CN218505800U - Front bumper beam energy absorption device for automobile and automobile - Google Patents

Abstract

The utility model discloses a preceding bumper beam energy-absorbing device and car for car, preceding bumper beam energy-absorbing device includes main buffering energy-absorbing structure, lower buffering energy-absorbing structure and at least one first variable connecting piece, lower buffering energy-absorbing structure sets up in the below of main buffering energy-absorbing structure along the direction of height of car, arbitrary one first variable connecting piece has first state and second state in the at least one first variable connecting piece, lower buffering energy-absorbing structure is through the at least one first variable connecting piece fixed connection in first state in main buffering energy-absorbing structure, adjust to the second state from first state through the state with at least one first variable connecting piece, can make down buffering energy-absorbing structure and main buffering energy-absorbing structure alternate segregation. The separated lower buffering energy-absorbing structure can move towards the rear along the length direction of the automobile in a buffering space relative to the automobile body, more deformation spaces are provided for a front bumper at the front end of the automobile, and pedestrians can be better protected when the automobile collides with the pedestrians.

Description

Front bumper beam energy absorption device for automobile and automobile

Technical Field

The utility model relates to a car collision safety technical field, in particular to front bumper beam energy-absorbing device and car for car.

Background

The automobile buffer Liang Youchen anti-collision beam is provided with a front buffer beam and a rear buffer beam, wherein the front buffer beam is positioned behind a front bumper at the head of an automobile and generally consists of a main cross beam arranged along the width direction of the automobile and two main energy absorption boxes positioned at two ends of the main cross beam, and the two main energy absorption boxes are connected with the main cross beam and a longitudinal beam of an automobile body. When the front end of the automobile collides with an object, the main beam has certain strength and can bear partial impact force in the collision process, the impact force is dispersed to the main energy-absorbing boxes at the two ends along the extension direction of the main beam, and the two main energy-absorbing boxes simultaneously collapse and absorb energy to reduce the impact on the automobile body. In order to further improve the protection capability of the front bumper beam on the vehicle body and passengers in the vehicle, a lower cross beam is usually arranged below a main cross beam of the front bumper beam, and lower energy-absorbing boxes are arranged at two ends of the lower cross beam.

However, when the automobile collides with a pedestrian, the front bumper beam in the prior art only can protect the passenger, but cannot reduce the injury of the pedestrian. In the middle of most car and pedestrian's the accident that bumps, the front bumper of car strikes pedestrian's low limbs at first, if do not have sufficient buffering space between front bumper and the bumper beam, bumper beam before pedestrian's shank can directly strike, leads to the fact comparatively serious damage to shin bone upper end and knee position. To solve this problem, there are two conventional solutions: the other method is to increase the distance between the front bumper beam and the front bumper beam of the automobile and avoid the phenomenon that the front bumper beam directly impacts the front bumper beam in deformation to generate larger reaction force. The main reasons are: currently, in order to protect the occupants in the vehicle better, the trend is to widen the front bumper beam and increase the lower bumper beam. Due to modeling reasons, widening the front bumper beam results in less leg energy absorption space at the widened location and greater injury to the pedestrian's leg from striking the location. And the increase of bumper beam then can make pedestrian's shank and vehicle front end when taking place the striking, the deformation of front bumper lower extreme is obstructed for the shin bone bending moment injury of pedestrian's shank generally increases. The other type is that an energy-absorbing buffer structure is arranged right in front of the front buffer beam, the buffer structure is generally made of foam or metal materials and is fixed on the front buffer beam in a clamping or welding mode, and the structure can play a role in buffering when legs of a pedestrian collide with a front bumper of a vehicle. Although the method can also reduce the injury of pedestrians, the improvement effect is not obvious, the installation between the buffer structure and the front buffer beam is complex, and the cost of the whole vehicle is increased.

Therefore, the existing front bumper beam energy absorption structure of the automobile cannot protect pedestrians well.

SUMMERY OF THE UTILITY MODEL

The utility model aims to solve the problem that the bumper beam can not play better guard action to the pedestrian in the middle of the striking accident of car and pedestrian before the car among the prior art. The utility model provides a preceding bumper beam energy-absorbing device and car for car, the bumper beam energy-absorbing device can change self structure when car and pedestrian take place to strike before the car, provides more deformation space for the front bumper to alleviate the injury of striking to the pedestrian, play better guard action to the pedestrian.

For solving the technical problem, the utility model discloses an embodiment discloses a front bumper beam energy-absorbing device for car, including main buffering energy-absorbing structure, main buffering energy-absorbing structure includes the main beam that extends along the width direction of car, and two at least main energy-absorbing boxes that set up along the extending direction interval of main beam, each main energy-absorbing box has front end and rear end along the length direction of car in two at least main energy-absorbing boxes, the front end and the main beam fixed connection of each main energy-absorbing box, the automobile body fixed connection of rear end and car.

The front bumper beam energy-absorbing device further comprises a lower buffering energy-absorbing structure, the lower buffering energy-absorbing structure comprises a lower cross beam extending along the width direction of the automobile, and at least two lower energy-absorbing boxes arranged along the extending direction of the lower cross beam at intervals, each lower energy-absorbing box in the at least two lower energy-absorbing boxes is provided with a front end and a rear end along the length direction of the automobile, the front end of each lower energy-absorbing box is fixedly connected to the lower cross beam, and the lower cross beam is located below the main cross beam in the height direction of the automobile and is arranged at intervals with the main cross beam.

The front bumper beam energy absorber further includes at least one first variable link, any one of the at least one first variable link being configured as a variable configuration and/or position link such that any one of the first variable links has a first state and a second state.

The lower buffering energy-absorbing structure is fixedly connected to the main buffering energy-absorbing structure through at least one first variable connecting piece in a first state, so that the lower buffering energy-absorbing structure and the main buffering energy-absorbing structure are in a connection state.

The state of at least one first variable connecting piece is adjusted from the first state to the second state, so that the lower buffering energy-absorbing structure and the main buffering energy-absorbing structure can be separated from each other, the connection state is switched to the separation state, and the lower buffering energy-absorbing structure can move towards the rear along the length direction of the automobile in a buffering space relative to the automobile body.

By adopting the technical scheme, the main buffering energy-absorbing structure and the lower buffering energy-absorbing structure are connected through the first variable connecting piece, so that the state of the first variable connecting piece is changed, and the connection state of the lower buffering energy-absorbing structure and the main buffering energy-absorbing structure can be changed. In an initial state, the first variable connecting piece is in a first state, and the lower buffering energy-absorbing structure is fixedly connected to the main buffering energy-absorbing structure. When the front end of the automobile collides with other objects except pedestrians, the first variable connecting piece keeps the first state, and the main buffering energy-absorbing structure and the lower buffering energy-absorbing structure work simultaneously to protect the automobile body and passengers in the automobile. When the front end of the automobile collides with a pedestrian, the first variable connecting piece is switched from the first state to the second state, so that the lower buffering energy-absorbing structure is separated from the main buffering energy-absorbing structure, the lower buffering energy-absorbing structure is not connected with the automobile body at the moment, a buffering space is formed between the rear part of the lower buffering energy-absorbing structure and the automobile body, in the collision process, the front bumper deforms towards the rear part along the length direction of the automobile and is contacted with the lower buffering energy-absorbing structure in the separated state, and the lower buffering energy-absorbing structure is not restrained by the automobile body, so that the front bumper can move towards the rear part along the length direction of the automobile in the buffering space under the pushing action of the front bumper, more deformation spaces are provided for the front bumper, and meanwhile, the lower cross beam is prevented from impacting the lower limbs of the pedestrian, the injury of the pedestrian caused by collision is reduced, and a better protection effect is achieved on the pedestrian.

According to another embodiment of the present invention, at least two main crash boxes and at least two lower crash boxes are disposed in one-to-one correspondence; a connecting structure is arranged between the rear end of each main energy absorption box in the at least two main energy absorption boxes and the rear end of the corresponding lower energy absorption box, the connecting structure comprises an upper back plate and a lower back plate, the upper end of the upper back plate is fixedly connected to the rear end of the main energy absorption box, the rear end of each main energy absorption box is fixedly connected with the automobile body through the upper back plate, and the lower end of the lower back plate is fixedly connected with the rear end of the lower energy absorption box.

The lower end of the upper back plate is fixedly connected to the upper end of the lower back plate through at least one first variable connecting piece in a first state, so that the rear end of each main energy absorption box is fixedly connected with the rear end of the corresponding lower energy absorption box, and the lower buffering energy absorption structure is connected with the main buffering energy absorption structure.

The state of at least one first variable connecting piece is adjusted from the first state to the second state, so that the lower end of the upper back plate and the upper end of the lower back plate can be separated from each other, and the lower buffering energy-absorbing structure and the main buffering energy-absorbing structure are independent from each other.

By adopting the scheme, the main buffering energy-absorbing structure is fixedly connected with the automobile body through the upper back plate, the first variable connecting piece is arranged at the connecting part of the upper back plate and the lower back plate, the lower buffering energy-absorbing structure is connected with the main buffering energy-absorbing structure through the upper back plate and the lower back plate, the upper back plate and the lower back plate can be separated from each other by switching the first variable connecting piece from the first state to the second state, and therefore the lower buffering energy-absorbing structure is separated from the main buffering energy-absorbing structure.

According to the utility model discloses a another embodiment, two at least main energy-absorbing boxes are including setting up respectively in the first main energy-absorbing box and the second main energy-absorbing box at main crossbeam both ends, and two at least lower energy-absorbing boxes are including setting up respectively in the first energy-absorbing box and the second energy-absorbing box at bottom end.

The rear ends of the first main energy absorption box and the second main energy absorption box are fixedly connected to a longitudinal beam of the vehicle body through an upper back plate; the lower back plate is provided with a front surface and a rear surface along the length direction of the automobile, the rear ends of the first lower energy absorption box and the second lower energy absorption box are respectively fixed on the front surface of the corresponding lower back plate, and a buffer space is formed between the rear surface of the lower back plate and the automobile body.

By adopting the scheme, the main buffering energy-absorbing structure comprises the two main energy-absorbing boxes which respectively correspond to the two ends of the vehicle body longitudinal beam, when the vehicle collides, most of energy is absorbed by the two main energy-absorbing boxes and then transmitted to the vehicle body longitudinal beam, so that the impact force transmitted to the vehicle body longitudinal beam is reduced, the strength of the longitudinal beam is higher, and larger impact force can be borne, therefore, the impact of a colliding object on the vehicle can be effectively reduced, and passengers in the vehicle can be better protected. Set up a lower energy-absorbing box respectively at the both ends of bottom end rail, collision in-process object and main beam, the bottom end rail contact, the impact that the main beam received transmits first main energy-absorbing box and the second main energy-absorbing box to its both ends along the main beam, the impact that the bottom end rail received transmits first lower energy-absorbing box and the second lower energy-absorbing box to its both ends along the bottom end rail, make each energy-absorbing structure atress of preceding bumper beam energy-absorbing device even, guarantee every main energy-absorbing box, lower energy-absorbing box simultaneous working, just can be dispersed and absorbed through the conquassation energy-absorbing before the impact transmits the longeron.

According to another specific embodiment of the present invention, the front bumper beam energy absorber further includes at least one second variable connecting member, and any one of the at least one second variable connecting member is configured to be a connecting member whose structural form and/or position state is variable, so that any one of the second variable connecting members has a first state and a second state.

The main beam comprises a main beam body and two side beams, wherein the main beam body extends along the width direction of the automobile and is fixedly connected with the front ends of at least two main energy absorption boxes. The two side beams are respectively arranged at two ends of the main cross beam body and are respectively fixedly connected to the main cross beam body through at least one second variable connecting piece in a first state, so that the two side beams and the main cross beam body are in a connecting state.

And, by adjusting the state of at least one second variable connecting piece from the first state to the second state, the two side members can be separated from the main cross member body, and switched from the connected state to the separated state, and the two side members can be moved rearward in the longitudinal direction of the automobile with respect to the vehicle body in the side member buffer space.

By adopting the scheme, the main cross beam is of a split structure, the main cross beam body is fixedly connected with the automobile body and is used for bearing the impact force in collision and transmitting the impact force to each main energy absorption box at the rear part of the main cross beam body, the two side beams are respectively connected to the two ends of the main cross beam body through the second variable connecting pieces, and a side beam buffer space is formed between the rear part of each side beam and the automobile body. In a normal state, when the side of the head of the automobile collides with an object, the second variable connecting piece is in a first state, the side beam is fixedly connected with the main cross beam body, the impact force of the object on the side is directly born, and the injury of the collision to the automobile body and passengers in the automobile is reduced; when the automobile head collides with a pedestrian, and the pedestrian is positioned on the side of the front end of the automobile, the second variable connecting piece is switched from the first state to the second state, the side beam falls off from the main cross beam body, and can move towards the rear along the length direction of the automobile in the side beam buffering space, so that a space is provided for deformation of a front bumper, the injury of the collision to the pedestrian is reduced, and a better protection effect is realized on the pedestrian.

According to the utility model discloses a another embodiment is equipped with the connecting plate between every curb girder and the bottom end rail in two curb girders, the upper end fixed connection of connecting plate in the curb girder that corresponds, the lower extreme fixed connection of connecting plate in the bottom end rail.

By adopting the scheme, each side beam is connected with the lower buffering energy-absorbing structure through the connecting plate, when the front end of the automobile collides with other objects except pedestrians, the impact force can be transmitted between the main cross beam and the lower cross beam along the connecting plate, so that the stress of the main cross beam and the lower cross beam is uniform, and the main buffering energy-absorbing structure and the lower buffering energy-absorbing structure work simultaneously. When the front end of the automobile collides with a pedestrian, the first variable connecting piece and the second variable connecting piece are switched to the second state from the first state, the two side beams fall off from the main buffering energy-absorbing structure along with the lower buffering energy-absorbing structure and can move in respective buffering spaces, more deformation spaces are provided for the lower part and the side part of the front bumper, and the injury of the pedestrian is relieved from multiple directions. And the side beam and the lower buffering energy-absorbing structure are connected and fall off together in the collision, so that the integrity of the falling part can be kept, and the side beam with smaller volume is prevented from flying out of the vehicle to smash passerby.

According to another embodiment of the present invention, the first variable connecting member and the second variable connecting member are explosive bolts. The explosion bolt integrally keeps the function and the structure of the bolt and can break the explosion bolt under the action of force, so that the lower buffering energy-absorbing structure and the side beam can be respectively connected with the main buffering energy-absorbing structure by using the explosion bolt, and the effect of separating the lower buffering energy-absorbing structure and the side beam from the main buffering energy-absorbing structure can be realized by breaking the explosion bolt. And moreover, the explosion bolt is small in size and simple and convenient to mount, and the structure of the front bumper beam energy absorption device does not need to be changed too much.

The utility model discloses an embodiment has still disclosed an automobile, the front bumper beam energy-absorbing device in the above-mentioned arbitrary embodiment. The injury degree of the pedestrian can be reduced when the automobile collides with the pedestrian, and the pedestrian is better protected.

According to the utility model discloses a further embodiment, the car still includes the striking recognition device, and the striking recognition device includes camera unit and speed measuring unit, makes a video recording and is used for the place ahead target of shooting the car, and the speed measuring unit is used for measuring the distance of place ahead target and auto body and the relative speed between place ahead target and the automobile body.

The collision recognition device further comprises a controller, wherein the controller is respectively in communication connection with the camera unit and the speed measuring unit and in communication connection with the at least one first variable connecting piece, so that the structural form and/or the position state of the at least one first variable connecting piece can be controlled according to the received information of the front target sent by the camera unit, the information of the distance between the front target and the automobile body and the information of the relative speed between the front target and the automobile body, the distance between the front target and the automobile body is sent by the speed measuring unit, and the structural form and/or the position state of the at least one first variable connecting piece can be switched to the second state from the first state.

According to the utility model discloses a further concrete implementation mode, the car includes the striking recognition device, and the striking recognition device includes camera unit and speed measuring unit, and camera unit is used for shooing the place ahead target of car, and the speed measuring unit is used for measuring the distance of place ahead target and auto body and the relative speed between place ahead target and the automobile body.

The collision recognition device further comprises a controller, wherein the controller is respectively in communication connection with the camera unit and the speed measuring unit and is in communication connection with the first variable connecting piece and the second variable connecting piece, so that the structural form and/or the position state of the first variable connecting piece and the second variable connecting piece are controlled according to the received information of the front target sent by the camera unit, the distance between the front target and the automobile body sent by the speed measuring unit and the information of the relative speed between the front target and the automobile body, and the first variable connecting piece and the second variable connecting piece can be switched to the second state from the first state.

By adopting the scheme, the impact recognition device can recognize the type of the object in front of the automobile and can prejudge whether the impact occurs or not. If the front target is a pedestrian and the collision is about to occur is judged in advance, the controller controls the first variable connecting piece and the second variable connecting piece to be switched from the first state to the second state, so that the lower buffering energy-absorbing structure and the side beam fall off before the collision occurs, and the injury of the collision to the pedestrian is reduced; if the front target is not a pedestrian or the front target is not judged to be not collided, the first variable connecting piece and the second variable connecting piece are kept in the first state, and all parts of the front buffering energy-absorbing device work normally to protect passengers and vehicles in collision.

Drawings

Fig. 1 is a schematic structural view of a front bumper beam energy absorbing device according to an embodiment of the present invention;

fig. 2 is a schematic structural view of a lower buffering energy-absorbing structure and a side beam in a front bumper beam energy-absorbing device according to an embodiment of the present invention in a separated state;

fig. 3 is a schematic side view of a front bumper beam energy absorber according to an embodiment of the present invention;

fig. 4a is a schematic structural view of an explosive bolt in a front bumper beam energy absorbing device according to an embodiment of the present invention in a first state;

fig. 4b is a schematic structural diagram of an explosive bolt in a second state in the front bumper beam energy-absorbing device according to the embodiment of the present invention;

fig. 5 is a schematic diagram of hardware control of the automobile according to the embodiment of the present invention.

Description of reference numerals:

1: a front bumper beam energy absorber;

11: a main buffering energy-absorbing structure;

111: a main cross beam;

1111: a main beam body; 11110: connecting holes;

1112: a side beam; 11120: connecting holes;

112: a primary energy absorption box; 1121: a first primary crash box; 1122: a second primary crash box;

12: a lower buffering energy-absorbing structure;

121: a lower cross beam; 122: a lower energy absorption box;

1221: a first lower crash box; 1222: a second lower crash box;

13: a first variable connection; 14: a second variable connection;

15: a connecting structure;

151: an upper back plate;

1511: an upper end; 1512: a lower end; 1513: connecting holes;

152: a lower back plate;

1521: an upper end; 1522: a lower end;

1523: a front surface; 1524: a rear surface; 1525: connecting holes;

2: a buffer space;

3: a side beam buffering space;

4: a connecting plate;

5: exploding the bolt;

51: an inner barrel; 511: a weakening groove; 512: a medicine cavity;

52: an outer cylinder; 53: an initiator;

6: a collision recognition device;

61: an image pickup unit; 62: a speed measuring unit; 63: a controller;

x: the length direction of the automobile; y: the width direction of the automobile; z: the height direction of the automobile.

Detailed Description

The following description is provided for illustrative embodiments of the present invention, and other advantages and effects of the present invention will be readily apparent to those skilled in the art from the disclosure herein. While the invention will be described in conjunction with the preferred embodiments, it is not intended that features of the invention be limited to only those embodiments. On the contrary, the intention of implementing the novel features described in connection with the embodiments is to cover other alternatives or modifications which may be extended based on the claims of the present invention. In the following description, numerous specific details are set forth in order to provide a thorough understanding of the present invention. The invention may be practiced without these particulars. Furthermore, some of the specific details are omitted from the description so as not to obscure or obscure the present invention. It should be noted that, in the present invention, the embodiments and features of the embodiments may be combined with each other without conflict.

It should be noted that in this specification, like reference numerals and letters refer to like items in the following drawings, and thus, once an item is defined in one drawing, it need not be further defined and explained in subsequent drawings.

In the description of the present embodiment, it should be noted that the terms "upper", "lower", "inner", "bottom", and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings or orientations or positional relationships that the products of the present invention are usually placed in when used, and are only for convenience of describing the present invention and simplifying the description, but do not indicate or imply that the device or the element to which the present invention is directed must have a specific orientation, be constructed in a specific orientation, and be operated, and thus should not be construed as limiting the present invention.

The terms "first," "second," and the like are used solely to distinguish one from another and are not to be construed as indicating or implying relative importance.

In the description of the present embodiment, it should be further noted that, unless explicitly stated or limited otherwise, the terms "disposed," "connected," and "connected" are to be interpreted broadly, e.g., as a fixed connection, a detachable connection, or an integral connection; can be mechanically or electrically connected; they may be connected directly or indirectly through intervening media, or they may be interconnected between two elements. The specific meanings of the above terms in the present embodiment can be understood in specific cases by those of ordinary skill in the art.

In order to make the objects, technical solutions and advantages of the present invention clearer, embodiments of the present invention will be described in further detail below with reference to the accompanying drawings.

Referring to fig. 1-2, fig. 1 is a schematic structural view of a front bumper beam energy absorption device according to an embodiment of the present invention; fig. 2 is a schematic structural view of the lower energy-absorbing structure 12 and the side beam 1112 in the front bumper beam energy-absorbing device according to the embodiment of the present invention in a separated state.

As shown in fig. 1, the embodiment of the utility model provides a front bumper beam energy-absorbing device 1 for car, including main buffering energy-absorbing structure 11, main buffering energy-absorbing structure 11 includes the main beam 111 that extends along the width direction y of car, and two at least main energy-absorbing boxes 112 that set up along the extending direction interval of main beam 111, each main energy-absorbing box 112 has front end and rear end along the length direction x of car, each main energy-absorbing box 112's front end and main beam 111 fixed connection, the automobile body fixed connection of rear end and car.

In one embodiment, the main cushion structure 11 includes two main crash boxes 112, i.e., a first main crash box 1121 and a second main crash box 1122, and the first main crash box 1121 and the second main crash box 1122 are provided at both ends of the main beam 111. The number of the primary crash boxes 112 included in the primary cushion structure 11 is not limited, and may be, for example, 3 or more; the location of the main crash box 112 is also not limited to the end of the main beam 111, and may be located in the middle of the main beam 111, for example.

The main beam 111 is located behind a front bumper of the automobile, and a certain gap is formed between the main beam 111 and the front bumper, when the front end of the automobile collides with an object, the object firstly collides with the front bumper, the front bumper deforms under the action of the impact force and contacts with the main beam 111 behind the front bumper, because the main beam 111 has certain rigidity, the impact force can be dispersed along the extending direction of the main beam 111 (namely the width direction y of the automobile), the impact force is uniformly transmitted to each main energy-absorbing box 112 behind the front bumper, each main energy-absorbing box 112 is simultaneously collapsed to absorb the energy in the collision, and the impact force is transmitted to the automobile body after being dispersed by the main beam 111 and absorbed by each main energy-absorbing box 112, so that the impact on the automobile body is reduced, and the force is uniformly applied in the width direction y of the automobile, therefore, the main energy-absorbing structure 11 can effectively reduce the impact on the automobile body in the collision, and protect passengers in the automobile.

As shown in fig. 1, the front bumper beam energy-absorbing device 1 further includes a lower bumper energy-absorbing structure 12, and the lower bumper energy-absorbing structure 12 includes a lower beam 121 extending in the width direction y of the automobile, and at least two lower energy-absorbing boxes 122 arranged at intervals in the extending direction of the lower beam 121. Each lower energy absorption box 122 has a front end and a rear end along the length direction x of the automobile, the front end of each lower energy absorption box 122 is fixedly connected to the lower cross beam 121, and the lower cross beam 121 is located below the main cross beam 111 in the height direction z of the automobile and is arranged at an interval from the main cross beam 111.

In one embodiment, the lower bumper beam 12 has two lower crash boxes 122, a first lower crash box 1221 and a second lower crash box 1222, and the first lower crash box 1221 and the second lower crash box 1222 are disposed at opposite ends of the lower beam 121. The number of the lower crash boxes 122 of the lower cushion structure 12 is not limited, and may be, for example, 3 or more; the lower crash box 122 is not limited to the end of the lower beam 121, and may be located in the middle of the main beam 111, for example.

Because the lower cross beam 121 is positioned right below the main cross beam 111, when the front end of the vehicle collides with an object, the front bumper deforms and then is respectively contacted with the main cross beam 111 and the lower cross beam 121, the main buffering energy-absorbing structure 11 and the lower buffering energy-absorbing structure 12 are stressed together, the main cross beam 111 disperses a part of the impact force to each main energy-absorbing box 112 behind the main cross beam 111, the lower cross beam 121 disperses a part of the impact force to each lower energy-absorbing box 122 behind the lower cross beam 121, and the main energy-absorbing box 112 and the lower energy-absorbing boxes 122 collapse and absorb energy together, so that the impact on the vehicle body is further reduced, and better safety guarantee is provided for passengers in the vehicle.

As shown in fig. 1, the front bumper beam energy absorber 1 further includes first variable links 13, and each of the first variable links 13 is provided as a link whose structural form and/or positional state is variable such that each of the first variable links 13 has a first state and a second state. The number of the first variable connecting elements 13 is not limited, the structural configuration of each first variable connecting element 13, including its shape, volume or composition, may be the overall shape of each variable connecting element, or the size of each variable connecting element, such as expansion or compression, or the combination or separation of the components constituting each first variable connecting element 13, and the change of the position state of each first variable connecting element 13 includes its position or property, and may be a displacement in a certain space, or its physical or chemical property, such as strength, magnetism, conductivity, physical state, etc.

As shown in fig. 1, the lower energy-absorbing structure 12 is fixedly connected to the main energy-absorbing structure 11 by the first variable connecting member 13 in the first state, so that the lower energy-absorbing structure 12 and the main energy-absorbing structure 11 are in a connected state. When the front end of the automobile collides with other objects except pedestrians, the first variable connecting piece 13 is in the first state, and the lower buffering energy-absorbing structure 12 and the main buffering energy-absorbing structure 11 are relatively fixed in the length direction x of the automobile, so that the main buffering energy-absorbing structure 11 and the lower buffering energy-absorbing structure 12 can simultaneously bear the impact of the objects, and the automobile body and passengers in the automobile are protected.

As shown in fig. 2, by adjusting the state of the first variable connection 13 from the first state to the second state, the lower energy-absorbing structure 12 and the main energy-absorbing structure 11 can be separated from each other, and the connected state is switched to the separated state, and the lower energy-absorbing structure 12 can move toward the rear in the longitudinal direction x of the vehicle (refer to the direction of the dotted arrow in fig. 2) in a buffer space 2 relative to the vehicle body. When the front end of the automobile collides with a pedestrian, the first variable connecting piece 13 is adjusted from the first state to the second state, so that the lower buffering energy-absorbing structure 12 is separated from the main buffering energy-absorbing structure 11, a buffering space 2 is formed between the rear part of the lower buffering energy-absorbing structure 12 and the automobile body, when the front bumper deforms under the action of the impact force of the lower limbs of the pedestrian and contacts with the lower cross beam 121, the lower cross beam 121 can move towards the rear part along the length direction x of the automobile under the drive of the impact force, more deformation spaces are provided for the front bumper, and a better protection effect is achieved on the pedestrian.

It will be understood by those skilled in the art that when the first variable connection 13 is adjusted from the first state to the second state, the lower energy-absorbing structure 12 and the main energy-absorbing structure 11 are separated from each other to allow the lower energy-absorbing structure 12 to move toward the rear of the vehicle body, so as to prevent the lower energy-absorbing structure 12 from obstructing the deformation of the front bumper. For example, in one embodiment, the lower energy-absorbing structure 12 is slidably connected to the main energy-absorbing structure 11 and is fixed by the locking structure, so that when the front end of the vehicle collides with a pedestrian, the state of the locking structure is changed, the lower energy-absorbing structure 12 and the main energy-absorbing structure 11 are released from being fixed, and the lower energy-absorbing structure 12 can slide towards the rear along the length direction x of the vehicle in the buffer space 2, thereby providing more deformation space for the front bumper.

Please refer to fig. 3, fig. 3 is a schematic side view of a front bumper beam energy absorber according to an embodiment of the present invention.

As shown in fig. 1 and 3, the main crash boxes 112 are disposed in one-to-one correspondence with the lower crash boxes 122. A connecting structure 15 is arranged between the rear end of each main energy absorption box 112 and the rear end of the corresponding lower energy absorption box 122, the connecting structure 15 comprises an upper back plate 151 and a lower back plate 152, the upper end 1511 of the upper back plate is fixedly connected to the rear end of the main energy absorption box 112, the rear end of the main energy absorption box 112 is fixedly connected with a vehicle body through the upper back plate 151, and the lower end 1522 of the lower back plate is fixedly connected with the rear end of the lower energy absorption box 122. For example, the connecting structures 15 are provided between the rear end of the first main crash box 1121 and the rear end of the corresponding first lower crash box 1221, and between the rear end of the second main crash box 1122 and the rear end of the corresponding second lower crash box 1222.

The lower end 1512 of the upper back plate is fixedly connected to the upper end 1521 of the lower back plate through the first variable connecting member 13 in the first state, so that the rear end of each main energy-absorbing box 112 is fixedly connected to the rear end of the corresponding lower energy-absorbing box 122, and the lower buffering energy-absorbing structure 12 is connected to the main buffering energy-absorbing structure 11.

As shown in fig. 2, by adjusting the state of the first variable link 13 from the first state to the second state, the lower end 1512 of the upper back plate and the upper end 1521 of the lower back plate can be separated from each other, and the lower energy-absorbing structure 12 and the main energy-absorbing structure 11 are independent from each other.

Or it can be understood that the main buffering energy-absorbing structure 11 is fixedly connected with the vehicle body through the upper back panel 151, the first variable connecting member 13 is arranged at the joint of the upper back panel 151 and the lower back panel 152, the upper back panel 151 is fixedly connected with the lower back panel 152 through the first variable connecting member 13 in the first state, the lower buffering energy-absorbing structure 12 can be fixedly connected with the main buffering energy-absorbing structure, the upper back panel 151 and the lower back panel 152 can be separated from each other by adjusting the first variable connecting member 13 from the first state to the second state, and the lower buffering energy-absorbing structure 12 is further separated from the main buffering energy-absorbing structure 11.

In one embodiment, each upper back plate 151 is connected to the corresponding lower back plate 152 by two first variable connectors 13. It will be understood by those skilled in the art that the number of the first variable connectors 13 disposed between each upper back plate 151 and the corresponding lower back plate 152 is not limited, and is merely illustrative, and for example, 1, 3, or more may also be employed.

As shown in fig. 1 to 3, in one embodiment, two connection holes 1513 are disposed at the lower end 1512 of the upper back plate, two connection holes 1525 are disposed at positions corresponding to the upper end 1521 of the lower back plate, one end of each connection hole 1513 coincides with one end of each connection hole 1525, and the first variable connector 13 in the first state sequentially passes through the connection holes 1513 and the connection holes 1525, so that the upper end 1511 of the upper back plate is fixedly connected to the lower end 1512 of the upper back plate. The first variable connecting member 13 is adjusted from the first state to the second state, so that the first variable connecting member 13 is separated from the connecting hole 1513 and the connecting hole 1525, and the upper backplate 151 and the lower backplate 152 are separated from each other. The number of the connection holes 1513 and 1525 may be more or less than 2, and the number of the first variable links 13 corresponds to the number of the connection holes 1513 and 1525. It will be understood by those skilled in the art that after the first variable link 13 is adjusted to the second state, the first variable link 13 does not have to completely leave the connection holes 1513 and 1525, but may partially leave the connection holes 1513 and 1525 or leave any one of the connection holes 1513 and 1525, so that the backboard can move toward the rear in the buffering space 2.

As shown in fig. 1 to 3, the rear ends of the first main energy-absorbing box 1121 and the second main energy-absorbing box 1122 are fixedly connected to the side members of the vehicle body through the upper back panel 151, and when the front end of the vehicle collides with an object, most of energy is absorbed by the two main energy-absorbing boxes 112 and then transmitted to the side members of the vehicle body, so that the impact force transmitted to the side members of the vehicle body is reduced, and the side members themselves have higher strength and can bear larger impact force, thereby effectively reducing the impact of the colliding object on the vehicle and better protecting passengers in the vehicle.

As shown in fig. 3, the lower back panel 152 has a front surface 1523 and a rear surface 1524 along the length direction x of the automobile, rear ends of the first lower energy absorption box 1221 and the second lower energy absorption box 1222 are respectively fixed to the front surface 1523 of the corresponding lower back panel, and a buffer space 2 is formed between the rear surface 1524 of the lower back panel and the automobile body. Or it can be understood that the first lower energy-absorbing box 1221 and the second lower energy-absorbing box 1222 are disposed at two ends of the lower beam 121, corresponding to the lower portions of the first main energy-absorbing box 1121 and the second main energy-absorbing box 1122, and the first main energy-absorbing box 1121 and the first lower energy-absorbing box 1221 are connected through the upper back plate 151 and the lower back plate 152, and the second main energy-absorbing box 1122 and the second lower energy-absorbing box 1222 are connected through the upper back plate 151 and the lower back plate 152.

As shown in fig. 1 and 3, in one embodiment, the front bumper beam energy absorber 1 further includes second variable links 14, each of the second variable links 14 being provided as a variable structural configuration and/or positional configuration link such that the second variable link 14 has a first state and a second state.

Wherein the number of the second variable links 14 is not limited. The second variable link 14 may or may not have the same structure as the first variable link 13. The change of the structural form of each second variable connecting element 14, including the change of its own shape, volume or composition, may be the change of the overall shape of the second variable connecting element 14, or the change of its size, such as expansion, compression, etc., or the mutual combination or separation of the components constituting the second variable connecting element 14, and the change of the position state of the second variable connecting element 14 includes its position or property, and may be the displacement in a certain space, or the change of its own physical or chemical property, such as strength, magnetism, conductivity, physical state, etc.

As shown in fig. 1 to 3, the main beam 111 includes a main beam body 1111 and two side beams 1112, and the main beam body 1111 extends in the width direction y of the vehicle and is fixedly connected to the front end of each main crash box 112. The two side members 1112 are respectively provided at both ends of the main cross member body 1111 and are fixedly connected to the main cross member body 1111 by the second variable links 14 in the first state, respectively, so that the two side members 1112 and the main cross member body 1111 are in a connected state. The main beam body 1111 is fixedly connected to the vehicle body, and is configured to receive an impact force during a collision and transmit the impact force to each of the main crash boxes 112 located behind the main beam body. When the front end of the vehicle collides with an object other than a pedestrian and the object is located on the side of the vehicle, the second variable joint 14 is in the first state, and the two side members 1112 are connected to the two ends of the main cross member body 1111, respectively, for protecting an occupant from the side against the impact of the object.

As shown in fig. 2, by adjusting the state of the second variable connecting member 14 from the first state to the second state, the two side members 1112 can be separated from the main cross member main body 1111, switched from the connected state to the separated state, and the two side members 1112 can move rearward in the longitudinal direction x of the automobile (see the arrow direction in fig. 2) within the side member cushion space 3 with respect to the vehicle body. When the front end of the automobile collides with a pedestrian and the pedestrian is positioned on the side of the automobile, the second variable connecting piece 14 is switched from the first state to the second state, the side beam 1112 falls off from the main cross beam body 1111 and can move backwards in the side beam buffering space 3, a space is provided for deformation of a front bumper, injury of the pedestrian caused by collision is reduced, and a good protection effect is achieved on the pedestrian.

In one embodiment, each of the side sills 1112 is connected to the main cross member body 1111 via two second variable links 14. It will be understood by those skilled in the art that the number of the second variable links 14 provided between each of the side sills 1112 and the main cross member body 1111 is not limited and is merely illustrative, and for example, 1, 3, and more may be used.

As shown in fig. 2 and 3, in one embodiment, 2 connection holes 11120 are provided at one end of the side member 1112 connected to the main cross-member main body 1111, 2 connection holes 11110 are provided at corresponding positions of the main cross-member main body 1111, one end of the connection hole 11120 coincides with one end of the connection hole 11110, and the second variable connecting member 14 in the first state is sequentially inserted through the connection holes 11110 and the connection hole 11120, so that the side member 1112 is fixedly connected to the main cross-member main body 1111. Adjusting the second variable connecting member 14 from the first state to the second state can disengage the second variable connecting member 14 from the connecting hole 11110 and the connecting hole 11120, thereby separating the side member 1112 and the main cross-member body 1111 from each other. Wherein, the number of the connection holes 11110 and the connection holes 11120 may also be more or less than 2, and the number of the second variable connecting parts 14 corresponds to the number of the connection holes 11110 and the connection holes 11120. It will be understood by those skilled in the art that after the second variable connecting member 14 is adjusted to the second state, the second variable connecting member 14 does not have to be completely removed from the connecting hole 11110 and the connecting hole 11120, and may be configured such that a portion thereof is removed from either the connecting hole 11110 or the connecting hole 11120 or from either of the connecting hole 11110 and the connecting hole 11120, so that the side member 1112 can move toward the rear within the side member buffering space 3.

It will be understood by those skilled in the art that when the second variable connecting member 14 is adjusted from the first state to the second state, the side rail 1112 and the main rail body 1111 are separated from each other in order to allow the side rail 1112 to move rearward in the side rail buffering space 3, to enlarge the gap between the side rail 1112 and the front bumper and to prevent the side rail 1112 from obstructing the deformation of the front bumper, and in some alternative embodiments, the side rail 1112 may not be separated from the main rail body 1111 and the side rail 1112 may move in the side rail buffering space 3 by sliding or rotating, which may also provide more deformation space for the front bumper. For example, in one embodiment, the side member 1112 is rotatably attached to the main cross member body 1111 about an axis parallel to the height direction z of the automobile and is fixed by a locking structure, and when the front end of the vehicle collides with a pedestrian and the pedestrian is positioned on the side of the vehicle, the state of the locking structure is changed so that the fixation between the side member 1112 and the main cross member body 1111 is released, and the side member 1112 can rotate rearward about the axis in the cushion space 2 to provide more deformation space for the front bumper.

As shown in fig. 1 to 3, in one embodiment, a connecting plate 4 is provided between each of the two side beams 1112 and the lower cross member 121, an upper end of the connecting plate 4 is fixedly connected to the corresponding side beam 1112, and a lower end of the connecting plate 4 is fixedly connected to the lower cross member 121.

Each side beam 1112 is connected with the lower buffering energy-absorbing structure 12 through the connecting plate 4, when the front end of the automobile collides with other objects except pedestrians, the impact force can be transmitted between the main cross beam 111 and the lower cross beam 121 along the connecting plate 4, so that the main cross beam 111 and the lower cross beam 121 are stressed more uniformly, and the main buffering energy-absorbing structure 11 and the lower buffering energy-absorbing structure 12 work simultaneously. When the front end of the automobile collides with a pedestrian, the first variable connecting piece 13 and the second variable connecting piece 14 are all switched from the first state to the second state, and the two side beams 1112 fall off from the main buffering and energy-absorbing structure 11 along with the lower buffering and energy-absorbing structure 12 and can move in the respective buffering spaces 2, so that more deformation spaces are provided for the lower part and the side part of the front bumper, and the injury of the pedestrian is relieved from multiple directions. In addition, the side beam 1112 and the lower buffering energy-absorbing structure 12 are connected and fall off together in the collision, so that the integrity of the falling part can be kept, and the side beam 1112 with smaller volume is prevented from flying out of the vehicle and injuring passers-by crashing.

Referring to fig. 4 a-4 b, fig. 4a is a schematic structural view illustrating an explosive bolt in a first state in a front bumper beam energy absorption device according to an embodiment of the present invention; fig. 4b is a schematic structural diagram of an explosive bolt in a second state in the front bumper beam energy-absorbing device according to the embodiment of the present invention.

In one embodiment, the first variable connector 13 and the second variable connector 14 are both explosive bolts 5. The explosive bolt 5 retains the function and structure of the bolt as a whole and can break itself under the action of force, so that the explosive bolt 5 can be used not only to connect the lower buffering energy-absorbing structure 12 and the side sill 1112 to the main buffering energy-absorbing structure 11, but also to separate the lower buffering energy-absorbing structure 12 and the side sill 1112 from the main buffering energy-absorbing structure 11 by breaking the explosive bolt 5. Moreover, the explosion bolt 5 is small in size and simple and convenient to mount, and the structure of the front bumper beam energy absorption device 1 does not need to be changed too much.

As shown in fig. 4a, in one embodiment, the explosive bolt 5 comprises an inner cylinder 51 and an outer cylinder 52, the outer cylinder 52 is sleeved outside the inner cylinder 51; a chamber 512 is formed in the inner cylinder 51, a predetermined amount of explosive (not shown) is filled in the chamber 512, one end of the chamber 512 is sealed, and the other end is provided with a weakening groove 511 and is connected to the detonator 53 in a sealing manner. When the explosive bolt 5 is in the first state, the explosive in the explosive chamber 512 is in an unexploded state.

As shown in fig. 4b, when the explosive bolt 5 is adjusted from the first state to the second state, the detonator 53 detonates the explosive in the explosive chamber 512, so that explosive gas is generated in the explosive chamber 512 and rapidly expands, and the inner tube 51 is broken from the weakening groove 511 due to the weak tensile resistance of the weakening groove 511 by the expansion of the explosive gas, thereby dividing the explosive bolt 5 into two parts.

It will be understood by those skilled in the art that the explosive bolt 5 may be a slot type explosive bolt, a shear pin type explosive bolt, a steel ball type explosive bolt, a pollution-free explosive bolt, etc., and is not limited to the above-mentioned structure of the explosive bolt 5.

The embodiment of the utility model also discloses an automobile, including the preceding bumper beam energy-absorbing device among the above-mentioned arbitrary embodiment, when the automobile collides with the pedestrian, the structure of preceding bumper beam energy-absorbing device 1 changes, plays the effect of protection pedestrian.

Referring to fig. 5, fig. 5 is a schematic diagram illustrating a hardware control of an automobile according to an embodiment of the present invention.

As shown in fig. 5, in one embodiment, the automobile further includes the collision recognition device 6, the collision recognition device 6 includes a camera unit 61 and a speed measurement unit 62, the camera unit is used for shooting a front target of the automobile, and the speed measurement unit 62 is used for measuring the distance between the front target and the automobile body and the relative speed between the front target and the automobile body. In one embodiment, the camera unit 61 is an onboard camera and the speed measurement unit 62 is a radar.

The collision recognition device 6 further comprises a controller 63, wherein the controller 63 is respectively connected with the camera unit 61 and the speed measuring unit 62 in a communication manner, and is connected with each first variable connecting piece 13 in a communication manner, so that the structural form and/or the position state of each first variable connecting piece 13 can be controlled according to the received information of the front target sent by the camera unit 61, the information of the distance between the front target and the automobile body and the information of the relative speed between the front target and the automobile body sent by the speed measuring unit 62, and each first variable connecting piece 13 can be switched from the first state to the second state.

As shown in fig. 5, in one embodiment, the controller 63 is respectively connected to the camera unit 61 and the speed measuring unit 62 in a communication manner, and is connected to the first variable link 13 in a communication manner, so as to control the structural configuration and/or the position state of the first variable link 13 according to the received information of the front target transmitted by the camera unit 61, the information of the distance between the front target and the vehicle body and the information of the relative speed between the front target and the vehicle body, which are transmitted by the speed measuring unit 62, so that the first variable link 13 can be switched from the first state to the second state.

In one embodiment, the impact recognition device 6 can recognize the class of the object in front of the vehicle and can predict whether an impact will occur. If the front target is a pedestrian and the collision is about to occur, the controller 63 controls the first variable connecting piece 13 to be switched from the first state to the second state, so that the lower buffering energy-absorbing structure 12 can fall off before the collision occurs, and the injury of the collision to the pedestrian is reduced; if the front object is not a pedestrian or if it is predicted that no impact will occur, the first variable connecting member 13 maintains the first state, and the lower cushion energy-absorbing structure 12 operates normally to protect the occupant and the vehicle during the collision.

As shown in fig. 5, in one embodiment, the controller 63 of the collision recognition device 6 is also in communication with the second variable link 14 to control the structural configuration and/or the position state of the second variable link 14 according to the received information of the front target transmitted by the camera unit 61, the information of the distance between the front target and the vehicle body and the information of the relative speed between the front target and the vehicle body transmitted by the speed measurement unit 62, so that the second variable link 14 can be switched from the first state to the second state.

In one embodiment, the impact recognition device 6 can recognize the class of the object in front of the vehicle and can predict whether an impact will occur. If the front target is a pedestrian and it is predicted that an impact is about to occur, the controller 63 controls the second variable connecting element 14 to switch from the first state to the second state, so that the side beam 1112 falls off before the impact occurs, and the injury of the pedestrian caused by the impact is reduced; if the forward object is not a pedestrian or if it is predicted that no impact will occur, the second variable link 14 remains in the first state and the side sill 1112 operates normally to protect the occupant and vehicle during a collision.

While the invention has been shown and described with reference to certain preferred embodiments thereof, it will be understood by those skilled in the art that the foregoing is a more detailed description of the invention, and the specific embodiments thereof are not to be considered as limiting. Various changes in form and detail, including simple deductions or substitutions, may be made by those skilled in the art without departing from the spirit and scope of the invention.

Claims (10)

1. The utility model provides a front bumper beam energy-absorbing device for car which characterized in that, front bumper beam energy-absorbing device includes:

the main buffering energy-absorbing structure, the main buffering energy-absorbing structure includes: the energy-saving automobile comprises a main beam extending along the width direction of an automobile and at least two main energy-absorbing boxes arranged at intervals along the extending direction of the main beam, wherein each main energy-absorbing box in the at least two main energy-absorbing boxes is provided with a front end and a rear end along the length direction of the automobile, the front end of each main energy-absorbing box is fixedly connected with the main beam, and the rear end of each main energy-absorbing box is fixedly connected with an automobile body of the automobile;

lower buffering energy-absorbing structure, lower buffering energy-absorbing structure includes: the automobile energy-saving device comprises a lower cross beam extending along the width direction of the automobile and at least two lower energy-absorbing boxes arranged at intervals along the extending direction of the lower cross beam, wherein each lower energy-absorbing box in the at least two lower energy-absorbing boxes is provided with a front end and a rear end along the length direction of the automobile, the front end of each lower energy-absorbing box is fixedly connected to the lower cross beam, and the lower cross beam is positioned below a main cross beam in the height direction of the automobile and is arranged at intervals with the main cross beam;

at least one first variable connector, any one of which is configured as a configuration and/or position state variable connector such that any one of the first variable connectors has a first state and a second state;

the lower buffering energy-absorbing structure is fixedly connected with the main buffering energy-absorbing structure through the at least one first variable connecting piece in the first state, so that the lower buffering energy-absorbing structure and the main buffering energy-absorbing structure are in a connected state;

and the state of the at least one first variable connecting piece is adjusted from the first state to the second state, so that the lower buffering and energy-absorbing structure and the main buffering and energy-absorbing structure can be separated from each other, the connection state is switched to the separation state, and the lower buffering and energy-absorbing structure can move towards the rear along the length direction of the automobile in a buffering space relative to the automobile body.

2. The front bumper beam energy absorber according to claim 1, wherein the at least two main energy-absorbing boxes are disposed in one-to-one correspondence with the at least two lower energy-absorbing boxes;

a connecting structure is arranged between the rear end of each main energy absorption box of the at least two main energy absorption boxes and the rear end of the corresponding lower energy absorption box, the connecting structure comprises an upper back plate and a lower back plate, the upper end of the upper back plate is fixedly connected with the rear end of the main energy absorption box, the rear end of the main energy absorption box is fixedly connected with the vehicle body through the upper back plate, and the lower end of the lower back plate is fixedly connected with the rear end of the lower energy absorption box; wherein the content of the first and second substances,

the lower end of the upper back plate is fixedly connected to the upper end of the lower back plate through the at least one first variable connecting piece in the first state, so that the rear end of each main energy absorption box is fixedly connected with the rear end of the corresponding lower energy absorption box, and the lower energy absorption structure is connected with the main energy absorption structure;

and the state of the at least one first variable connecting piece is adjusted from the first state to the second state, so that the lower end of the upper back plate and the upper end of the lower back plate can be separated from each other, and the lower buffering energy-absorbing structure and the main buffering energy-absorbing structure are independent from each other.

3. The front bumper beam energy absorber according to claim 2, wherein the at least two main energy absorption boxes include a first main energy absorption box and a second main energy absorption box respectively disposed at both ends of the main beam, and the at least two lower energy absorption boxes include a first lower energy absorption box and a second lower energy absorption box respectively disposed at both ends of the lower beam; wherein the content of the first and second substances,

the rear ends of the first main energy absorption box and the second main energy absorption box are fixedly connected to a longitudinal beam of the vehicle body through the upper back plate;

the lower back plate is provided with a front surface and a rear surface along the length direction of the automobile, the rear ends of the first lower energy absorption box and the second lower energy absorption box are respectively fixed on the front surface of the corresponding lower back plate, and the buffer space is formed between the rear surface of the lower back plate and the automobile body.

4. The front bumper beam energy absorber device according to any one of claims 1-3, further comprising at least one second variable attachment, any one of the at least one second variable attachment being configured as a variable configuration and/or position configuration attachment such that any one of the second variable attachments has a first state and a second state;

the main beam includes:

the main beam main body extends along the width direction of the automobile and is fixedly connected with the front ends of the at least two main energy absorption boxes;

the two side beams are respectively arranged at two ends of the main cross beam main body and are respectively fixedly connected to the main cross beam main body through the at least one second variable connecting piece in the first state, so that the two side beams and the main cross beam main body are in a connected state;

and, by adjusting the state of the at least one second variable link from the first state to the second state, the two side members can be separated from the main cross member body, switched from the connected state to the separated state, and can be moved rearward in the longitudinal direction of the automobile in the side member buffer space with respect to the vehicle body.

5. The front bumper beam energy absorber according to claim 4, wherein a connecting plate is provided between each of the two side members and the lower cross member, an upper end of the connecting plate is fixedly connected to the corresponding side member, and a lower end of the connecting plate is fixedly connected to the lower cross member.

6. The front bumper beam energy absorber of claim 4, wherein:

the first variable connector is an explosive bolt; the second variable connector is an explosive bolt.

7. An automobile characterized by comprising the front bumper beam energy absorber according to any one of claims 1 to 3.

8. The automobile of claim 7, further comprising an impact recognition device, the impact recognition device comprising:

the camera shooting unit is used for shooting a front target of the automobile;

the speed measuring unit is used for measuring the distance between the front target and the automobile body and the relative speed between the front target and the automobile body;

and the controller is respectively in communication connection with the camera unit and the speed measuring unit and in communication connection with the at least one first variable connecting piece so as to control the structural form and/or the position state of the at least one first variable connecting piece according to the received information of the front target sent by the camera unit, the received information of the distance between the front target and the automobile body and the received information of the relative speed between the front target and the automobile body sent by the speed measuring unit, so that the at least one first variable connecting piece can be switched from the first state to the second state.

9. An automobile characterized by comprising the front bumper beam energy absorber according to any one of claims 4-6.

10. The automobile of claim 9, further comprising an impact recognition device, the impact recognition device comprising:

the camera shooting unit is used for shooting a front target of the automobile;

the speed measuring unit is used for measuring the distance between the front target and the automobile body and the relative speed between the front target and the automobile body;

the controller is in communication connection with the camera unit and the speed measuring unit and in communication connection with the first variable connecting piece and the second variable connecting piece, so that the structural form and/or the position state of the first variable connecting piece and the second variable connecting piece can be controlled according to the received information of the front target sent by the camera unit, the distance between the front target and the automobile body sent by the speed measuring unit and the information of the relative speed between the front target and the automobile body, and the at least one first variable connecting piece and the at least one second variable connecting piece can be switched from the first state to the second state.

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