Energy-absorbing crash beam
By combining a front crossbeam, front longitudinal beam, rear crossbeam, and rear longitudinal beam with hinged supports and elastic components, the energy management problem of the crash beam during low-speed and high-speed collisions is solved, reducing maintenance costs and improving pedestrian protection capabilities.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- CHENZHI (CHONGQING) LIGHTWEIGHT TECHNOLOGY CO LTD
- Filing Date
- 2025-07-01
- Publication Date
- 2026-07-14
AI Technical Summary
Existing crash beams cannot achieve graded energy management in low-speed and high-speed collisions, resulting in high maintenance costs and limited pedestrian protection capabilities.
It adopts a combined structure of front crossbeam, front longitudinal beam, rear crossbeam and rear longitudinal beam, combined with hinge support and elastic components, and realizes graded management of collision energy through friction and deformation energy absorption of elastic components.
It reduces maintenance costs in low-speed and high-speed collisions and improves pedestrian protection. Through multi-stage energy absorption of friction and elastic components, it achieves effective energy management of the crash beam under different collision conditions.
Smart Images
Figure CN224490961U_ABST
Abstract
Description
Technical Field
[0001] This utility model relates to the field of automotive technology, and in particular to an energy-absorbing anti-collision beam. Background Technology
[0002] The anti-collision beam is one of the components that first comes into contact with the impact force when a car is involved in a frontal collision. It mainly consists of a main beam made of steel and aluminum alloy and an energy-absorbing box. During the collision, the collision energy is basically transmitted along the longitudinal beam of the car and is absorbed through the bending, folding, and collapse of the main beam and the energy-absorbing box.
[0003] In low-speed collisions, crash beams can absorb most of the energy, protecting the vehicle's internal structure, occupants, and even pedestrians to some extent. However, current crash beams primarily absorb energy through the deformation of the main beam and energy-absorbing box, resulting in high repair costs after deformation. Furthermore, in high-speed collisions, passengers experience significant positive impact loads, offering limited protection for pedestrians. Therefore, existing crash beams cannot achieve graded management of collision energy at low and high speeds. Utility Model Content
[0004] This utility model provides an energy-absorbing anti-collision beam, which can improve the existing automobile anti-collision beams, which mainly absorb collision energy through deformation, resulting in high maintenance costs and limited protection for pedestrians at high speeds. It can also realize graded management of collision energy of the anti-collision beam during low-speed and high-speed collisions of automobiles.
[0005] The technical solution of this utility model to solve the above-mentioned technical problems is as follows:
[0006] An energy-absorbing anti-collision beam includes a front crossbeam, two front longitudinal beams, a rear crossbeam parallel to the front crossbeam, and two rear longitudinal beams. One end of each of the two front longitudinal beams is fixedly connected to the rear ends of the two front crossbeams. One end of each of the two rear longitudinal beams is sleeved and interference-fitted onto the other end of the two front longitudinal beams, and the middle ends of the two rear longitudinal beams are fixedly connected to the two ends of the rear crossbeams. The energy-absorbing anti-collision beam also includes a hinge support and multiple elastic components, each with one end rotatably connected to the hinge support. At least one elastic component is arranged on each side of the hinge support facing the two front longitudinal beams. The hinge support is fixedly connected to the front crossbeam, and the other end of each elastic component is rotatably connected to the rear longitudinal beam; or, the hinge support is fixedly connected to the rear crossbeam, and the other end of each elastic component is rotatably connected to the front longitudinal beam.
[0007] The beneficial effects of this utility model are as follows: When the front crossbeam collides, the front longitudinal beams, which are interference-fitted with the two rear longitudinal beams respectively, overcome the friction between themselves and the corresponding rear longitudinal beams. The front crossbeam undergoes forced displacement during the collision, causing the two front longitudinal beams to move relative to the rear longitudinal beams. The collision energy is converted into heat energy and dissipated through friction, and at the same time, energy is absorbed through the deformation of the elastic components. When the front longitudinal beam slides to the limit position relative to the corresponding rear longitudinal beam, the front crossbeam collides with the rear longitudinal beam and collapses, thus absorbing energy. This improves the problem that existing car anti-collision beams mainly absorb collision energy through deformation, resulting in high maintenance costs and limited protection for pedestrians at high speeds. It also realizes the graded management of collision energy of anti-collision beams during low-speed and high-speed collisions of automobiles.
[0008] Based on the above technical solution, the present invention can be further improved as follows.
[0009] Furthermore, each of the elastic components has a first state that forms an acute angle with respect to the front crossbeam and a second state that is parallel to the front crossbeam, and each of the elastic components is compressed during the process of changing from the first state to the second state.
[0010] Furthermore, each of the elastic components also has a third state. In the third state, both of the rear longitudinal beams abut against the front crossbeam, and each of the elastic components elongates during the process of changing from the second state to the third state.
[0011] Furthermore, both rear longitudinal beams are provided with sliding paths for the corresponding front longitudinal beams to slide. Both rear longitudinal beams are fixedly connected with energy-absorbing components located on the sliding paths. The distance between the energy-absorbing component and the front crossbeam when the elastic component is in the first state is greater than the distance the front crossbeam moves from the first state to the second state when the elastic component is in the second state.
[0012] Furthermore, both of the rear longitudinal beams have slot structures with openings facing each other. The energy-absorbing component includes a support plate and an energy-absorbing plate that are simultaneously fixedly connected to the two opposite slot walls of the slots of the rear longitudinal beams. The support plate and the bottom of the slots of the rear longitudinal beams form the sliding path. One end of the energy-absorbing plate is fixedly connected to the support plate, and the other end extends obliquely along the sliding path.
[0013] Furthermore, at least two elastic components are arranged on both sides of the hinge support facing the two front longitudinal beams, and the number and arrangement angle of the elastic components on both sides are the same, with each elastic component on the same side arranged at intervals along the length direction of the front longitudinal beam.
[0014] Furthermore, each of the elastic components includes a sleeve and a piston rod. One end of the sleeve is rotatably connected to the hinge support, and the other end of the sleeve has a sliding hole. One end of the piston rod is slidably connected to the sliding hole and forms a sealed cavity relative to the bottom of the sliding hole. The other end of the piston rod is rotatably connected to the corresponding front longitudinal beam or the rear longitudinal beam.
[0015] Furthermore, one end of the sleeve is rotatably connected to a fixed shaft, both ends of which are fixedly connected to the hinge support, and the other end of the piston rod is rotatably connected to a moving shaft, both ends of which are fixedly connected to the corresponding front longitudinal beam or the rear longitudinal beam.
[0016] Furthermore, multiple limiting grooves are provided on the outer sides of both front longitudinal beams, and the limiting grooves extend through the front longitudinal beams along the length direction. One end of each of the two rear longitudinal beams is fixedly connected to a limiting plate that is adapted to and interference-fitted with the corresponding limiting groove.
[0017] Furthermore, the hinge support is fixedly connected to a support plate. Attached Figure Description
[0018] Figure 1 This is a structural diagram of the first embodiment of the present utility model;
[0019] Figure 2 This is a structural diagram of the second embodiment of the present invention;
[0020] Figure 3 For the present utility model Figure 2 Enlarged view of section A;
[0021] Figure 4 For the present utility model Figure 1 A sectional view;
[0022] Figure 5 For the present utility model Figure 4 Enlarged view of section B;
[0023] Figure 6 This is a partial exploded view of the present invention;
[0024] Figure 7 This is a diagram showing the first collision state of this utility model;
[0025] Figure 8 This is a diagram of the second collision state of this utility model.
[0026] The attached diagram lists the components represented by each number as follows:
[0027] 1. Front crossbeam;
[0028] 2. Front longitudinal beam; 21. Limiting groove;
[0029] 3. Rear crossbeam;
[0030] 4. Rear longitudinal beam; 41. Energy-absorbing component; 411. Support plate; 412. Energy-absorbing plate; 42. Limiting plate;
[0031] 5. Hinge support; 51. Support plate;
[0032] 6. Elastic component; 61. Sleeve; 611. Fixed shaft; 62. Piston rod; 621. Moving shaft; 63. Sealing cavity. Detailed Implementation
[0033] The principles and features of this utility model are described below with reference to the accompanying drawings. The examples given are only for explaining this utility model and are not intended to limit the scope of this utility model.
[0034] Example 1
[0035] like Figures 1-4 An energy-absorbing anti-collision beam includes a front crossbeam 1, two front longitudinal beams 2, a rear crossbeam 3 parallel to the front crossbeam 1, and two rear longitudinal beams 4. One end of each of the two front longitudinal beams 2 is fixedly connected to the rear ends of the two front crossbeams 1. One end of each of the two rear longitudinal beams 4 is sleeved and interference-fitted onto the other end of the two front longitudinal beams 2, and the middle ends of the two rear longitudinal beams 4 are fixedly connected to the two ends of the rear crossbeam 3. The energy-absorbing anti-collision beam also includes a hinge support 5 and multiple elastic components 6, one end of which is rotatably connected to the hinge support 5. At least one elastic component 6 is arranged on each side of the hinge support 5 facing the two front longitudinal beams 2. The hinge support 5 is fixedly connected to the front crossbeam 1, and the other end of each elastic component 6 is rotatably connected to the rear longitudinal beam 4. Alternatively, the hinge support 5 is fixedly connected to the rear crossbeam 3, and the other end of each elastic component 6 is rotatably connected to the front longitudinal beam 2.
[0036] The beneficial effects of this embodiment are as follows: When the front crossbeam 1 collides, the front longitudinal beam 2, which is interference-fitted with the two rear longitudinal beams 4 respectively, overcomes the friction between itself and the corresponding rear longitudinal beam 4. The front crossbeam 1 undergoes forced displacement during the collision, causing the two front longitudinal beams 2 to move relative to the rear longitudinal beams 4. The collision energy is dissipated by converting it into heat energy through friction, and at the same time, the energy is absorbed by the deformation of the elastic component 6. When the front longitudinal beam 2 slides to the limit position relative to the corresponding rear longitudinal beam 4, the front crossbeam 1 collides with the rear longitudinal beam 4 and collapses, thus absorbing energy. This improves the problem that the existing automotive anti-collision beams mainly absorb collision energy through deformation, resulting in high maintenance costs and limited protection for pedestrians at higher speeds. It also realizes the graded management of collision energy of the anti-collision beam during low-speed and high-speed collisions of automobiles.
[0037] Specifically, during the entire collision process, the collision force is transmitted rearward through the front longitudinal beam 2 and the elastic component 6 to the rear longitudinal beam 4 and the rear cross beam 3 respectively, and further transmitted to the vehicle frame, thus achieving energy absorption of the entire vehicle in the collision.
[0038] During a low-speed collision, part of the collision kinetic energy is dissipated as heat through friction, and at the same time, part of the collision kinetic energy is absorbed through the slight deformation of the elastic component 6; when the collision force increases at a relatively high speed, while dissipating the collision as heat through friction, the elastic component 6 absorbs energy through a greater deformation; when the collision force further increases at a high speed, the front cross member 1 collides with the rear longitudinal beam 4 and undergoes collapse, forming energy absorption. Through this three-stage energy absorption method, hierarchical management of the collision energy of the anti-collision beam during low-speed and high-speed collisions of the vehicle is achieved. During low-speed collisions and collisions at a relatively high speed, energy absorption is carried out by the front longitudinal beam 2 sliding relative to the corresponding rear longitudinal beam 4 by overcoming friction and the deformation of the elastic component 6. Compared with the prior art where the anti-collision beam directly undergoes deformation and collapse, the maintenance cost can be reduced. At the same time, based on the reaction force, the protection ability for pedestrians can also be improved.
[0039] Of course, during further high-speed or rapid collisions, the elastic component 6 can be stretched and broken to form an energy absorption effect.
[0040] Among them, low-speed collision refers to the vehicle speed corresponding to the anti-collision force when the anti-collision beam withstands the friction between the front longitudinal beam 2 and the rear longitudinal beam 4 and causes an initial relative displacement between the two, and low-speed collisions generated below this vehicle speed. The collision force at a relatively high speed refers to the collision force borne by the anti-collision beam during the process when the elastic component 6 deforms and the front cross member 1 abuts against the corresponding rear longitudinal beam 4. At this time, it is a relatively high-speed collision. The high-speed collision force refers to the collision force borne during the process when the front cross member 1 and the corresponding rear longitudinal beam 4 collide and undergo collapse and deformation. At this time, it is a high-speed collision.
[0041] In this embodiment, the front side of the front cross member 1 refers to the side where the vehicle is subjected to a frontal collision. During actual installation, the anti-collision beam described in the present utility model can be installed at the front or rear of the vehicle to form a front anti-collision beam or a rear anti-collision beam. The other end of the rear longitudinal beam 4 is fixedly connected to the vehicle frame to transfer and consume the collision and reduce the damage to the driver and passengers.
[0042] In this embodiment, the front cross member 1, the front longitudinal beam 2, the rear cross member 3, the rear longitudinal beam 4, and the hinge support 5 can all be made of steel and aluminum alloy. The front cross member 1 can be structured with a cross-section in the shape of "U", "square", "eye", "field", etc. The cross-sections of the front longitudinal beam 2 and the rear cross member 3 are both in the shape of "square", "eye", "field", etc. That is, overall, a closed cylindrical structure is formed to ensure the strength of the anti-collision structure.
[0043] At least one elastic component 6 is arranged on both sides of the hinge support 5 facing the two front longitudinal beams 2. That is, the number of elastic components 6 on the same side of the hinge support 5 can specifically be one, two, three, four, five, etc.
[0044] Embodiment 2
[0045] like Figures 1-4 ,as well as Figure 7 Based on Embodiment 1, each elastic component 6 has a first state that forms an acute angle with respect to the front crossbeam 1 and a second state that is parallel to the front crossbeam 1. Each elastic component 6 is compressed during the process of changing from the first state to the second state.
[0046] The beneficial effect of adopting the preferred solution in the above embodiments is that when low-speed collisions and high-speed collisions occur, each elastic component 6 is compressed and deformed from the first state to the second state, and energy is absorbed through compression. At the same time, part of the collision force is transferred to the rear longitudinal beam 4 or the rear transverse beam 3 to achieve energy absorption.
[0047] In this embodiment, as Figure 7 The first state refers to the state when the front crossbeam 1 is stationary relative to the rear crossbeam 3 and no collision has occurred; this is the initial state. As for specific structures, such as... Figure 1 When the hinge support 5 is fixedly connected to the rear crossbeam 3, the two opposing elastic components 6 open towards each other at two acute angles relative to the front crossbeam 1; as Figure 2 When the hinge support 5 is fixedly connected to the front crossbeam 1, the two opposing elastic components 6 open at the two acute angles formed by the front crossbeam 1.
[0048] like Figure 7 The second state refers to the state in which the front crossbeam 1 moves relative to the rear crossbeam 3 toward the rear crossbeam 3 until the elastic component 6 is parallel to the front crossbeam 1.
[0049] Example 3
[0050] like Figures 1-4 ,as well as Figure 7 Based on embodiments 1 and 2, each elastic component 6 also has a third state. In the third state, both rear longitudinal beams 4 abut against the front cross beam 1, and each elastic component 6 elongates during the process of changing from the second state to the third state.
[0051] The beneficial effect of adopting the preferred solution in the above embodiments is that when a high-speed collision occurs, each elastic component 6 elongates and transforms from the second state to the third state, and part of the internal energy stored in the elastic component 6 is released. Under continuous collision, the rear longitudinal beam 4 and the front cross beam 1 collide, realizing collapse and energy absorption.
[0052] like Figure 7 The second state refers to the state in which the rear longitudinal beam 4 abuts against the front cross beam 1. When a high-speed collision occurs, the rear longitudinal beam 4 and / or the front cross beam 1 can undergo collapse deformation under the high-speed collision force.
[0053] Figure 7 In the diagram, the first state is represented by A, the second state by A', and the third state by A''.
[0054] Example 4
[0055] like Figures 1-6 Based on embodiments 1-3, both rear longitudinal beams 4 are provided with sliding paths for the corresponding front longitudinal beams 2 to slide. Both rear longitudinal beams 4 are fixedly connected with energy-absorbing components 41 located on the sliding paths. When the elastic component 6 is in the first state, the distance between the energy-absorbing component 41 and the front crossbeam 1 is greater than the distance the front crossbeam 1 moves from the first state to the second state when the elastic component 6 is in the second state.
[0056] The beneficial effect of adopting the preferred solution in the above embodiments is that when each elastic component 6 is stretched from the second state to the third state during a collision at a relatively high speed and a high speed, or during the process of continuous stretching, the corresponding front longitudinal beam 2 that slides relative to the rear longitudinal beam 4 can collide with the energy-absorbing component 41. The energy-absorbing component 41 or the corresponding front longitudinal beam 2 collapses and deforms to form a collision energy-absorbing effect, thereby improving the collision defense effect.
[0057] As one of the parallel solutions of the above embodiments, when the distance between the energy-absorbing member 41 and the front crossbeam 1 when the elastic component 6 is in the first state is greater than the moving distance of the front crossbeam 1 when the elastic component 6 is in the second state, and less than the moving distance of the front crossbeam 1 when the elastic component 6 is in the third state, when the elastic component 6 is pulled up from the second state to the third state under the action of the collision force, the front longitudinal beam 2 can collide with the energy-absorbing member 41. The collision energy absorption effect is formed by the collapse deformation of the energy-absorbing member 41 or the corresponding front longitudinal beam 2, thereby improving the collision defense effect.
[0058] As a second parallel scheme of the above embodiments, when the distance between the energy-absorbing component 41 and the front crossbeam 1 when the elastic component 6 is in the first state is greater than the moving distance of the front crossbeam 1 when the elastic component 6 is in the third state, the elastic component 6 is continuously stretched from the third state under the action of high-speed collision force. At the same time that the front crossbeam 1 collides with the rear longitudinal beam 4 and both undergo collapse deformation, the front longitudinal beam 2 can collide with the energy-absorbing component 41. The collision energy absorption effect is formed by the collapse deformation of the energy-absorbing component 41 or the corresponding front longitudinal beam 2, thereby improving the collision defense effect.
[0059] Example 5
[0060] like Figures 1-6 Based on embodiments 1-4, both rear longitudinal beams 4 have slot structures with openings facing each other. The energy-absorbing component 41 includes a support plate 411 and an energy-absorbing plate 412 that are both fixedly connected to the opposite two slot walls of the slot of the rear longitudinal beam 4. The support plate 411 and the bottom of the slot of the rear longitudinal beam 4 form a sliding path. One end of the energy-absorbing plate 412 is fixedly connected to the support plate 411, and the other end extends obliquely on the sliding path.
[0061] The beneficial effects of adopting the preferred solutions in the above embodiments are as follows: the structural strength of the rear longitudinal beam 4 with a notch structure can be improved through the support plate 411 and the energy-absorbing plate 412. During a collision, the corresponding front longitudinal beam 2 that slides relative to the rear longitudinal beam 4 collides with the energy-absorbing plate 412, and undergoes a crushing deformation through extrusion. The increased friction and crushing deformation provide high-speed collision defense for the collision, thereby improving the anti-collision effect.
[0062] The front longitudinal beam 2 is a structural member with a "mouth" - shaped cross-section. Under a collision, guided by the energy-absorbing plate 412, the front longitudinal beam 2 can undergo an inward contraction deformation to form an energy-absorbing effect.
[0063] As an alternative solution to the above embodiments, the energy-absorbing plate 412 is a rod-shaped, plate-shaped or spherical structural member independently arranged on the sliding path.
[0064] Embodiment 6
[0065] As Figure 1-8 , on the basis of Embodiments 1 - 5, at least two elastic components 6 are arranged on both sides of the hinge support 5 facing the two front longitudinal beams 2, and the number and arrangement angles of the elastic components 6 on both sides are the same. Each elastic component 6 on the same side is arranged at intervals along the length direction of the front longitudinal beam 2.
[0066] The beneficial effects of adopting the preferred solutions in the above embodiments are as follows: by arranging at least two elastic components 6 on the same side of the hinge support 5, the hierarchical absorption of collision energy can be achieved.
[0067] Specifically, as Figure 8 , when a collision occurs, when each elastic component 6 sequentially undergoes deformation from the first state - the second state - the third state, each elastic component 6 on the same side of the hinge support 5 can respectively form different contraction or elongation states at the same time point, and are respectively in the first state, the second state and / or the third state, thereby achieving the multi-stage absorption of collision energy.
[0068] As an alternative solution to the above embodiments, two, three, four or five elastic components 6 are arranged on the same side of the hinge support 5.
[0069] Embodiment 7
[0070] As Figures 2-5 , on the basis of Embodiments 1 - 6, each elastic component 6 includes a sleeve 61 and a piston rod 62. One end of the sleeve 61 is rotatably connected to the hinge support 5, and the other end is provided with a sliding hole. One end of the piston rod 62 is hermetically slidably connected to the sliding hole, and a sealed cavity 63 is formed relative to the bottom of the sliding hole. The other end of the piston rod 62 is rotatably connected to the corresponding front longitudinal beam 2 or rear longitudinal beam 4.
[0071] The beneficial effect of adopting the preferred solution in the above embodiments is that when the elastic component 6 absorbs energy during collision, the piston rod 62 slides relative to the sleeve 61. When the elastic component 6 shortens, part of the kinetic energy is converted into the internal energy of the gas in the sealed cavity 63, thereby realizing the energy absorption function of the elastic component 6.
[0072] Based on the above embodiment, the side wall of the piston rod 62 and the inner wall of the sliding hole are in a transition or interference fit to generate energy dissipation through friction.
[0073] Based on the above embodiment, a spring is provided in the sealed cavity 63. The two ends of the spring are fixedly connected to the bottom of the sliding hole and the end of the piston rod 62, respectively. In the first state to the second state, the spring is compressed, resulting in energy dissipation. In the second state to the third state, the spring partially releases its internal energy.
[0074] Example 8
[0075] like Figure 3 and Figure 5 Based on embodiments 1-7, one end of the sleeve 61 is rotatably connected to a fixed shaft 611, both ends of the fixed shaft 611 are fixedly connected to the hinge support 5, and the other end of the piston rod 62 is rotatably connected to a moving shaft 621, both ends of the moving shaft 621 are fixedly connected to the corresponding front longitudinal beam 2 or rear longitudinal beam 4.
[0076] The advantage of adopting the preferred solution in the above embodiments is that the rotational installation of the elastic component 6 can be achieved simultaneously through the fixed shaft 611 and the moving shaft 621.
[0077] Based on the above embodiment, one end of the sleeve 61 is fixedly connected to a first sleeve, which is fitted and rotatably connected to the fixed shaft 611, and the other end of the piston rod 62 is fixedly connected to a second sleeve, which is fitted and rotatably connected to the moving shaft 621.
[0078] Furthermore, the hinge support 5 has a U-shaped opening structure, and the fixed shaft 611 is fixedly connected to the opening of the hinge support 5.
[0079] like Figure 1 When both ends of the moving shaft 621 are fixedly connected to the corresponding front longitudinal beam 2, two ear plates are fixedly connected to the side wall of the front longitudinal beam 2, and both ends of the moving shaft 621 are fixedly connected to the two ear plates respectively.
[0080] like Figure 2 When both ends of the moving shaft 621 are fixedly connected to the corresponding rear longitudinal beam 4, both rear longitudinal beams 4 have a slot structure with openings facing each other. The moving shaft 621 is located in the slot and both ends are fixedly connected to the two opposite slot walls.
[0081] Example 9
[0082] like Figure 1 and Figure 2 Based on embodiments 1-8, multiple limiting grooves 21 are provided on the outer sides of the two front longitudinal beams 2. The limiting grooves 21 extend through the front longitudinal beams 2 along the length direction. One end of each of the two rear longitudinal beams 4 is fixedly connected with a limiting plate 42 that is adapted to and interference-fitted with the corresponding limiting groove 21.
[0083] The beneficial effect of adopting the preferred solution in the above embodiments is that the front longitudinal beam 2 is interference-fitted with the limiting plate 42 in the limiting groove 21 to achieve a stable connection between the front longitudinal beam 2 and the corresponding rear longitudinal beam 4, and the opening of the limiting groove 21 increases the mating area between the front longitudinal beam 2 and the rear longitudinal beam 4, thereby increasing the friction.
[0084] Example 10
[0085] like Figure 2 and Figure 3 Based on embodiments 1-9, the hinge support 5 is fixedly connected to the support plate 51.
[0086] The advantage of adopting the preferred solution in the above embodiments is that the structural strength of the hinge support 5 is improved by using the support plate 51.
[0087] In the description of this utility model, it should be understood that the terms "center", "longitudinal", "transverse", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc., indicating the orientation or positional relationship are based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this utility model and simplifying the description, and are not intended to indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this utility model.
[0088] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this utility model, "a plurality of" means at least two, such as two, three, etc., unless otherwise explicitly specified.
[0089] In this utility model, unless otherwise explicitly specified and limited, the terms "installation," "connection," "joining," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components, unless otherwise explicitly limited. Those skilled in the art can understand the specific meaning of the above terms in this utility model according to the specific circumstances.
[0090] In this utility model, unless otherwise explicitly specified and limited, "above" or "below" the second feature can mean that the first feature is in direct contact with the second feature, or that the first feature is in indirect contact with the second feature through an intermediate medium. Furthermore, "above," "on top of," and "over" the second feature can mean that the first feature is directly above or diagonally above the second feature, or simply that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature can mean that the first feature is directly below or diagonally below the second feature, or simply that the first feature is at a lower horizontal level than the second feature.
[0091] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of the present invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.
[0092] Although embodiments of the present invention have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting the present invention. Those skilled in the art can make changes, modifications, substitutions and variations to the above embodiments within the scope of the present invention.
Claims
1. An energy-absorbing anti-collision beam, characterized in that, The energy-absorbing anti-collision beam includes a front crossbeam (1), two front longitudinal beams (2), a rear crossbeam (3) parallel to the front crossbeam (1), and two rear longitudinal beams (4). One end of each of the two front longitudinal beams (2) is fixedly connected to the rear ends of the front crossbeam (1), and one end of each of the two rear longitudinal beams (4) is fitted and interference-fitted to the other end of each of the two front longitudinal beams (2). The middle ends of each of the two rear longitudinal beams (4) are fixedly connected to the ends of the rear crossbeam (3). The energy-absorbing anti-collision beam also includes a hinge support (5) and multiple... One end of each elastic component (6) is rotatably connected to the hinge support (5). At least one elastic component (6) is arranged on both sides of the hinge support (5) facing the two front longitudinal beams (2). The hinge support (5) is fixedly connected to the front cross beam (1). The other end of each elastic component (6) is rotatably connected to the rear longitudinal beam (4). Alternatively, the hinge support (5) is fixedly connected to the rear cross beam (3), and the other end of each elastic component (6) is rotatably connected to the front longitudinal beam (2).
2. The energy-absorbing anti-collision beam according to claim 1, characterized in that, Each of the elastic components (6) has a first state that forms an acute angle with respect to the front crossbeam (1) and a second state that is parallel to the front crossbeam (1). Each of the elastic components (6) is compressed during the process of changing from the first state to the second state.
3. The energy-absorbing anti-collision beam according to claim 2, characterized in that, Each of the elastic components (6) also has a third state. In the third state, both of the rear longitudinal beams (4) abut against the front cross beam (1), and each of the elastic components (6) elongates during the process of changing from the second state to the third state.
4. The energy-absorbing anti-collision beam according to claim 3, characterized in that, Both rear longitudinal beams (4) are provided with sliding paths for the corresponding front longitudinal beams (2) to slide. Both rear longitudinal beams (4) are fixedly connected with energy-absorbing members (41) located on the sliding paths. When the elastic component (6) is in the first state, the distance between the energy-absorbing member (41) and the front crossbeam (1) is greater than the distance the front crossbeam (1) moves from the first state to the second state of the elastic component (6).
5. The energy-absorbing anti-collision beam according to claim 4, characterized in that, Both of the rear longitudinal beams (4) have slot structures with openings facing each other. The energy-absorbing component (41) includes a support plate (411) and an energy-absorbing plate (412) that are fixedly connected to the two opposite slot walls of the slot of the rear longitudinal beam (4). The support plate (411) and the bottom of the slot of the rear longitudinal beam (4) form the sliding path. One end of the energy-absorbing plate (412) is fixedly connected to the support plate (411), and the other end extends obliquely on the sliding path.
6. The energy-absorbing anti-collision beam according to claim 1, characterized in that, The hinge support (5) has at least two elastic components (6) arranged on both sides facing the two front longitudinal beams (2), and the number and arrangement angle of the elastic components (6) on both sides are the same. Each elastic component (6) on the same side is arranged at intervals along the length direction of the front longitudinal beam (2).
7. An energy-absorbing anti-collision beam according to any one of claims 1-6, characterized in that, Each of the elastic components (6) includes a sleeve (61) and a piston rod (62). One end of the sleeve (61) is rotatably connected to the hinge support (5), and the other end is provided with a sliding hole. One end of the piston rod (62) is slidably connected to the sliding hole and forms a sealing cavity (63) relative to the bottom of the sliding hole. The other end of the piston rod (62) is rotatably connected to the corresponding front longitudinal beam (2) or the rear longitudinal beam (4).
8. The energy-absorbing anti-collision beam according to claim 7, characterized in that, One end of the sleeve (61) is rotatably connected to a fixed shaft (611), and both ends of the fixed shaft (611) are fixedly connected to the hinge support (5). The other end of the piston rod (62) is rotatably connected to a moving shaft (621), and both ends of the moving shaft (621) are fixedly connected to the corresponding front longitudinal beam (2) or the rear longitudinal beam (4).
9. An energy-absorbing anti-collision beam according to any one of claims 1-6, characterized in that, Multiple limiting grooves (21) are provided on the outer side of both front longitudinal beams (2). The limiting grooves (21) extend through the front longitudinal beams (2) along the length direction. One end of each of the two rear longitudinal beams (4) is fixedly connected to a limiting plate (42) that is adapted to and interference-fitted with the corresponding limiting groove (21).
10. An energy-absorbing anti-collision beam according to any one of claims 1-6, characterized in that, The hinge support (5) is fixedly connected to a support plate (51).