Constant resistance buffer vehicle energy absorption box

Abstract

This invention belongs to the field of vehicle safety technology and discloses a constant-resistance buffer vehicle energy-absorbing box, including a support tube, a collapsible tube, a pressure-reinforcing spherical crown, and a radial constriction tube. The support tube is slidably connected inside the collapsible tube, and the end of the support tube near the collapsible tube receives the pressure-reinforcing spherical crown, with the support tube and the pressure-reinforcing spherical crown in spherical contact. The inner diameter of the pressure-reinforcing spherical crown is a variable-diameter through hole. The end of the collapsible tube away from the support tube is connected to the radial constriction tube. The other end of the radial constriction tube is interference-fitted to the variable-diameter through hole. The inner collapsible tube structure of this invention can withstand a certain amount of off-center impact. After exceeding the bearing capacity of the inner collapsible tube structure, the radial constriction tube and the pressure-reinforcing spherical crown can bend and deflect with the collapsible tube, and the radial constriction tube and the pressure-reinforcing spherical crown can also remain coaxially aligned, ensuring that the radial constriction tube undergoes constant-resistance deformation after passing through the pressure-reinforcing spherical crown and does not get stuck. The constant-resistance deformation buffer of the vehicle energy-absorbing box generates minimal support reaction force, minimizing damage to people and vehicles, and greatly improving the passive safety of the vehicle.

Description

Technical Field

[0001] This invention belongs to the field of vehicle safety technology, and specifically relates to a constant resistance buffer vehicle energy absorption box. Background Technology

[0002] The statements in this section are merely background information related to the present invention and do not necessarily constitute prior art.

[0003] Energy-absorbing boxes are key components of vehicle safety systems. In automobiles, they are typically mounted on a crossbeam between two longitudinal beams of the vehicle frame. As an important energy-absorbing device in the bumper system, they absorb and disperse collision energy through deformation during a collision, protecting the vehicle structure and passenger safety. Common energy-absorbing box structures include those filled with aluminum foam or other structures to enhance cushioning; and sheet metal energy-absorbing boxes with compressed thin-plate or honeycomb structures. Figure 1 As shown, the relationship between the deformation of the sheet metal energy-absorbing box and the impact force during a collision is a curve. For example, the support reaction force acting on the frame is the largest in the initial stage of the collision of the sheet metal energy-absorbing box, and there will be multiple larger or even the largest support reaction forces in the future. Constant resistance energy absorption, that is, the support reaction force remains unchanged and is a constant, is the most ideal constant resistance energy absorption buffering method.

[0004] Regarding constant-resistance energy-absorbing boxes, existing technology discloses a vehicle collision energy-absorbing box, including an energy-absorbing rod, an energy-absorbing tube, and an energy-absorbing box shell. The energy-absorbing box shell is connected to the vehicle's front bumper, and its rear end is connected to the vehicle's chassis. The large end of the energy-absorbing rod is welded to the inner wall of the energy-absorbing box shell, and the small end of the energy-absorbing rod is inserted into the energy-absorbing tube. When a collision occurs, the front bumper pushes the energy-absorbing rod into the energy-absorbing tube, causing the energy-absorbing tube to undergo plastic deformation, thereby absorbing energy.

[0005] However, the above solution has the following drawbacks: In the above scheme, the energy-absorbing rod is inserted into the energy-absorbing tube. In actual car collision accidents, since the collision usually does not occur directly in front of or behind the car, the load borne by the car's energy-absorbing box is usually off-center from the vehicle's axis. Under the action of the off-center torque, the energy-absorbing rod of the above structure will be deflected relative to the energy-absorbing tube, and the energy-absorbing rod will usually be jammed or buckled and fail. Summary of the Invention

[0006] In view of this, the purpose of the present invention is to provide a constant resistance buffer vehicle energy absorption box, which can achieve constant resistance deformation buffering when a car is subjected to collision impact, and at the same time solve the technical problem that the energy absorption component is stuck and fails under the condition of uneven load in the prior art.

[0007] To achieve the above objectives, the present invention adopts the following technical solution: In the first aspect, a constant resistance buffer vehicle energy absorption box is provided, including a support tube, a collapsible tube, a compression ball cap, and a diameter reduction tube; The support tube is slidably connected inside the collapse tube. The end of the support tube near the collapse tube receives the pressure spherical cap, and the support tube and the pressure spherical cap are in spherical contact. The inner diameter of the compression spherical cap is a variable diameter through hole; The end of the collapse tube furthest from the support tube is connected to the radial shrink tube, and the other end of the radial shrink tube is interference-fitted to the variable diameter through hole.

[0008] Furthermore, the diameter of the variable diameter through hole gradually shrinks along the axial direction and tends to stabilize. Under the action of axial thrust, the diameter-reducing tube is pushed into the variable diameter through hole. Constrained by the variable diameter through hole, the diameter-reducing tube shrinks radially, and the outer diameter of the diameter-reducing tube is consistent with the inner diameter of the variable diameter through hole.

[0009] Furthermore, the end of the support tube away from the collapsible tube is fixedly connected to the first flange, and the end of the collapsible tube facing the support tube is fixedly connected to the second flange. The first flange and the second flange are connected to the frame through multiple fasteners.

[0010] Furthermore, the fastener passes through the second flange and the first flange in sequence, and fasteners are connected to the side of the second flange facing away from the first flange, and fasteners are connected to the side of the first flange facing the second flange.

[0011] Furthermore, a third flange is fixedly connected to the end of the collapsible tube away from the support tube, and the third flange is connected to the radial shrinkage tube.

[0012] Furthermore, a step is provided on the outer wall of the end of the tube facing the third flange, and a shaft hole is opened in the center of the third flange, with the step and the shaft hole being connected with the same diameter.

[0013] Furthermore, the strength of the fasteners, support tubes, and flanges is greater than that of the collapse tube.

[0014] Furthermore, the sleeve length of the collapse tube and the support tube has a set length to withstand the bending moment generated by the maximum allowable eccentric load at one end of the third flange.

[0015] Furthermore, the inner diameter of the support tube is larger than the minimum diameter of the reducing through hole, in order to compensate for the centering deviation caused by the deformation of the shrinkage tube due to excessive off-center load.

[0016] Secondly, another constant resistance buffer vehicle energy absorption box is provided, including a support tube, a collapse tube, a compression ball cap, and a radial shrink tube; the collapse tube is coaxially sleeved on the outer periphery of the support tube, and both the support tube and the collapse tube are fixedly connected to the first flange. The end of the support tube away from the first flange receives the pressure-reducing spherical crown, and the support tube and the pressure-reducing spherical crown are in spherical contact; the inner hole of the pressure-reducing spherical crown is a variable diameter through hole; the end of the collapse tube away from the support tube is fixedly connected to the third flange, the third flange is connected to one end of the shrink tube, and the other end of the shrink tube is interference-fitted to the variable diameter through hole. The tube is installed facing the crossbeam of the frame or the vehicle bumper. A guide hole is provided on the crossbeam of the frame or the vehicle bumper to accommodate the deformed tube.

[0017] Compared with the prior art, the advantages and positive effects of this invention are: This invention discloses a constant-resistance buffer vehicle energy-absorbing box. A support tube is slidably connected inside a collapsible tube, which supports a pressure-reducing spherical crown. The collapsible tube connects to a radial contraction tube, which is interference-fitted with the pressure-reducing spherical crown via a variable-diameter through-hole. The sliding guidance between the support tube and the collapsible tube ensures the radial contraction tube is smoothly pressed into the pressure-reducing spherical crown. The pressure-reducing spherical crown and the support tube are in spherical contact. The internal collapsible tube structure of this invention can withstand a certain amount of off-center impact. After exceeding the structure's capacity, the radial contraction tube and the pressure-reducing spherical crown can bend and deflect with the collapsible tube, while maintaining coaxial alignment. This ensures that the radial contraction tube does not become jammed during constant-resistance deformation after passing through the pressure-reducing spherical crown, minimizing the reaction force generated by the constant-resistance deformation buffer of the vehicle energy-absorbing box and minimizing damage to people and vehicles, thus greatly improving the passive collision safety of automobiles. Attached Figure Description

[0018] The accompanying drawings, which form part of this invention, are used to provide a further understanding of the invention. The illustrative embodiments of the invention and their descriptions are used to explain the invention and do not constitute an improper limitation of the invention.

[0019] Figure 1 This is a curve showing the relationship between the support reaction force and deformation of a sheet metal energy-absorbing box in existing technology; Figure 2 This is a schematic diagram of the structure of a constant resistance buffer vehicle energy absorption box according to Embodiment 1 of the present invention; Figure 3 This is an axial cross-sectional schematic diagram of a constant resistance buffer vehicle energy absorption box according to Embodiment 1 of the present invention; Figure 4 This is an axial cross-sectional schematic diagram of the tube of embodiment 1 or 2 of the present invention; Figure 5 This is an axial cross-sectional schematic diagram of the compression spherical cap of Embodiment 1 or 2 of the present invention; Figure 6 This is a schematic axial cross-sectional view of the third flange of Embodiment 1 of the present invention; Figure 7 This is a schematic diagram of the structure of a constant resistance buffer vehicle energy absorption box with its diameter contraction tube facing the vehicle frame, according to Embodiment 2 of the present invention. Figure 8 This is a schematic diagram of the structure of a constant resistance buffer vehicle energy absorption box with its diameter contraction tube facing the bumper, according to Embodiment 2 of the present invention. In the picture: 1. Reduction tube; 101. Step; 2. Compression spherical crown; 201. Variable diameter through hole; 3. Support tube; 4. Collapse tube; 5. Third flange; 501. Shaft hole; 6. Second flange; 7. First flange; 8. Fastener; 9. Vehicle bumper; 10. Frame crossbeam. Detailed Implementation

[0020] It should be noted that the following detailed description is illustrative and intended to provide further explanation of the invention. Unless otherwise specified, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention pertains.

[0021] Definitions: Sphere cap: refers to the part of a sphere that remains after it has been cut off by a plane.

[0022] Interference fit: This refers to a connection between two parts where one part is larger than the mating size of the other part. The connection is achieved by forcibly pressing or heating to expand the parts, thus generating a preload.

[0023] Constant resistance: refers to the resistance generated during deformation and energy absorption that remains relatively stable within a set stroke. Under the condition that the energy absorbed per unit deformation is the same, constant resistance deformation produces the least support reaction force, which means it causes the least harm to people and cars.

[0024] Off-center loading refers to a situation where, during a collision, the impact force does not act entirely along the axis of the energy-absorbing box, but rather at an angle. Off-center loading causes the energy-absorbing box to experience bending moments that deviate from the axial direction.

[0025] The present invention will now be described in detail with reference to the accompanying drawings.

[0026] Example 1 This embodiment discloses a constant resistance buffer vehicle energy-absorbing box (hereinafter referred to as "energy-absorbing box"), such as... Figure 2 , Figure 3 As shown, it includes a constrictor tube 1, a compression spherical cap 2, a support tube 3, and a collapse tube 4; wherein, the support tube 3 is slidably connected inside the collapse tube 4, and the end of the support tube 3 facing the collapse tube 4 receives the compression spherical cap 2, the support tube 3 and the compression spherical cap 2 are in spherical contact, and the inner hole of the compression spherical cap 2 is a variable diameter through hole 201; the end of the collapse tube 4 away from the support tube 3 is connected to the constrictor tube 1, and the other end of the constrictor tube 1 is interference-fitted with the variable diameter through hole 201.

[0027] It should be noted that the sliding connection between the support tube 3 and the collapsible tube 4, as well as the support tube 3's support for the pressure spherical crown 2, and the interference fit between the other end of the radial reducer tube 1 and the variable diameter through hole 201, together constitute a stable constant resistance guiding structure. The sliding connection between the support tube 3 and the collapsible tube 4 ensures that the radial reducer tube 1 and the support tube 3 are coaxial, ensuring that the radial reducer tube 1 smoothly passes through the pressure spherical crown 2.

[0028] It is understandable that when the constriction tube 1 is subjected to axial pressure transmitted from the car bumper, the constriction tube 1 is pressed into the pressure ball crown 2 and passes through the variable diameter through hole 201. Under the action of axial pressure, the collapse tube 4 moves toward the support tube 3 to ensure that the constriction tube 1 and the pressure ball crown 2 are coaxially aligned. The resistance generated by the constriction tube 1 passing through the pressure ball crown 2 and constraining deformation is the constant resistance.

[0029] It should also be noted that when the end of the collapsible tube 4 furthest from the support tube 3 is subjected to an eccentric load pressure, and this eccentric load pressure exceeds the bending strength of the collapsible tube 4, the collapsible tube 4 bends, obstructing the sliding connection between the collapsible tube 4 and the support tube 3. Since the pressure spherical crown 2 and the support tube 3 are in spherical contact, the pressure spherical crown 2 can deflect relative to the support tube 3, ensuring the coaxiality of the diameter-reducing tube 1 and the variable diameter through hole 201. This prevents the diameter-reducing tube 1 from getting stuck through the variable diameter through hole 201. This ensures that the diameter-reducing tube 1 is uniformly compressed within the variable diameter through hole 201, maintaining constant resistance deformation and energy absorption buffering.

[0030] In this embodiment, the support tube is slidably connected inside the collapsible tube 4. This slidable connection can be achieved through a clearance fit. The support tube 3 and the collapsible tube 4 can be round or square tubes, which have the advantages of uniform stress distribution and ease of manufacturing. In one specific embodiment, a Teflon coating can be applied to the mating surfaces of the support tube 3 and the collapsible tube 4 to reduce sliding resistance and avoid affecting the compression resistance of the compression spherical crown 2 on the radially constricted tube 1.

[0031] In this embodiment, the compression cap 2 is a spherical cap. In some embodiments, the compression cap 2 can also be other spherical caps, such as elliptical spheres. It should be noted that the spherical surface of the compression cap 2 is in contact with the spherical surface of the end of the support tube 3, which ensures that the diameter-reducing tube 1 is always coaxial with the diameter-changing through hole 201 under eccentric load. In one specific embodiment, a spherical concave surface with the same diameter as the spherical surface of the compression cap 2 is formed at the end of the support tube 3.

[0032] It is understandable that the cross-section of the variable diameter through hole 201 is circular, and the cross-section of the diameter reducing tube 1 is also circular. The circular tube is subjected to uniform force during compression, which can provide a stable constant resistance effect.

[0033] It should be noted that the vehicle energy-absorbing box can be installed on the car's anti-collision system, such as between the car's bumper and the frame beam. Specifically, the crumple tube 4 is fixedly connected to the car's bumper, and the support tube 3 is fixedly connected to the car's frame beam. When the car collides, the bumper is impacted, and the shrink tube 1 is squeezed and undergoes plastic deformation, being pressed into the variable diameter through hole 201. This converts the kinetic energy of the collision into the deformation energy and heat energy of the shrink tube 1, achieving efficient and stable energy absorption.

[0034] To ensure that the reducing tube 1 can smoothly pass through the variable diameter through hole 201 and achieve uniform contact, the diameter of the variable diameter through hole 201 in this embodiment has a geometric shape that gradually shrinks and tends to be stable in the axial direction. The reducing tube 1 and the variable diameter through hole 201 are connected by an interference fit. The outer diameter of one end of the reducing tube 1 also has a geometric shape that gradually shrinks and tends to be stable, and the direction of the change in the outer diameter of the reducing tube 1 is consistent with the direction of the change in the diameter of the variable diameter through hole 201.

[0035] It should be noted that this design ensures that when the diameter-reducing tube 1 enters the variable diameter through hole 201, the diameter-reducing tube 1 is uniformly compressed.

[0036] like Figure 3 , Figure 5 As shown, the diameter of the variable diameter through hole 201 gradually shrinks from a larger diameter to a smaller diameter, as... Figure 3 , Figure 4 As shown, the outer diameter of the end of the constriction tube 1 connected to the pressure spherical cap 2 is constrained by the pressure spherical cap, and it gradually shrinks from a larger diameter to a smaller diameter.

[0037] It should be noted that when the collapsible tube 4 pushes the radial constrictor tube 1 toward the pressure spherical crown 2, the radial constrictor tube 1 can gradually deform during the progressive contact, avoiding the possible sudden change in drag in the initial stage of the collision. Through progressive contact deformation, a stable and uniform constant drag is generated, drag fluctuation is reduced, the impact load on the vehicle and occupants during the collision is reduced, and the passive safety of the vehicle is improved.

[0038] To ensure that the collapsible tube 4 is not damaged under axial or eccentric loads, the coaxial restraint between the radial constrictor 1 and the support tube 3 is strengthened, allowing the radial constrictor 1 to stably pass through the compression spherical crown 2. Figure 2 , Figure 3 As shown, in this embodiment, a first flange 7 is fixedly connected to the end of the support tube 3 away from the collapse tube 4, and a second flange 6 is fixedly connected to the end of the collapse tube 4 facing the support tube 3. The first flange 7 and the second flange 6 are connected to the frame through multiple fasteners 8.

[0039] It should be noted that the first flange 7 and the second flange 6 are disc-shaped, square, or ring-shaped connecting components. The flanges can be fixed to the ends of the collapsible tube 4 or the support tube 3 by welding or integral molding. For example, the flanges can be fixed to the end of the support tube 3 away from the collapsible tube 4, or the end of the collapsible tube 4 facing the support tube 3 by circumferential welding.

[0040] It should also be noted that the fixing element 8 is used to guide and restrict the relative movement between the support tube 3 and the collapsible tube 4, further enhancing the coaxial alignment effect between the collapsible tube 4 and the support tube 3. In this embodiment, the fixing element 8 adopts a set of evenly distributed guide rods, which pass through corresponding holes on the first flange 7 and the second flange 6, restricting the support tube 3 and the collapsible tube 4 from deviating during axial movement.

[0041] Understandably, when a car collides, the crumple zone 4 moves toward the support tube 3. Since the first flange 7 and the second flange 6 are connected to the support tube 3 and the crumple zone 4 respectively via multiple fasteners 8, the fasteners 8 further guide and constrain the relative sliding between the support tube 3 and the crumple zone 4. This prevents the crumple zone 4 from deflecting due to potential impact load deviation. This precise guiding action ensures that the constriction tube 1 can undergo stable and smooth extrusion deformation as it passes through the variable diameter through-hole 201 of the pressure spherical crown 2, thereby continuously generating the expected constant resistance and maintaining the stability of the energy absorption process.

[0042] It should be noted that the cooperation of the first flange 7, the second flange 6, and the fastener 8 can further enhance the energy-absorbing box's ability to withstand eccentric loads. Specifically, because the collapsible tube 4 and the support tube 3 are slidably connected, there is a gap between them. Even if the stiffness of the collapsible tube 4 is large enough to resist the eccentric load moment, the collapsible tube 4 and the support tube 3 are not an integrally connected structure. Under the action of the eccentric load moment, the coaxial alignment of the collapsible tube 4 and the support tube 3 may be misaligned. When the collapsible tube 4 and the support tube 3 are relatively misaligned, the inner wall of the collapsible tube 4 and the outer wall of the support tube 3 are subjected to eccentric compression.

[0043] By fixing a first flange 7 to the end of the support tube 3 away from the collapsible tube 4, and fixing a second flange 6 to the end of the collapsible tube 4 facing the support tube 3, the first flange 7 and the second flange 6 are connected to the frame through multiple fasteners 8. This ensures that the support tube 3 and the collapsible tube 4 are kept coaxially aligned when the collapsible tube 4 is not damaged by the eccentric load moment, and that the support tube 3 and the collapsible tube 4 slide smoothly relative to each other, thus avoiding eccentric compression between the collapsible tube 4 and the support tube.

[0044] In this embodiment, as Figure 2 , Figure 3 As shown, the two ends of the fastener 8 pass through the first flange 7 and the second flange 6 respectively, and fasteners are connected to the side of the second flange 6 facing away from the first flange 7, and fasteners are connected to the side of the first flange 7 facing the second flange 6.

[0045] It is understood that fasteners are mechanical connectors that fix the fastener 8 to the first flange 7 and the second flange 6. Fasteners are used to fix the support tube 3, the collapsible tube 4 and the frame. In this embodiment, fasteners may be bolt ends, combinations of nuts and washers, cotter pins or rivets.

[0046] In one specific embodiment, the fastener 8 is a bolt with a thread on one end. Through holes matching the diameter of the fastener 8 are opened at corresponding positions on the first flange 7 and the second flange 6. The bolt passes through the mating washer, the second flange 6, the nut, the mating washer and the through hole of the first flange 7 in sequence and enters the bolt hole on the frame. First, the bolt is tightened to fasten the second flange 6 to the frame, and then the nut is tightened to fasten the first flange 7 to the frame.

[0047] In this embodiment, as Figure 2 , Figure 3 As shown, the end of the collapsible tube 4 furthest from the support tube 3 is fixedly connected to the third flange 5. The third flange 5 is connected to the radial reducer 1, and the collapsible tube 4 and the radial reducer 1 are coaxial. It should be noted that the connection between the collapsible tube 4 and the radial reducer 1 via the third flange 5 ensures the continuity of force transmission and also guarantees the coaxiality of the collapsible tube 4 and the radial reducer 1. When the vehicle energy-absorbing box is subjected to axial force, the collapsible tube 4 slides along the support tube 3, causing the radial reducer 1 to stably pass through the variable diameter through hole 201, generating a constant energy-absorbing resistance.

[0048] It should be noted that when the eccentric load moment exceeds the bending strength of the collapsible tube 4, the collapsible tube 4 will bend and deform. Since the compression spherical crown 2 and the support tube 3 are in spherical contact, the radial constrictor 1 and the compression spherical crown 2 can swing as the collapsible tube 4 bends, ensuring that the compression spherical crown 2 is coaxial with the radial constrictor 1. It should also be noted that after the collapsible tube 4 bends or collapses due to eccentric overload, the collapsible tube 4 can also limit the tilt angle of the radial constrictor 1 and the compression spherical crown 2 relative to the support tube 3.

[0049] like Figure 3 , Figure 4 As shown, a step 101 is provided on the outer wall of the end of the reducer 1 facing the third flange 5, as... Figure 6 As shown, a shaft hole 501 is opened in the center of the third flange 5. In this embodiment, the step 101 is connected to the shaft hole 501 with the same diameter. The height of the step 101 is equal to the thickness of the third flange 5, ensuring that the step 101 and the third flange 5 form a flush connection surface after assembly.

[0050] It should be noted that step 101 is a groove structure formed on the outer wall of the tube reducer 1. During the manufacturing process of the tube reducer 1, it is formed on its outer wall through integral molding or subsequent machining (such as turning). Step 101 is in equal diameter fit with the shaft hole 501 of the third flange 5 to achieve precise alignment, axial positioning, and fixed connection between the tube reducer 1 and the third flange 5.

[0051] It should be explained that in this embodiment, the first flange 7 and the second flange 6 connect to the vehicle frame, and the third flange 5 connects to the bumper. The strength of the fastener, support tube, and flange is greater than the strength of the collapsible tube 4. In some embodiments, the first flange 7 and the second flange 6 connect to the bumper, and the third flange 5 connects to the vehicle frame.

[0052] Understandably, connecting the flange to the car's bumper or frame beam ensures that the impact force can be effectively transferred from the car's structure to the energy-absorbing box, guaranteeing the triggering and operation of the energy absorption mechanism. This fixed connection can be achieved by bolting or welding. For example, the flange can be directly welded to the frame beam, or multiple connection holes can be drilled in the flange, and bolts can be used to connect the flange to the bumper or frame beam.

[0053] In this embodiment, the strength of the fastener, support pipe, and flange is greater than that of the collapse tube 4. This means that when the fastener, support pipe, and flange are subjected to an eccentric load at one end of the third flange 5 of the collapse tube, their ability to resist deformation and failure under this eccentric load is higher than that of the collapse tube 4. Methods to achieve this strength difference include, but are not limited to: using materials with a higher strength rating than the collapse tube for the fastener, support pipe, and flange; or having a thickness greater than that of the collapse tube.

[0054] It should be noted that the advantage of this strength difference design is that when the off-center load moment is small, the collapse tube 4 restricts the effect of the off-center load on the radial constrictor 1, ensuring that the radial constrictor 1 and the compression spherical crown 2 are aligned; if the strength of the collapse tube 4 is too large, when the off-center load moment is large, the fixing part 8 and the support tube 3 will deform before or simultaneously with the collapse tube 4.

[0055] It should be noted that the collapse tube 4 is designed with a specific yielding area, which is not limited to the connection with the third flange 5. Deformation induction grooves or other deformation induction methods can also be designed on the collapse tube 4. Under excessive off-center load, deformation or collapse can be induced.

[0056] like Figure 3 As shown, the sleeve length of the collapsible tube 4 and the support tube 3 has a set length, and the overlapping length of the collapsible tube 4 and the support tube 3 can meet the bending moment generated by the maximum allowable eccentric load at one end of the third flange 5.

[0057] Understandably, setting the sleeve length ensures that the fit between the collapse tube 4 and the support tube 3 has sufficient bending strength, which is used to enhance the deformation resistance and structural integrity of the energy absorption box under eccentric load impact, and prevent the energy absorption box from failing due to eccentric load.

[0058] In this embodiment, the sleeve length between the collapsible tube 4 and the support tube 3 can be analyzed through theoretical calculations or finite element analysis. For example, in finite element analysis, the stress distribution and deformation of the energy-absorbing box under lateral loads at different sleeve lengths can be simulated to determine the minimum sleeve length that meets the strength and stiffness requirements. Alternatively, a physical collision test can be conducted, applying a set lateral load to the third flange 5 end of the energy-absorbing box and gradually reducing the sleeve length between the collapsible tube 4 and the support tube 3 until the collapsible tube 4 deforms or detaches from the support tube 3, thus determining the minimum sleeve length that meets the strength and stiffness requirements. It is understood that this design avoids premature failure of the energy-absorbing box under eccentric loading, enhances the structural integrity of the energy-absorbing box, and ensures that the energy-absorbing box can still reliably perform its axial energy absorption and eccentric load handling functions under complex collision conditions, thereby improving the passive safety of the vehicle.

[0059] It should be noted that the deformation, bending or collapse of the collapse tube 4 will not affect the constant resistance buffer of the energy absorption box. Although the collapse tube 4 is bent and deformed, it still has rigidity and can still limit the rotation of the radial contraction tube 1 and the pressure spherical crown 2 relative to the support tube 3, which can ensure the stability of the off-center load energy absorption stage.

[0060] It is understandable that after the collapse tube 4 bends or collapses, due to the relative misalignment between the compression spherical crown 2 and the support tube 3, the end of the diameter reduction tube 1 after the diameter deformation of the support tube 3 may interfere with the support tube 3. In this embodiment, the inner diameter of the support tube 3 is larger than that of the variable diameter through hole 201 to compensate for the centering deviation caused by the misalignment of the diameter reduction tube 1.

[0061] It should be noted that the design of the inner diameter of the support tube 3 being larger than the minimum diameter of the variable diameter through hole 201 provides ample space for the deformation and skew of the diameter-reducing tube 1. After the collapse tube 4 is deformed due to excessive eccentric load, the continuity and stability of the constant resistance energy absorption process of the energy absorption box can be maintained.

[0062] Example 2 This embodiment discloses a constant resistance buffer vehicle energy-absorbing box (hereinafter referred to as "energy-absorbing box"), such as... Figure 7 , Figure 8 As shown, it includes a radial contraction tube 1, a pressure spherical cap 2, a support tube 3, and a collapse tube 4. Unlike the energy-absorbing box in Embodiment 1, in this embodiment, the collapse tube 4 is coaxially sleeved outside the support tube 3, with a gap between the collapse tube 4 and the support tube 3. This gap meets the radial space requirements for the collapse deformation of the collapse tube 4. One end of the support tube 3 is fixedly connected to the first flange 7, and one end of the collapse tube 4 is fixedly connected to the first flange 7.

[0063] like Figure 7 , Figure 8As shown, the end of the support tube 3 furthest from the first flange 7 receives the pressure-reducing spherical crown 2, and the support tube 3 and the pressure-reducing spherical crown 2 are in spherical contact. In this embodiment, the inner hole of the pressure-reducing spherical crown 2 is also a variable-diameter through hole 201; the end of the collapsible tube 4 furthest from the support tube 3 is fixedly connected to the third flange 5, the third flange is connected to one end of the radial reduction tube 1, and the other end of the radial reduction tube 1 is interference-fitted to the variable-diameter through hole 201.

[0064] In this embodiment, the reducer 1 can be installed towards the frame crossbeam 10 or towards the vehicle bumper 9. For example... Figure 7 As shown, the first flange 7 is fixedly connected to the crossbeam 10 of the vehicle frame, and the third flange 5 is fixedly connected to the vehicle bumper 9; when the reducer 1 is installed facing the vehicle bumper 9, as shown... Figure 8 As shown, the first flange 7 is fixedly connected to the vehicle bumper 9, and the third flange 5 is fixedly connected to the frame crossbeam 10.

[0065] It should be noted that when the reducer tube 1 is installed facing the frame crossbeam 10, if... Figure 7 As shown, a guide hole is made on the crossbeam 10 of the frame at the corresponding installation position of the energy-absorbing box. The guide hole is coaxial with the support tube 3 and provides displacement space for the diameter-reducing tube 1 to accommodate the deformed diameter-reducing tube 1. When the diameter-reducing tube 1 is installed facing the vehicle bumper 9, as... Figure 8 As shown, a guide hole is opened on the vehicle bumper 9 at the corresponding position of the energy-absorbing box. The guide hole is coaxial with the support tube 3 and provides displacement space for the diameter-reducing tube 1 to accommodate the deformed diameter-reducing tube 1.

[0066] In this embodiment, the strength of the collapse tube 4 is less than that of the support tube 3, and the outer wall of the collapse tube 4 is provided with collapse-inducing grooves. It is understood that when the vehicle bumper 9 is impacted, it will cause the third flange 5 to move toward the frame crossbeam 10, thereby compressing the collapse tube 4 and causing the radial shrinkage tube 1 to move toward the compression ball crown 2. The end of the radial shrinkage tube 1 deforms through the variable diameter through hole 201 of the compression ball crown 2 to generate constant resistance. After the deformed radial shrinkage tube 1 passes through the support tube 3, it passes through the guide through hole opened on the frame crossbeam 10 or the vehicle bumper 9.

[0067] It is understood that, compared with Embodiment 1, this embodiment removes the second flange 6 and the fastener 8, and reduces the length of the support pipe 3, thereby further reducing the size of the energy-absorbing box.

[0068] It is also understandable that the diameter of the guide hole is greater than or equal to the inner diameter of the support tube 3, so as to ensure that the diameter reduction tube 1 can pass smoothly through the guide hole and achieve the effect of constant resistance buffer.

[0069] It should be noted that in this embodiment, regardless of whether the vehicle bumper is subjected to axial impact or off-center impact, the diameter reduction tube 1 can remain coaxial with the pressure ball crown 2 and can pass smoothly through the pressure ball crown 2 to achieve the effect of constant resistance buffering.

[0070] It should also be noted that the length of the support tube 3 is determined by subtracting the portion that the frame crossbeam 10 or vehicle bumper 9 can accommodate from the required deformation length of the reduced diameter tube 1. If the frame crossbeam 10 or vehicle bumper 9 can accommodate a sufficiently large deformation space for the reduced diameter tube 1, then the length of the support tube 3 is sufficient to allow for the swing of the compression spherical crown.

[0071] In practical applications, the constant resistance buffer vehicle energy-absorbing box of the above embodiment can be used not only in automobiles, but also in other vehicles and mobile energy-absorbing buffer facilities such as crash buffer vehicles.

[0072] It is understood that when a collision avoidance device, a car, or another vehicle adopts a constant resistance buffer vehicle energy absorption box as described in the above embodiment, it can not only absorb collision energy with constant resistance during a collision, but also maintain stable constant resistance energy absorption performance under off-center load conditions, thereby avoiding serious impact on the vehicle structure and occupants during the collision process and improving the passive safety of the vehicle.

[0073] It should be noted that the shape of the collapse tube in the above implementation case is not limited to a circle; it can also be square or hexagonal, etc.

[0074] While the specific embodiments of the present invention have been described above in conjunction with the accompanying drawings, this is not intended to limit the scope of protection of the present invention. Those skilled in the art should understand that various modifications or variations that can be made by those skilled in the art without creative effort based on the technical solutions of the present invention are still within the scope of protection of the present invention.

Claims

1. A constant-resistance buffer vehicle energy-absorbing box, characterized in that, Includes support tubes, collapsible tubes, compression spherical caps, and radial shrinkage tubes; The support tube is slidably connected inside the collapse tube, and the end of the support tube near the collapse tube receives the pressure spherical cap. The support tube and the pressure spherical cap are in spherical contact. The inner diameter of the compression spherical cap is a variable diameter through hole; The end of the collapsible tube furthest from the support tube is connected to a diameter reduction tube; The other end of the reduced diameter tube is interference-fitted with the variable diameter through hole.

2. The constant resistance buffer vehicle energy-absorbing box as described in claim 1, characterized in that, The diameter of the variable diameter through hole gradually shrinks along the axial direction and tends to be stable. The diameter-reducing tube is pushed into the variable diameter through hole under the action of axial thrust. The diameter-reducing tube shrinks due to the constraint of the variable diameter through hole, and the outer diameter of the diameter-reducing tube is consistent with the inner diameter of the variable diameter through hole.

3. The constant resistance buffer vehicle energy-absorbing box as described in claim 1, characterized in that, The end of the support tube away from the collapse tube is fixedly connected to the first flange, and the end of the collapse tube facing the support tube is fixedly connected to the second flange. The first flange and the second flange are connected to the vehicle frame through multiple fasteners.

4. The constant resistance buffer vehicle energy-absorbing box as described in claim 3, characterized in that, The fastener passes through the second flange and the first flange in sequence, and fasteners are connected to the side of the second flange facing away from the first flange, and fasteners are connected to the side of the first flange facing the second flange.

5. A constant-resistance buffer vehicle energy-absorbing box as described in claim 3, characterized in that, The end of the collapsible tube furthest from the support tube is fixedly connected to a third flange, which is connected to the radial shrinkage tube.

6. The constant resistance buffer vehicle energy-absorbing box as described in claim 5, characterized in that, The outer wall of the end of the tube facing the third flange is provided with a step, and a shaft hole is opened in the center of the third flange. The step and the shaft hole are connected with the same diameter.

7. A constant-resistance buffer vehicle energy-absorbing box as described in claim 6, characterized in that, The strength of the fixing components, support pipes, and various flanges resisting the eccentric load acting on the energy-absorbing box is greater than the corresponding strength of the collapse tube.

8. The constant resistance buffer vehicle energy-absorbing box as described in claim 1, characterized in that, The overlap length between the collapse tube and the support tube has a set length, which meets the requirement of bearing the bending moment generated by the maximum allowable eccentric load at one end of the third flange.

9. A constant-resistance buffer vehicle energy-absorbing box as described in claim 1, characterized in that, The inner diameter of the support tube is larger than the minimum diameter of the variable diameter through hole, which is used to compensate for the centering deviation caused by the skewness of the diameter-reducing tube.

10. A constant-resistance buffer vehicle energy-absorbing box, characterized in that, It includes a support tube, a collapsible tube, a compression spherical crown, and a radial shrinkage tube; the collapsible tube is coaxially sleeved on the outer circumference of the support tube, and both the support tube and the collapsible tube are fixedly connected to the first flange; The end of the support tube away from the first flange receives the pressure-reducing spherical crown, and the support tube and the pressure-reducing spherical crown are in spherical contact; the inner hole of the pressure-reducing spherical crown is a variable diameter through hole; the end of the collapse tube away from the support tube is fixedly connected to the third flange, the third flange is connected to one end of the shrink tube, and the other end of the shrink tube is interference-fitted to the variable diameter through hole. The tube is installed facing the crossbeam of the frame or the vehicle bumper. A guide hole is provided on the crossbeam of the frame or the vehicle bumper to accommodate the deformed tube.

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