible front bumper beam (10) assembly for automobiles according to claim 9, characterized in that: The side of the support plate (11) near the rotating shaft (14) is semi-circular, and several fixing grooves (56) are provided on one side of the support plate (11) and on the outer side of the circular end. A connecting plate (57) is provided on the outside of the toggle plate. A longitudinal plate (58) is provided on the connecting plate (57). A fixing plate (59) corresponding to several fixing slots (56) is provided on the upper end of the longitudinal plate (58). A fixing bolt (510) is also threaded on the connecting plate (57). A threaded opening (511) is provided on the rectangular block (13).

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