A collapsible front bumper beam assembly for a vehicle

Abstract

The present application relates to the field of automobile anti-collision beam, and particularly relates to a collapsible automobile front anti-collision beam assembly, which comprises symmetrical 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, a rotating shaft is rotatably installed in the rectangular block, one side of the rotating shaft is connected with the end of the support plate, a rectangular plate is further arranged on one side of the rectangular block, a spring rod is installed in the support frame plate, and the extension end of the spring rod is connected with the rectangular plate, the present application is provided with a multi-stage buffer structure of spring rod, buffer rod and H-shaped plate, wherein the spring rod buffers alone when small impact occurs, and only when the impact force reaches a certain degree, the buffer rod and the H-shaped plate are sequentially started to absorb energy, the working frequency of the energy absorption components is reduced, and the problem that the energy absorption box is easily damaged due to frequent energy absorption in the prior art is solved.

Description

Technical Field

[0001] This invention relates to the field of automotive anti-collision beams, and particularly to a collapsible automotive front anti-collision beam assembly. Background Technology

[0002] As a key safety component at the front of a vehicle, the collapsible front bumper assembly can absorb collision energy through its own collapse deformation when a collision occurs, thereby effectively reducing the impact on the passenger compartment and protecting the safety of the occupants and vehicle components.

[0003] In existing technologies, the energy absorption methods of collapsible front bumper beam assemblies for automobiles exhibit diverse characteristics. For example, cleverly designed folds or shear grooves on the metal beam body dissipate collision energy through structural deformation. Simultaneously, existing technologies typically include energy-absorbing boxes, which, as the primary load-bearing structure, activate energy absorption upon impact. However, this frequent energy absorption operation makes the energy-absorbing boxes highly susceptible to damage after prolonged use.

[0004] Despite the various energy absorption methods available in existing technologies, several significant drawbacks remain. Some structures consist of only a single frame, with a fixed crumple zone, severely limiting their impact resistance and making them unsuitable for collisions of varying intensities. Other designs, in an effort to enhance energy absorption, employ multi-layered or long-stroke structures, resulting in excessively deep devices that are not only cumbersome to install but also poorly adaptable, unsuitable for use in small cars with limited front-end space. Furthermore, most designs lack pedestrian protection optimization, making them prone to direct impact on pedestrians during collisions and posing a risk of secondary injury.

[0005] In existing technologies, such as the patent with publication number CN202863353U, a car anti-collision beam structure is disclosed. A primary energy-absorbing box is connected to the top of the anti-collision beam, and a secondary energy-absorbing box, connected to the vehicle's longitudinal beam, is located below the primary energy-absorbing box. There are two primary and secondary energy-absorbing boxes, positioned at opposite ends of the anti-collision beam. Energy absorption is achieved through the collapse deformation of the two energy-absorbing boxes at different collision speeds. The energy-absorbing boxes are bolted to the anti-collision beam to facilitate the replacement of damaged components. However, although this technology improves some existing problems, there are still aspects that require further optimization to better meet actual testing needs.

[0006] As the direct fixed end, even if the comparison document sets two energy-absorbing boxes, one energy-absorbing box will absorb energy when a collision occurs. During long-term use, the energy-absorbing box needs to be replaced frequently due to frequent energy absorption.

[0007] Furthermore, patent CN118753197B discloses a dual-impact safety car anti-collision beam structure, in which the main anti-collision beam and the secondary anti-collision beam are both installed between two connecting beams. Although a telescopic structure achieves dual buffering, the spacing between the connecting beams is occupied by the main and secondary anti-collision beams. In practical applications, the car interior also needs more distance to avoid the movement of the secondary anti-collision beam, thus reducing its practicality.

[0008] Therefore, based on the above-stated viewpoints, there is still room for improvement in existing automotive crash beams. Summary of the Invention

[0009] To address the aforementioned problems, this invention provides a collapsible automotive front bumper beam assembly, comprising symmetrically distributed arc-shaped blocks, with a bumper beam installed between the arc-shaped blocks, a support plate installed on one side of each arc-shaped block, and a support frame plate slidably installed on one side of the support plate. The support frame plate has a U-shaped cross-section, and a rectangular block slides within the support frame plate, with a rotating shaft rotatably mounted within the rectangular block.

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

[0011] A rectangular plate is also provided on one side of the rectangular block, and a spring rod is installed inside the support frame plate. The telescopic end of the spring rod is connected to the rectangular plate.

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

[0013] Preferably, the swing unit includes a swing cavity formed inside the rectangular block and communicating with the outside of the pivot shaft, and one side of the swing cavity extends to the outside of the rectangular block and corresponds to the inner sidewall of the support frame plate.

[0014] A swing gear is fitted on the outer side of the rotating shaft and located in the swing cavity. A drive gear that meshes with the swing gear is also rotatably installed in the swing cavity.

[0015] Preferably, a receiving groove is also provided on the inner side wall of the support frame plate, and several drive teeth are installed in the receiving groove. The outer side of the drive gear passes through the swing cavity to the outer side of the rectangular block and corresponds to the several drive teeth.

[0016] Preferably, the rotating shaft and the support plate are rotatably connected, and a locking component for locking and limiting the rotating shaft is provided between the rotating shaft and the support plate. The locking component includes several locking grooves opened on the outside of the rotating shaft.

[0017] The support plate has several snap-fit ​​cavities, and snap-fit ​​plates slide inside the snap-fit ​​cavities. The ends of the snap-fit ​​plates are tapered and inserted into the corresponding snap-fit ​​slots.

[0018] The snap-fit ​​plate and the snap-fit ​​cavity are connected by a push spring.

[0019] Preferably, the cross-section of the anti-collision beam is also U-shaped and has through-shaped sides. A buffer unit is provided between the arc-shaped blocks and located inside the anti-collision beam. The buffer unit includes a crossbeam provided between the two arc-shaped blocks and located inside the anti-collision beam.

[0020] Preferably, a U-shaped plate is also provided on one side of the support frame plate, and the outer side of the U-shaped plate has shrinkage grooves.

[0021] The crossbeam is symmetrically equipped with collision plates on one side outside the anti-collision beam, and the collision plates correspond to the U-shaped plates.

[0022] Preferably, the collision plate has a contact plate hinged to the side away from the crossbeam.

[0023] Preferably, the support frame plate is further provided with a limiting unit for limiting the movement of the rectangular block. The limiting unit includes several inclined grooves opened on the bottom wall of the inner side of the support frame plate.

[0024] The rectangular block also has a limiting cavity, in which a horizontal plate slides. Several inclined plates are installed on one side of the horizontal plate, and the horizontal plate and the limiting cavity are connected by a push spring.

[0025] Preferably, a through groove communicating with the limiting cavity is provided on one side of the rectangular block, and a toggle shaft extending through the through groove to the outside of the rectangular block is provided on one side of the horizontal plate.

[0026] Preferably, the side of the support plate closest to the rotating shaft is semi-circular, and several fixing grooves are provided on one side of the support plate and on the outer side of the circular end.

[0027] A connecting plate is provided on the outside of the toggle plate, a longitudinal plate is provided on the connecting plate, a fixing plate corresponding to several fixing slots is provided at the upper end of the longitudinal plate, and a fixing bolt is threadedly connected to the connecting plate. A threaded opening is provided on the rectangular block.

[0028] In summary, this application includes at least one of the following beneficial technical effects:

[0029] I. This invention features a multi-stage buffer structure including a spring rod, a buffer rod, and a U-shaped plate. The spring rod buffers independently during small impacts, while the buffer rod and U-shaped plate only activate sequentially to absorb energy when the impact force reaches a certain level. This reduces the operating frequency of the energy-absorbing components and solves the problem of energy-absorbing boxes being easily damaged due to frequent energy absorption in the prior art.

[0030] Second, this invention divides the anti-collision beam into multiple anti-collision ends by fracture lines, achieving local deformation. Combined with the swing unit, the anti-collision beam swings when a pedestrian collides, forming diverse collapse modes that can adapt to collision scenarios of different intensities. This overcomes the defects of some structures with fixed collapse modes and limited impact resistance. At the same time, the overall structure does not adopt multi-layer stacking or long stroke design, and has a small depth, which improves the adaptability to small cars with limited front space.

[0031] Third, when the swing unit of the present invention impacts a pedestrian, it drives the anti-collision beam to swing upward to support the pedestrian through the meshing of the drive gear and drive teeth. Multiple anti-collision ends and fractures limit the impact force to a local area and buffer it through deformation, avoiding the direct impact of the anti-collision beam on the pedestrian. This solves the problem that most designs are not optimized for pedestrian protection and have the risk of secondary injury. Attached Figure Description

[0032] The present invention will be further described below with reference to the accompanying drawings and embodiments.

[0033] Figure 1 This is a schematic diagram of the structure of the main body of the present invention.

[0034] Figure 2 This is a schematic diagram of the rectangular block structure of the present invention.

[0035] Figure 3 This is a schematic diagram of the structure of the swing unit and the limiting unit of the present invention.

[0036] Figure 4 This is the present invention. Figure 3 Enlarged view of part of the structure at point A in the middle.

[0037] Figure 5 This is the present invention. Figure 3 Enlarged view of part of the structure at point B.

[0038] Figure 6 This is a cross-sectional view of the limiting unit of the present invention.

[0039] Figure 7 This is a bottom view of the limiting unit of the present invention.

[0040] Figure 8 This is a schematic diagram of the snap-fit ​​assembly of the present invention.

[0041] Figure 9 This is the present invention. Figure 8 Enlarged view of part of the structure at point C.

[0042] Figure 10 This is a schematic diagram of the buffer unit and construction components of the present invention.

[0043] Figure 11 This is the present invention. Figure 10 Enlarged view of part of the structure at point D.

[0044] In the diagram, 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. Drive gear; 23. Drive gear; 3. Snap-fit ​​assembly; 30. Snap-fit ​​cavity; 31. Snap-fit ​​plate; 4. Buffer unit; 40. Crossbeam; 41. U-shaped plate; 42. Crushing groove; 43. Collision plate; 44. Contact plate; 5. Limiting unit; 50. Inclined groove; 51. Limiting cavity; 52. Horizontal plate; 53. Inserted inclined plate; 54. Through groove; 55. Actuating shaft; 56. Fixing groove; 57. Connecting plate; 58. Longitudinal plate; 59. Fixing plate; 510. Fixing bolt; 511. Threaded opening; 6. Structural assembly; 60. Fracture groove; 61. Buffer rod. Detailed Implementation

[0045] The following combination Figures 1 to 11 The embodiments of the present invention will be described in detail below.

[0046] This application discloses a collapsible front bumper beam assembly for automobiles, which is used during a vehicle collision to absorb collision energy through a multi-level buffer structure, reducing injury to occupants and the vehicle. Furthermore, this application can also provide lifting protection for pedestrian collisions, reducing the risk of secondary injury.

[0047] Example 1: Refer to Figure 1 , Figure 2 and Figure 3 As shown, the device includes 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. Anti-collision beams 10 are installed between the arc-shaped blocks 1. Support plates 11 are installed on one side of the arc-shaped blocks 1. Support frame plates 12 are slidably installed on one side of the support plates 11. The cross-section of the support frame plates 12 is U-shaped. Rectangular blocks 13 slide inside the support frame plates 12. Rotating shafts 14 rotate inside the rectangular blocks 13. One side of the rotating shafts 14 is connected to the end of the support plates 11. One side of the support frame plates 12 is used for installation on the vehicle. The support frame plates 12 support the anti-collision beams 10 through the arc-shaped blocks 1. The support plates 11 can drive the anti-collision beams 10 to reciprocate through the rectangular blocks 13 under the limitation of the inner sidewall of the support frame plates 12. Furthermore, 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.

[0048] A rectangular plate 15 is also provided on one side of the rectangular block 13. 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. When a vehicle is involved in a collision, the anti-collision beam 10 will first come into contact with the impact object. Then, the impact force will be transmitted to the rectangular plate 15 through the arc block 1, the support plate 11, the rotating shaft 14, and the rectangular block 13. This causes the rectangular block 13 to drive the rectangular plate 15 to move under the limit of the support frame plate 12. At this time, the spring rod 16 retracts, and indirectly buffers the anti-collision beam 10 through the rectangular plate 15, thus buffering the impact force.

[0049] The rectangular block 13 is equipped with a swing unit 2 for driving the rotating shaft 14 to swing the anti-collision beam 10. When the vehicle hits a pedestrian, the swing unit 2 can drive the anti-collision beam 10 to swing upward, lifting the person up and preventing the pedestrian from being rolled under the vehicle.

[0050] Continue to refer to Figure 3 and Figure 4 As shown, the swing unit 2 is used to drive the rotating shaft 14 to swing the anti-collision beam 10. Specifically, the swing unit 2 includes a swing cavity 20, a swing gear 21, a drive gear 22, and a drive tooth 23. The swing cavity 20 is opened in the rectangular block 13 and communicates with the outer side of the rotating shaft 14. One side of the swing cavity 20 extends to the outer side of the rectangular block 13 and corresponds to the inner side wall of the support frame plate 12. The swing gear 21 located in the swing cavity 20 is sleeved on the outer side of the rotating shaft 14. The drive gear 22, which meshes with the swing gear 21, is also rotatably arranged in the swing cavity 20. That is, when the drive gear 22 is driven by an external force, it can drive the swing gear 21 to rotate synchronously in the opposite direction, so that the swing gear 21 drives the rotating shaft 14 to rotate. At this time, the rotating shaft 14 can indirectly drive the anti-collision beam 10 to swing upward.

[0051] The inner wall of the support frame plate 12 is also provided with a receiving groove, in which several drive teeth 23 are installed. 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 the several drive teeth 23. That is, when the vehicle collides, the rectangular block 13 is driven to move backward by the anti-collision beam 10, so that the drive gear 22 can mesh with the drive teeth 23 and rotate with the movement of the rectangular block 13. This causes the anti-collision beam 10 to swing upward through the rotating shaft 14, which provides an upward lifting force for pedestrians and prevents pedestrians from falling and being caught in the impact, thus preventing secondary injuries. 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 play a certain lifting effect. During the upward lifting process of the anti-collision beam 10, the spring rod 16 also plays a buffering role for the anti-collision beam 10, further reducing the impact injury to pedestrians.

[0052] It should be noted that in the initial state, since there is a certain distance between the drive gear 23 and the drive gear 22, the drive gear 22 will only mesh with the drive gear 23 to drive the anti-collision beam 10 to lift when the impact force is large. Small impacts will only be buffered by the spring rod 16, ensuring that the anti-collision beam 10 does not lift upwards as much as possible when it is not necessary to lift, so as to avoid unnecessary damage to the front shell of the vehicle caused by the swinging action of the anti-collision beam 10.

[0053] Reference Figure 8 and Figure 9 As shown, the rotating shaft 14 is rotatably connected to the support plate 11, and a snap-fit ​​assembly 3 for snap-fitting and limiting the rotating shaft 14 is also provided between the rotating shaft 14 and the support plate 11; specifically, the snap-fit ​​assembly 3 includes a snap-fit ​​cavity 30 and a snap-fit ​​plate 31, and several snap-fit ​​grooves are opened on the outside of the rotating shaft 14.

[0054] The support plate 11 has several snap-fit ​​cavities 30. 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.

[0055] That is, when the shaft 14 rotates, it can drive the support plate 11 to swing through the locking groove, locking plate 31 and locking cavity 30. When the vehicle collides with another vehicle or other heavy objects, the anti-collision beam 10 will not have a buffering effect if it swings upward because the collision object is heavy. Therefore, the anti-collision beam 10 does not need to swing upward. During the backward movement of the anti-collision beam 10, its end has already contacted the collision object, so the support plate 11 cannot rotate at this time. As a result, the locking plate 31 will disengage from the corresponding locking groove. The shaft 14 will still rotate freely, while the support plate 11 will not rotate. This avoids interference between the drive gear 22 and the drive gear 23, which would prevent the rectangular block 13 from moving backward smoothly and thus fail to achieve a buffering effect.

[0056] Reference Figure 10 As shown, the cross-section of the anti-collision beam 10 is also U-shaped and has through-shaped sides. A buffer unit 4 is provided between the arc-shaped blocks 1 and located inside the anti-collision beam 10. Specifically, the buffer unit 4 includes a crossbeam 40, a U-shaped plate 41, a crumple zone 42, a collision plate 43, and a contact plate 44. The crossbeam 40 is provided between the two arc-shaped blocks 1 and located inside the anti-collision beam 10.

[0057] A U-shaped plate 41 is also provided on one side of the support frame plate 12. The outer side of the U-shaped plate 41 is provided with a crumple zone 42. The U-shaped plate and the crumple zone 42 can achieve the effect of the existing energy absorption box. When one side of the U-shaped plate 41 is subjected to force, the U-shaped plate 41 will shrink along its crumple zone 42, which plays a role in shock absorption and energy absorption.

[0058] A collision plate 43 is symmetrically arranged on one side of the crossbeam 40 outside the anti-collision beam 10. The collision plate 43 corresponds to the U-shaped plate 41. That is, when a violent impact occurs, the impact force pushes the anti-collision beam 10 to move backward. At this time, the arc-shaped block 1 will simultaneously drive the collision plate 43 to move towards the U-shaped plate 41 through the crossbeam 40. The violent impact force will make the collision plate 43 come into contact with the U-shaped plate 41, thereby causing the U-shaped plate 41 to contract along its crumple lines 42 to play a role in crumple and shock absorption.

[0059] A contact plate 44 is hinged to the side of the collision plate 43 away from the crossbeam 40. The contact plate 44 can swing up and down at the end of the collision plate 43 along its hinge point. That is, during the impact, if the impact angle causes the anti-collision beam 10 to indirectly drive the collision plate 43 to not be parallel to the U-shaped plate 41, the collision plate 43 may not be able to make complete contact with the end face of the U-shaped plate 41. To avoid the above situation, the contact plate 44 can be driven by the collision plate 43 to contact the end face of the U-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 U-shaped plate 41, the contact plate 44 will also rotate along its axis and flip to contact the U-shaped plate 41, so that the impact force on the anti-collision beam 10 and the crossbeam 40 can be completely transmitted to the U-shaped plate 41 through the contact plate 44 for crushing and shock absorption.

[0060] Continue to refer to Figure 3 , Figure 5 , Figure 6 and Figure 7 As shown, 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 a slanted groove 50, a limiting cavity 51, a horizontal plate 52, an inserted slanted plate 53, a through groove 54, a toggle shaft 55, a fixing groove 56, a connecting plate 57, a longitudinal plate 58, a fixing plate 59, a fixing bolt 510, and a threaded opening 511. Several slanted grooves 50 are formed on the inner bottom wall of the support frame plate 12.

[0061] A limiting cavity 51 is also provided inside the rectangular block 13. A horizontal plate 52 slides inside the limiting cavity 51. Several inserted inclined plates 53 are installed on one side of the horizontal plate 52, and the horizontal plate 52 is connected to the limiting cavity 51 by a push spring. That is, the horizontal plate 52 can drive the inserted inclined plates 53 to move up and down in the limiting cavity 51. In the initial case, the corresponding push spring can always drive the horizontal plate 52 to drive the end of the inserted inclined plate 53 to contact the inner bottom surface of the support frame plate 12. That is, when an impact occurs, the rectangular block 13 will move towards the direction of the spring rod 16. After the movement is completed and the impact is complete, the spring rod 16 may be pushed back, causing the anti-collision beam 10 to be accidentally reset, causing secondary damage to surrounding personnel or the vehicle itself. Therefore, when the rectangular block 13 moves, the corresponding push spring will drive the corresponding insertion inclined plate 53 to be inserted into the inclined groove 50 through the horizontal plate 52. Since only one inclined surface of the inclined plate and the inclined groove 50 faces the direction of the spring rod 16, the spring rod 16 can retract normally. However, after retraction, it cannot be reset due to the influence of the vertical plane of the insertion inclined plate 53 and the inclined groove 50.

[0062] It should be noted that, since there is a certain distance between the inserted inclined plate 53 and the inclined groove 50 in the initial state, the rectangular block 13 will only drive the inserted inclined plate 53 into the inclined groove 50 when a collision occurs and the spring rod 16 retracts to a higher stroke. For other small collisions, the retraction force of the spring rod 16 is small, so there is no need to limit the spring rod 16.

[0063] A through groove 54 communicating with the limiting cavity 51 is also provided on one side of the rectangular block 13. 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. During subsequent repairs, the maintenance personnel can move the horizontal plate 52 upward by moving the toggle shaft 55, so that the inclined plate 53 is no longer inserted in the inclined groove 50, and the rectangular block 13 can be reset smoothly.

[0064] The support plate 11 is semi-circular on the side near the rotating shaft 14. Several fixing slots 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 outer side of the actuating plate. A longitudinal plate 58 is provided on the connecting plate 57. A fixing plate 59 corresponding to the 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.

[0065] That is, during the reset process, since the support plate 11 itself has already swung to a certain extent, the maintenance personnel can use external equipment to straighten the support plate 11 and make it flush with the end face of the support frame plate 12. Then, external force is applied to the support plate 11 to prevent it from moving accidentally. Then, the actuating shaft 55 is oscillated upward. At this time, the actuating shaft 55 can drive the fixing plate 59 to be inserted into the fixing groove 56 through the connecting plate 57 and the longitudinal plate 58 to fix the swing range of the support plate 11. In this way, the support plate 11 will not swing during the subsequent reset process of the rectangular block 13. The purpose of also opening the fixing groove 56 on the semi-circular outer surface of the support plate 11 is to prevent the support plate 11 itself from being unable to straighten to be flush with the support frame plate 12 after a major accident. Therefore, the fixing plate 59 can be inserted into other fixing grooves 56 at this time.

[0066] Example 2: Continue to refer to Figure 10 and Figure 11 As shown, based on Embodiment 1, in order to prevent the anti-collision beam 10 from losing its support force instantly due to breakage on one side during a violent impact, and to reduce the impact injury to pedestrians, a structural component 6 is provided on the impact beam. The structural component 6 includes a fracture line 60 and a buffer rod 61. Several fracture lines 60 are formed on the outer surface of the anti-collision beam 10, and the fracture lines 60 divide the anti-collision beam 10 into several anti-collision ends.

[0067] Several mounting slots are provided on the crossbeam 40, and buffer rods 61 are installed in the mounting slots. The ends of the buffer rods 61 are connected to the inner walls of the corresponding anti-collision ends. That is, when a collision occurs, in order to avoid the anti-collision beam 10 from undergoing large deformation and causing serious misalignment between the two support plates 11, thus preventing it from swinging, several anti-collision ends will deform first along the fracture lines 60 on both sides during the violent impact to offset the impact force. With the guiding deformation of the fracture lines 60, large deformation between the support plates 11 is avoided, and the force is offset on several small anti-collision ends. When the anti-collision end deforms along the fracture lines 60, the impact force will first act on the inner wall of the anti-collision end, and then be transmitted to the buffer rods 61 connected to it. After being subjected to the impact force, the buffer rods 61 will undergo elastic deformation, and use their own elastic properties to further absorb and buffer part of the impact energy, thus initially dissipating the violent impact force.

[0068] The excess impact force after being buffered by the buffer rod 61 will continue to be transmitted to the crossbeam 40. As a key component connecting the various anti-collision ends, the crossbeam 40 will collect the dispersed impact force and transmit it stably to the collision plates 43 on both sides through its own structural strength. After being subjected to force, the collision plate 43 will transmit the force to the corresponding U-shaped plate 41, causing the U-shaped plate 41 to shrink and deform along the preset crumple lines 42, thereby further dissipating the remaining impact energy and achieving the effect of multi-level buffering and energy absorption.

[0069] The design of multiple anti-collision ends and 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 in contact with the anti-collision beam 10 is often localized. Because the anti-collision beam 10 is divided into multiple independent anti-collision ends by the fracture lines 60, each anti-collision end can deform relatively independently. When a pedestrian hits an anti-collision end in a certain area, that anti-collision end will deform first along the fracture lines 60, absorbing the impact energy through its own deformation. At the same time, due to the presence of the fracture lines 60, the deformation will not spread rapidly to the entire anti-collision beam 10, thus limiting the impact force to a localized area and preventing the entire anti-collision beam 10 from causing a large-area direct hard impact on the pedestrian.

[0070] Moreover, the independent deformation of multiple anti-collision ends can adapt to the impact characteristics of different parts of the pedestrian's body. Through their respective deformation buffering, the local impact pressure is reduced, thereby effectively mitigating the injury to the pedestrian and reducing the risk of secondary injury.

[0071] During operation: First, when a vehicle collides, the impacting object first contacts the anti-collision beam 10. The impact force is transmitted to the support plate 11 through the arc-shaped block 1. The support plate 11 drives the rectangular block 13 to move horizontally towards the spring rod 16 within the support frame plate 12. At this time, the spring rod 16 begins to contract, using elastic deformation to initially buffer the impact force.

[0072] In the second step, if the object of the collision is a pedestrian and the impact force reaches a certain level, during the movement of the rectangular block 13, the drive gear 22 gradually meshes with the drive gear 23 in the inner side wall receiving groove of the support frame plate 12. The drive gear 22 rotates and drives the swing gear 21 that meshes with it to rotate, thereby causing the rotating shaft 14 to rotate. Under the action of the snap-fit ​​component 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 and preventing the pedestrian from being rolled into the bottom of the vehicle.

[0073] Third, if the object being collided with is a heavy object, the anti-collision beam 10 cannot swing upward after contacting the object, the support plate 11 is blocked, and the snap plate 31 disengages from the snap groove on the rotating shaft 14 under the action of thrust, and the rotating shaft 14 rotates freely, ensuring that the rectangular block 13 can continue to move backward and ensuring that the buffering process is not affected.

[0074] Fourth, as the impact force increases, the anti-collision end on the anti-collision beam 10 deforms along the fracture line 60. The force generated by the deformation is transmitted to the buffer rod 61. The buffer rod 61 elastically deforms to further absorb energy. The remaining impact force is transmitted to the collision plates 43 on both sides through the crossbeam 40.

[0075] In the fifth step, the collision plate 43 moves towards the U-shaped plate 41 under the action of force, and the contact plate 44 rotates automatically according to the impact angle to ensure full contact with the U-shaped plate 41, pushing the U-shaped plate 41 to contract along the crumple zone 42, thereby achieving energy absorption and buffering again.

[0076] In the sixth step, when the impact force is large enough to cause the spring rod 16 to retract to a high stroke, the inclined plate 53 inserted 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, which restricts the rectangular block 13 from resetting and prevents the anti-collision beam 10 from moving accidentally and causing secondary damage; if it is a minor collision, the inclined plate 53 does not contact the inclined groove 50, and the spring rod 16 can drive the structure to reset.

[0077] Step 7: When performing maintenance after the collision, the maintenance personnel move the horizontal plate 52 upward by turning the shaft 55, so that the inserted inclined plate 53 is disengaged from the inclined groove 50. After adjusting the support plate 11 to a suitable position, the fixing plate 59 is inserted into the fixing groove 56 and fixed by the fixing bolt 510 to complete the structural reset or fixation.

[0078] It will be apparent to those skilled in the art that the present invention is not limited to the details of the exemplary embodiments described above, and that the invention can be implemented in other specific forms without departing from its spirit or essential characteristics. Therefore, the embodiments should be considered in all respects as exemplary and not restrictive.

[0079] Furthermore, it should be understood that although this specification describes embodiments, not every embodiment contains only one independent technical solution. This narrative style is merely for clarity. Those skilled in the art should consider the specification as a whole, and the technical solutions in each embodiment can also be appropriately combined to form other embodiments that can be understood by those skilled in the art.

Claims

1. A collapsible front bumper beam assembly for automobiles, comprising symmetrically distributed arc-shaped blocks, a bumper beam installed between the arc-shaped blocks, a support plate installed on one side of each arc-shaped block, and a support frame plate slidably installed on one side of the support plate, characterized in that: The support frame plate has a U-shaped cross section. A rectangular block slides inside the support frame plate, and a rotating shaft rotates inside the rectangular block. One side of the rotating shaft is connected to the end of the support plate. A rectangular plate is also provided on one side of the rectangular block. A spring rod is installed inside the support frame plate, and the telescopic end of the spring rod is connected to the rectangular plate. A swing unit is provided inside the rectangular block to drive the rotating shaft to swing the anti-collision beam. The swing unit includes a swing cavity formed inside a rectangular block and communicating with the outside of the rotating shaft, and one side of the swing cavity extends to the outside of the rectangular block and corresponds to the inner wall of the support frame plate; a swing gear located in the swing cavity is sleeved on the outside of the rotating shaft, and a drive gear that meshes with the swing gear is also rotatably arranged in the swing cavity. The inner wall of the support frame plate is also provided with a receiving groove, and several drive teeth are installed in the receiving groove. The outer side of the drive gear passes through the swing cavity to the outer side of the rectangular block and corresponds to several drive teeth. The rotating shaft is rotatably connected to the support plate. A locking assembly for locking and limiting the rotating shaft is also provided between the rotating shaft and the support plate. The locking assembly includes several locking grooves opened on the outside of the rotating shaft. Several locking cavities are opened in the support plate. Locking plates slide in the locking cavities. The ends of the locking plates are tapered and inserted into the corresponding locking grooves. The locking plates and locking cavities are connected by push springs. The support frame plate is also provided with a limiting unit for limiting the movement of the rectangular block. The limiting unit includes several inclined grooves opened on the bottom wall of the support frame plate. The rectangular block is also provided with a limiting cavity. A horizontal plate slides in the limiting cavity. Several inserted inclined plates are installed on one side of the horizontal plate. The horizontal plate and the limiting cavity are connected by a push spring. A through groove communicating with the limiting cavity is provided on one side of the rectangular block, and an actuating shaft extending through the through groove to the outside of the rectangular block is provided on one side of the horizontal plate.

2. The collapsible front bumper beam assembly for automobiles according to claim 1, characterized in that: The cross-section of the anti-collision beam is also U-shaped and has through sides. A buffer unit is set between the arc blocks inside the anti-collision beam. The buffer unit includes a crossbeam set between the two arc blocks and inside the anti-collision beam.

3. The collapsible front bumper beam assembly for automobiles according to claim 2, characterized in that: A U-shaped plate is also provided on one side of the support frame plate, and the outer side of the U-shaped plate has shrinkage grooves; The crossbeam is symmetrically equipped with collision plates on one side outside the anti-collision beam, and the collision plates correspond to the U-shaped plates.

4. A collapsible front bumper beam assembly for automobiles according to claim 3, characterized in that: A contact plate is hinged to the side of the collision plate away from the crossbeam.

5. A collapsible front bumper beam assembly for automobiles according to claim 4, characterized in that: The support plate is semi-circular on the side near the pivot, and several fixing grooves are provided on one side of the support plate and on the outer side of the circular end. A connecting plate is provided on the outside of the toggle plate, a longitudinal plate is provided on the connecting plate, a fixing plate corresponding to several fixing slots is provided at the upper end of the longitudinal plate, and a fixing bolt is threadedly connected to the connecting plate. A threaded opening is provided on the rectangular block.

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