Passenger car anti-collision beam structure capable of reducing impact force

Abstract

The utility model discloses a passenger car anti-collision beam structure capable of reducing impact force, particularly relates to the technical field of automobile anti-collision beams, and comprises a passenger car anti-collision beam mounting rod, an anti-collision bottom beam is arranged on one side of the outer end of the passenger car anti-collision beam mounting rod, and an anti-collision head beam is arranged outside the end, away from the passenger car anti-collision beam mounting rod, of the anti-collision bottom beam. An anti-collision beam connecting rod is arranged at one end of the anti-collision head beam, and a shock pad is arranged on the side, away from the anti-collision head beam, of the anti-collision beam connecting rod. When the anti-collision device is actually used, the anti-collision effect of the passenger car can be effectively improved under the state that the damping telescopic rod, the supporting spring, the anti-collision bottom beam and the anti-collision head beam are correspondingly arranged, meanwhile, when the passenger car is collided, the damping telescopic rod and the supporting spring can abut against the anti-collision head beam, the anti-collision head beam is prevented from rapidly retracting, and the anti-collision effect of the passenger car is improved. Therefore, large damage to the passenger car when the passenger car is collided is avoided, and meanwhile, in the corresponding arrangement state of the limiting sliding blocks, the limiting sliding grooves and the shock pads, retraction of the anti-collision head beam can be guided.

Description

Technical Field

[0001] The utility model relates to the technical field of automobile anti-collision beams, and more specifically to a passenger car anti-collision beam structure for reducing impact force. Background Art

[0002] Most of the technical performance of passenger vehicles is relatively backward compared with that of cars, but whether from the perspective of their own structure or from traffic regulations, the safety performance of passenger vehicles is relatively high. For example, the prior art publication number (CN216709233U) describes a passenger vehicle anti-collision beam structure for reducing impact force. When a passenger vehicle collides, the movable plate moves to the back side to compress the outer sleeve spring so that the movable sleeve rod is retracted into the inside of the two supporting sleeves. The use of the outer sleeve spring is conducive to primary buffering work. When the movable sleeve rod is retracted into the inside of the supporting sleeve, the internal embedded spring is compressed. The use of the embedded spring is conducive to two-way buffering between the movable plate and the fixed plate, which greatly reduces the kinetic energy generated during the vehicle collision and can effectively shorten the moving distance of the car after the collision.

[0003] When the above device is in use, the use of outer springs and inner springs is conducive to collision buffering, which can effectively shorten the moving distance of the car after the collision, reduce the damage caused by vehicle collision, and reduce the degree of damage to vehicles with lower heights. However, its connection structure is relatively complicated. When a collision occurs, its connection parts are prone to fall off. At the same time, when a collision occurs, it cannot effectively reduce the impact force on the bus. Utility Model Content

[0004] In order to overcome the above defects of the prior art, the utility model provides a passenger car anti-collision beam structure that reduces impact force. The technical problem to be solved by the utility model is: how to reduce the impact force generated when the passenger car is hit.

[0005] To achieve the above-mentioned purpose, the utility model provides the following technical solutions: a bus anti-collision beam structure for reducing impact force, comprising a bus anti-collision beam mounting rod, an anti-collision bottom beam is provided on one side of the outer end thereof, the anti-collision bottom beam is provided with an anti-collision head beam on the outside of one end away from the bus anti-collision beam mounting rod, an anti-collision beam connecting rod is provided at one end of the anti-collision head beam, and a shock-absorbing pad is provided on the side of the anti-collision beam connecting rod away from the anti-collision head beam;

[0006] A limiting sliding block is provided at the outer end of one side of the anti-collision bottom beam, a limiting sliding groove is provided on the inner end surface of one side of the anti-collision beam connecting rod, a damping telescopic rod is provided on the inner end surface of the anti-collision head beam on the side close to the anti-collision beam connecting rod, and a supporting spring is provided on the outer end surface of the damping telescopic rod.

[0007] In a preferred embodiment, the cross section of the anti-collision bottom beam in the right viewing direction is arranged in a U-shape, and the cross section of the anti-collision head beam in the right viewing direction is arranged in a U-shape.

[0008] In a preferred embodiment, the anti-collision beam connecting rods are provided in two numbers, and are in a mirror image state on both sides of the vertical central axis in the top view direction of the anti-collision head beam.

[0009] In a preferred embodiment, the shock-absorbing pad is a rubber component, and there are two shock-absorbing pads, which are in a mirror image state on both sides of the vertical central axis in the top view direction of the anti-collision head beam.

[0010] In a preferred embodiment, the number of the limit sliding blocks is two, and they are mirrored on both sides of the vertical center axis of the anti-collision bottom beam in the top view direction, and the inner end surface of the limit sliding groove is adapted to the outer end surface of the limit sliding block.

[0011] In a preferred embodiment, the number of the damping telescopic rods and the supporting springs are both two, and they are arranged in an array state on both sides of the vertical central axis of the anti-collision bottom beam in the top view direction, and the damping telescopic rod is connected to the adjacent side end faces of the anti-collision bottom beam and the anti-collision head beam.

[0012] Technical effects and advantages of the utility model:

[0013] When the utility model is actually used, the anti-collision effect of the bus can be effectively increased by setting the damping telescopic rod, the supporting spring, the anti-collision bottom beam and the anti-collision head beam in a corresponding state. At the same time, when the bus collides, the damping telescopic rod and the supporting spring will support the anti-collision head beam to prevent it from retracting quickly, thereby preventing the bus from causing greater damage when it is hit. At the same time, under the corresponding setting of the limiting slider, the limiting slide groove and the shock-absorbing pad, the retraction of the anti-collision head beam can be guided, thereby increasing the stability of the anti-collision head beam support. BRIEF DESCRIPTION OF THE DRAWINGS

[0014] Figure 1 It is a schematic diagram of the overall structure of the utility model.

[0015] Figure 2 It is a schematic diagram of the overall top view structure of the utility model.

[0016] Figure 3 It is a schematic diagram of the overall connection structure of the utility model.

[0017] Figure 4 For this utility model Figure 3 Schematic diagram of the enlarged structure of part A in the middle.

[0018] The accompanying drawings are marked as: 1 passenger car anti-collision beam mounting rod, 2 anti-collision bottom beam, 3 anti-collision head beam, 4 anti-collision beam connecting rod, 5 limit sliding block, 6 shock-absorbing pad, 7 limit sliding groove, 8 damping telescopic rod, 9 support spring. DETAILED DESCRIPTION

[0019] Example embodiments will now be described more fully with reference to the accompanying drawings. However, example embodiments can be implemented in a variety of forms and should not be construed as limited to the examples set forth herein; rather, these example embodiments are provided so that the description of the present disclosure will be more comprehensive and complete and the concepts of the example embodiments will be fully conveyed to those skilled in the art. The accompanying drawings are only schematic illustrations of the present disclosure and are not necessarily drawn to scale. The same reference numerals in the figures represent the same or similar parts, and thus their repeated description will be omitted.

[0020] In addition, the described features, structures or characteristics may be combined in one or more example embodiments in any suitable manner. In the following description, many specific details are provided to provide a full understanding of the example embodiments of the present disclosure. However, those skilled in the art will appreciate that the technical solutions of the present disclosure may be practiced while omitting one or more of the specific details, or other methods, components, steps, etc. may be adopted. In other cases, well-known structures, methods, implementations or operations are not shown or described in detail to avoid obscuring various aspects of the present disclosure.

[0021] The utility model provides a passenger car anti-collision beam structure that reduces impact force, such as Figure 1 , 2 As shown in and 3, it includes a bus anti-collision beam mounting rod 1, one side of which is provided with an anti-collision bottom beam 2 at its outer end, the anti-collision bottom beam 2 is provided with an anti-collision head beam 3 on the outside away from one end of the bus anti-collision beam mounting rod 1, one end of the anti-collision head beam 3 is provided with an anti-collision beam connecting rod 4, the cross-section of the anti-collision bottom beam 2 in the right viewing direction is set in a U-shaped state, the cross-section of the anti-collision head beam 3 in the right viewing direction is set in a U-shaped state, the number of the anti-collision beam connecting rods 4 is set to two, and they are in a mirror image state on both sides of the vertical central axis of the anti-collision head beam 3 in the top viewing direction.

[0022] like Figure 4As shown, the anti-collision beam connecting rod 4 is provided with a shock-absorbing pad 6 on the side away from the anti-collision head beam 3, the outer end of one side of the anti-collision bottom beam 2 is provided with a limiting sliding block 5, and the inner end surface of one side of the anti-collision beam connecting rod 4 is provided with a limiting sliding groove 7, and the inner end surface of the anti-collision head beam 3 is provided with a damping telescopic rod 8 on the side close to the anti-collision beam connecting rod 4, and the outer end surface of the damping telescopic rod 8 is provided with a supporting spring 9, and the shock-absorbing pad 6 is a rubber material component, and the number of the shock-absorbing pads 6 is provided with two, and in the top view direction of the anti-collision head beam 3 The two sides of the vertical center axis are in a mirror state, the number of the limit sliding blocks 5 is set to two, and they are in a mirror state on both sides of the vertical center axis in the direction of looking down on the anti-collision bottom beam 2, the inner end face of the limit sliding groove 7 is adapted to the outer end face of the limit sliding block 5, the number of the damping telescopic rod 8 and the support spring 9 are both set to two, and they are arranged in an array state on both sides of the vertical center axis in the direction of looking down on the anti-collision bottom beam 2, and the damping telescopic rod 8 is connected to the adjacent side end faces of the anti-collision bottom beam 2 and the anti-collision head beam 3.

[0023] Working principle of this utility model:

[0024] When the utility model is in use, when a bus collides, the anti-collision head beam 3 will be impacted first, and then the anti-collision head beam 3 will retract inward, and the damping telescopic rod 8 and the supporting spring 9 will support the anti-collision head beam 3, reducing the impact force generated by the rapid retraction of the anti-collision head beam 3. At the same time, the anti-collision beam connecting rod 4 provided in the clamping state with the limiting slider 5 will ensure the stability of the retraction of the anti-collision head beam 3, thereby reducing the probability of the anti-collision bottom beam 2 and the anti-collision head beam 3 being damaged by impact.

[0025] Finally, a few points should be explained: the drawings of the embodiments disclosed in the present utility model only involve structures related to the embodiments disclosed in the present utility model, and other structures can refer to the general design. In the absence of conflict, the same embodiment and different embodiments of the present utility model can be combined with each other;

[0026] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the present invention should be included in the protection scope of the present invention.

Claims

1. A passenger car anti-collision beam structure for reducing impact force, characterized in that: include: A passenger car anti-collision beam mounting rod (1) is provided with an anti-collision bottom beam (2) on one side of its outer end, the anti-collision bottom beam (2) is provided with an anti-collision head beam (3) on the outside of an end away from the passenger car anti-collision beam mounting rod (1), an anti-collision beam connecting rod (4) is provided at one end of the anti-collision head beam (3), and the anti-collision beam connecting rod (4) is provided with a shock-absorbing pad (6) on the side away from the anti-collision head beam (3); A limiting slide block (5) is provided at the outer end of one side of the anti-collision bottom beam (2), a limiting slide groove (7) is provided at the inner end surface of one side of the anti-collision beam connecting rod (4), a damping telescopic rod (8) is provided at the inner end surface of the anti-collision head beam (3) on a side close to the anti-collision beam connecting rod (4), and a supporting spring (9) is provided at the outer end surface of the damping telescopic rod (8).

2. The anti-collision beam structure for passenger cars for reducing impact force according to claim 1, characterized in that: The cross section of the anti-collision bottom beam (2) in the right-view direction is arranged in a U-shape, and the cross section of the anti-collision head beam (3) in the right-view direction is arranged in a U-shape.

3. The anti-collision beam structure for passenger cars for reducing impact force according to claim 1, characterized in that: The number of the anti-collision beam connecting rods (4) is two, and they are in a mirror image state on both sides of the vertical central axis of the anti-collision head beam (3) in the top-view direction.

4. The anti-collision beam structure for passenger cars for reducing impact force according to claim 1, characterized in that: The shock absorbing pad (6) is a rubber component. The number of the shock absorbing pads (6) is two, and they are in a mirror image state on both sides of the vertical central axis of the anti-collision head beam (3) in the top-view direction.

5. The anti-collision beam structure for passenger cars for reducing impact force according to claim 1, characterized in that: The number of the limiting slide blocks (5) is two, and they are in a mirror image state on both sides of the vertical central axis of the anti-collision bottom beam (2) in the top view direction, and the inner end surface of the limiting slide groove (7) is matched with the outer end surface of the limiting slide block (5).

6. The anti-collision beam structure for passenger cars for reducing impact force according to claim 1, characterized in that: The damping telescopic rods (8) and the supporting springs (9) are each provided in two numbers and are arranged in an array state on both sides of the vertical central axis of the anti-collision bottom beam (2) in a top-view direction. The damping telescopic rods (8) are connected to adjacent side end surfaces of the anti-collision bottom beam (2) and the anti-collision head beam (3).

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