CN118753197A - A double anti-collision safety type automobile anti-collision beam structure - Google Patents

Abstract

The present invention relates to a double anti-collision safety type automobile anti-collision beam structure, and relates to the technical field of automobile safety; it comprises two parallel distributed main anti-collision beams and a secondary anti-collision beam, both sides of the secondary anti-collision beam are provided with integrated welded connecting beams, the outside of the connecting beam is provided with an energy absorption box, and the two ends of the main anti-collision beam are slidably arranged on the inner wall of the connecting beam; the ends of the two connecting beams away from the secondary anti-collision beam are integrated with secondary side beams, and the secondary side beams and the secondary anti-collision beams are on the same arc line; the ends of the two connecting beams away from the main anti-collision beams are provided with main side beams, and the main side beams and the main anti-collision beams are on the same arc line; the present invention improves the safety performance of the automobile through the double anti-collision structure of the main anti-collision beam and the secondary anti-collision beam, and the main anti-collision beam can be buffered and expanded within a certain range, which greatly reduces the impact force when the automobile collides, and ensures the stability of the main anti-collision beam.

Description

A double anti-collision safety type automobile anti-collision beam structure

Technical Field

The invention relates to the technical field of automobile safety, and in particular to a double-collision-proof safety automobile anti-collision beam structure.

Background Art

The anti-collision beam of an automobile refers to a structural part installed at the front or body of the automobile, which is used to absorb and disperse the impact force in the event of a collision, protecting the occupants and the vehicle structure from damage. Anti-collision beams are usually made of high-strength steel or aluminum alloy, and have good compression and impact resistance.

The design and installation position of the anti-collision beam play a key role in the safety performance of the car. Reasonable design can effectively reduce the damage and casualties caused by accidents. Modern cars are equipped with anti-collision beams at the front, side and rear to improve the collision safety performance of the whole vehicle.

For example, a Chinese patent with publication number CN116373774A discloses an anti-collision beam assembly and a vehicle thereof, including a buffer device for buffering and energy absorption, a protective limit device fixedly installed in front of the buffer device for protection, and a detachable protective device detachably arranged on the inner end surface of the protective limit device for buffering. The design of double protection of a detachable protective device and a protective limit device is adopted, and the detachable protective device and the protective limit device are quick and detachable designs, which can not only improve the protective performance of the vehicle's exterior, but also facilitate the subsequent selective replacement of the detachable protective device and the protective limit device according to the degree of damage caused by the vehicle collision, thereby improving the economic practicality of the anti-collision beam assembly.

However, the above-mentioned anti-collision beam still has some shortcomings in actual use:

1. First of all, the above-mentioned prior art can not only improve the protective performance of the vehicle's exterior, but also facilitate the subsequent selective replacement of the detachable protective device and the protective limit device according to the degree of damage caused by the vehicle collision. However, its protective performance is relatively poor. After the vehicle collides, the detachable protective device will be deformed, making it impossible to disassemble and replace it.

2. Secondly, in the prior art, the energy absorption and collision prevention effect of the anti-collision beam after a collision is poor. The anti-collision beam in the prior art cannot quickly unload the impact force generated during a collision, which leads to a large elastic force during a collision, causing the car to flip over, etc.

Therefore, based on the above-stated viewpoints, there is still room for improvement in the existing anti-collision beams.

Summary of the invention

In order to solve the above problems, the present invention provides a double anti-collision safety type automobile anti-collision beam structure.

A double anti-collision safety type automobile anti-collision beam structure comprises two parallel main anti-collision beams and an auxiliary anti-collision beam, both sides of the auxiliary anti-collision beam are provided with connecting beams, the outside of the connecting beam is provided with an energy absorption box, and the two ends of the main anti-collision beam are slidably arranged on the inner wall of the connecting beam.

A secondary side beam is arranged at one end of the two connecting beams away from the secondary anti-collision beam, and the secondary side beam is on the same arc line as the secondary anti-collision beam.

A main side beam is arranged at one end of the two connecting beams away from the main anti-collision beam, and the main side beam is on the same arc line as the main anti-collision beam.

Preferably, a buffer zone for vehicle anti-collision energy absorption is formed between the main anti-collision beam and the secondary anti-collision beam, and energy-absorbing columns are integrated with the main anti-collision beam and one side of the main side beam close to the secondary anti-collision beam and the secondary side beam, and the energy-absorbing columns are horizontally arranged in the buffer zone and extend outward through the secondary anti-collision beam.

Preferably, two symmetrically distributed right-angle guide plates are also installed on the connecting beam, and the main anti-collision beam is slidably arranged between the two right-angle guide plates.

Preferably, a quickly installed and disassembled connecting piece is provided between the connecting beam and the secondary anti-collision beam, and the connecting piece includes an upper connecting frame and a lower connecting frame. Connecting holes are provided between the upper connecting frame, the lower connecting frame and the connecting beam. The upper connecting frame, the lower connecting frame and the connecting beam are connected to each other through bolts and nuts in the connecting holes on the connecting beam. At the same time, the upper connecting frame and the lower connecting frame contact each other to limit the two ends of the secondary anti-collision beam.

Preferably, the end of the energy absorbing column away from the secondary anti-collision beam is also connected to an energy absorbing circular plate, a buffer spring for buffering is connected between the energy absorbing circular plate and the secondary anti-collision beam, and the buffer spring is sleeved on the energy absorbing column, and shock-absorbing springs are arranged at equal intervals along the circumferential direction of the axis at the end of the energy absorbing circular plate away from the connecting beam.

Preferably, one end of the energy absorbing circular plate close to the shock absorbing spring is sleeved with a rubber sheath, and the plurality of shock absorbing springs are protected by the rubber sheath.

Preferably, a buffer cotton is also pressed against the outer side wall of the main anti-collision beam, and a plurality of right-angle hanging arms are integrally provided on the back side of the buffer cotton, and the buffer cotton is wrapped around the main anti-collision beam through the right-angle hanging arms.

Preferably, the energy absorption box includes energy absorption box No. 1, energy absorption box No. 2 and energy absorption box No. 3, and the energy absorption box No. 1, energy absorption box No. 2 and energy absorption box No. 3 are arranged in sequence with equal intervals from the outside to the inside, and the energy absorption box No. 1, energy absorption box No. 2 and energy absorption box No. 3 are connected by bolts and nuts on the side close to the connecting beam, and the energy absorption box No. 1, energy absorption box No. 2 and energy absorption box No. 3 are integrated with a mounting frame connected to the car at one end away from the connecting beam; the end of the connecting beam close to the energy absorption box No. 1 is integrated with a splicing frame.

Preferably, the energy absorbing column is a hollow structure, and energy absorbing circular holes for absorbing energy and collapsing in the event of a collision are provided at equal intervals on the energy absorbing column.

Preferably, honeycomb-shaped collapse holes are evenly spaced on the No. 1 energy absorbing box, the No. 2 energy absorbing box and the No. 3 energy absorbing box.

In summary, the present application includes at least one of the following beneficial technical effects:

1. The present invention improves the safety performance of the automobile through the dual anti-collision structure of the main anti-collision beam and the auxiliary anti-collision beam. At the same time, the main anti-collision beam can be buffered and expanded within a certain range, which greatly reduces the impact force when the car collides. The impact force is reduced by the buffer spring, and the vibration is reduced by the shock-absorbing spring, thereby ensuring the stability of the main anti-collision beam.

2. The present invention quickly connects the auxiliary anti-collision beam and the connecting beam through a connecting piece, which not only enables the rapid assembly of the automobile anti-collision beam, but also facilitates its disassembly. When the automobile anti-collision beam collides, the problematic part can be dismantled accordingly and replaced with a new part without replacing the entire anti-collision beam.

3. The energy absorption box of the present invention is provided with multiple layers, and the stability of the entire energy absorption box is greatly guaranteed by the multi-layer overlapping design. When the car collides violently, the energy absorption box greatly improves the energy absorption effect by the multi-layer overlapping design. Furthermore, the energy absorption box is provided with multiple layers of collapse holes, which can ensure the collapse of the energy absorption box after a collision, and avoid the energy absorption box, the main anti-collision beam and the auxiliary anti-collision beam from collapsing into the cab, causing injuries to the people in the cab.

BRIEF DESCRIPTION OF THE DRAWINGS

The present invention is further described below in conjunction with the accompanying drawings and embodiments.

FIG1 is a schematic diagram of the main structure of the present invention.

FIG2 is a schematic diagram of the structure of the secondary side beam, the main side beam, the main anti-collision beam and the secondary anti-collision beam of the present invention.

FIG3 is a schematic diagram of the structure between the buffer cotton, the right-angle hanging arm and the main anti-collision beam of the present invention.

4 is a schematic diagram of the structure of the main anti-collision beam, the auxiliary anti-collision beam, the energy absorbing column, the energy absorbing circular plate, the buffer spring and the shock absorbing spring of the present invention.

FIG. 5 is an exploded view of the structure of the main body of the present invention.

FIG6 is a schematic diagram of the structure of the energy absorbing column, the energy absorbing circular plate, the buffer spring and the shock absorbing spring of the present invention.

FIG. 7 is a schematic structural diagram of a connecting piece of the present invention.

In the figure, 1. main anti-collision beam; 2. secondary anti-collision beam; 3. connecting beam; 4. energy absorption box; 20. secondary side beam; 10. main side beam; 11. energy absorption column; 12. right-angle guide plate; 21. connecting piece; 210. upper connecting frame; 211. lower connecting frame; 18. energy absorption circular plate; 13. buffer spring; 14. shock-absorbing spring; 15. rubber sheath; 16. buffer cotton; 17. right-angle hanging arm; 40. energy absorption box No. 1; 41. energy absorption box No. 2; 42. energy absorption box No. 3; 43. mounting frame; 44. splicing frame; 5. energy absorption circular hole; 6. collapse hole.

DETAILED DESCRIPTION

The embodiments of the present invention are described in detail below with reference to FIGS. 1 to 7 , but the present invention can be implemented in many different ways as defined and covered by the claims.

The embodiment of the present application discloses a double anti-collision safety type automobile anti-collision beam structure; it is explained that the automobile anti-collision beam structure is mainly used in the front and rear anti-collision structures of the automobile, and can avoid the problem of poor automobile anti-collision effect in terms of technical effect; especially in automobile collision accidents of different degrees, it can play different roles, reduce the degree of damage to the automobile, and improve economic maintainability.

Embodiment 1:

1 and 2 , a double anti-collision safety type automobile anti-collision beam structure includes two parallel distributed main anti-collision beams 1 and an auxiliary anti-collision beam 2, connecting beams 3 are provided on both sides of the auxiliary anti-collision beam 2, and energy absorption boxes 4 are provided on the outside of the connecting beam 3, and both ends of the main anti-collision beam 1 are slidably arranged on the inner wall of the connecting beam 3.

A secondary side beam 20 is provided at one end of the two connecting beams 3 away from the secondary anti-collision beam 2 , and the secondary side beam 20 and the secondary anti-collision beam 2 are on the same arc line.

A main side beam 10 is provided at one end of the two connection beams 3 away from the main anti-collision beam 1 , and the main side beam 10 and the main anti-collision beam 1 are on the same arc line.

In the present application, the main anti-collision beam 1 and the auxiliary anti-collision beam 2 are combined together to play a dual anti-collision role. In the event of a minor car collision accident, the main anti-collision beam 1 can effectively protect the car. At the same time, the main anti-collision beam 1 can absorb energy and unload force after a car collision.

In the present application, the secondary side beam 20 and the main side beam 10 are arranged at the two ends of the secondary anti-collision beam 2 and the main anti-collision beam 1. Their main function is to protect the two ends of the car. When the car has a lateral offset collision, it can ensure the safety of both sides of the car and the tires, and prevent the tires on both sides of the car from invading the cockpit and causing harm to the people in the car.

Refer to Figures 2 and 3, which are schematic diagrams of the structure for buffering the automobile anti-collision beam in the present application; specifically, a buffer zone for vehicle anti-collision energy absorption is formed between the main anti-collision beam 1 and the auxiliary anti-collision beam 2, and the main anti-collision beam 1 and the main side beam 10 are close to the auxiliary anti-collision beam 2 and the auxiliary side beam 20. The side is integrated with energy absorption columns 11 distributed at equal intervals. The energy absorption columns 11 are horizontally arranged in the buffer zone and extend outward through the auxiliary anti-collision beam 2.

An energy absorbing circular plate 18 is also connected to one end of the energy absorbing column 11 away from the secondary anti-collision beam 2, and a buffer spring 13 for buffering is connected between the energy absorbing circular plate 18 and the secondary anti-collision beam 2, and the buffer spring 13 is sleeved on the energy absorbing column 11, and shock-absorbing springs 14 are arranged at equal intervals along the circumferential direction of the axis at one end of the energy absorbing circular plate 18 away from the connecting beam 3.

It should be noted that there is a buffer zone between the main anti-collision beam 1 and the auxiliary anti-collision beam 2 for the main anti-collision beam 1 to provide buffering.

An energy absorbing column 11 is connected to the back side of the main anti-collision beam 1 , and an energy absorbing circular plate 18 is connected to one end of the energy absorbing column 11 away from the main anti-collision beam 1 . A plurality of shock absorbing springs 14 are arranged on the energy absorbing circular plate 18 .

Two symmetrically distributed right-angle guide plates 12 are installed on the connecting beam 3 , and the main anti-collision beam 1 is slidably arranged between the two right-angle guide plates 12 .

When a car collides, the main anti-collision beam 1 will be squeezed by external force, so that the main anti-collision beam 1 moves along the right-angle guide plate 12 on the connecting beam 3 toward the auxiliary anti-collision beam 2; at the same time, the energy absorption column 11 on the back side of the main anti-collision beam 1 supports the main anti-collision beam 1 through the buffer spring 13 to ensure the stability of the main anti-collision beam 1. Furthermore, when a car collides, the several shock-absorbing springs 14 at the tail of the energy absorption column 11 of the main anti-collision beam 1 will vibrate rapidly after the collision, quickly releasing the collision force to avoid secondary collision and rebound.

One end of the energy absorbing circular plate 18 close to the shock absorbing spring 14 is sleeved with a rubber sheath 15 , and the rubber sheath 15 is used to protect the shock absorbing springs 14 .

The function of the rubber sheath 15 is to prevent the shock-absorbing spring 14 from being mixed with dust and sand during the driving of the car, causing abnormal noise in the entire anti-collision beam, and at the same time to prevent it from being unable to unload force through vibration.

As shown in FIG. 3 , specifically, a cushioning cotton 16 is also against the outer wall of the main anti-collision beam 1 , and a plurality of right-angle hanging arms 17 are integrated on the back side of the cushioning cotton 16 , and the cushioning cotton 16 is wrapped around the main anti-collision beam 1 through the right-angle hanging arms 17 .

It should be noted that the outer wall of the main anti-collision beam 1 is also provided with a buffer cotton 16, which can provide a buffer and energy absorption effect on the car during a collision. Especially for some minor accident collisions, it can avoid serious deformation of the main anti-collision beam 1 and the auxiliary anti-collision beam 2, thereby having certain economic maintainability.

The cushioning cotton 16 in the present application can improve the stability between the cushioning cotton 16 and the main anti-collision beam 1 through the right-angle hanging arm 17, so as to prevent the cushioning cotton 16 from falling and deflecting during the driving of the car. Furthermore, the right-angle hanging arm 17 is integrally connected with the cushioning cotton 16, so that the connection stability between it and the main anti-collision beam 1 can be improved.

5 and 6 are schematic diagrams of the structure of the energy absorbing column 11 in this embodiment; specifically, the energy absorbing column 11 is a hollow structure, and energy absorbing circular holes 5 for absorbing energy and collapsing in the event of a collision are provided at equal intervals on the energy absorbing column 11.

The energy absorbing column 11 is a hollow and hollow structure, the purpose of which is to ensure that the energy absorbing column 11 can not only play the role of energy absorption and buffering, but also can collapse itself in the event of a serious collision to avoid intrusion into the car cab.

4 and 5 , the energy absorbing box 4 for absorbing energy for the main anti-collision beam 1 and the auxiliary anti-collision beam 2 in this embodiment; specifically, the energy absorbing box 4 includes an energy absorbing box No. 1 40, an energy absorbing box No. 2 41 and an energy absorbing box No. 3 42, which are arranged in sequence from the outside to the inside with equal intervals, and the energy absorbing box No. 1 40, the energy absorbing box No. 2 41 and the energy absorbing box No. 3 are connected to the side of the connecting beam 3 by bolts and nuts, and the energy absorbing box No. 1 40, the energy absorbing box No. 2 41 and the energy absorbing box No. 3 are integrated with a mounting frame 43 connected to the car at one end away from the connecting beam 3.

One end of the connecting beam 3 close to the first energy absorbing box 40 is integrally connected with a splicing frame 44 ; the function of the splicing frame 44 is to facilitate the splicing between the energy absorbing box 4 and the connecting beam 3 .

The first energy absorbing box 40 , the second energy absorbing box 41 and the third energy absorbing box 42 are provided with honeycomb-shaped collapse holes 6 at equal intervals.

During the specific implementation, the energy absorption box No. 3 42 is nested in the energy absorption box No. 2 41, and the energy absorption box No. 2 41 is nested in the energy absorption box No. 1 40. Therefore, the energy absorption box No. 3 42, the energy absorption box No. 2 41 and the energy absorption box No. 1 40 are nested with each other. Through three groups of energy absorption boxes 4 of different sizes, it is possible to ensure that the energy absorption effect of the car is improved after a collision.

The first energy absorbing box 40 , the second energy absorbing box 41 and the third energy absorbing box 42 are provided with honeycomb-shaped collapse holes 6 at equal intervals.

The energy absorption box 4 of the present invention is provided with a total of multiple layers, and the stability of the entire energy absorption box is greatly guaranteed by the multi-layer overlapping design. When the car collides violently, the energy absorption box 4 greatly improves the energy absorption effect by the multi-layer overlapping design. Furthermore, the energy absorption box 4 is provided with multiple layers of collapse holes, which can ensure the collapse of the energy absorption box 4 after a collision, thereby preventing the energy absorption box 4, the main anti-collision beam 1 and the auxiliary anti-collision beam 2 from collapsing into the cab, causing injuries to the people in the cab.

The purpose of providing the collapse holes 6 on the energy absorption box 4 is to effectively disperse and absorb the impact force when a collision occurs. These collapse holes 6 are arranged at the crests, troughs and central axis of the sine curve. This design can increase the deformation capacity of the energy absorption box 4 during a collision, thereby better protecting the internal structure of the vehicle and the safety of passengers.

Embodiment 2:

As shown in Figure 7, on the basis of Example 1, in order to further ensure the economy of the entire anti-collision beam, the present application also proposes a connecting piece 21, through which the entire anti-collision beam is assembled and connected. When the anti-collision beam has a slight collision, it can be selectively repaired and replaced according to the collision situation, which greatly reduces the maintenance cost.

A quickly installed and disassembled connecting piece 21 is also provided between the connecting beam 3, the secondary anti-collision beam 2, and the secondary side beam 20. The connecting piece 21 includes an upper connecting frame 210 and a lower connecting frame 211. Connecting holes are provided between the upper connecting frame 210, the lower connecting frame 211 and the secondary anti-collision beam 2. The upper connecting frame 210, the lower connecting frame 211 and the secondary anti-collision beam 2 are connected to the secondary anti-collision beam 2 through bolts and nuts in the connecting holes. At the same time, the upper connecting frame 210 and the lower connecting frame 211 contact each other to limit the secondary anti-collision beam 2.

Referring to FIG. 7 , the upper connecting frame 210 and the lower connecting frame 211 are H-shaped structures, the purpose of which is to improve the strength of the upper connecting frame 210 and the lower connecting frame 211 and prevent them from being deformed.

During the specific implementation process, the upper connecting frame 210 and the lower connecting frame 211 are installed on the connecting beam 3 by means of bolts and nuts, and then the other ends of the upper connecting frame 210 and the lower connecting frame 211 are sleeved on the secondary anti-collision beam 2, so that the secondary anti-collision beam 2 is connected to the connecting beam 3. Similarly, the secondary side beam 20 is also set on the connecting beam 3 through the upper connecting frame 210 and the lower connecting frame 211.

During operation: First, when a minor car collision occurs, the car is first protected by the buffer cotton 16, and the impact force generated by the car collision is alleviated by the buffer cotton 16.

Step 2: When the impact force of the collision is large, the impact force will squeeze the main anti-collision beam 1, causing the main anti-collision beam 1 to move toward the auxiliary anti-collision beam 2, and at the same time, the impact force will be alleviated under the elastic force of the buffer spring 13; at the same time, the force generated by the collision will be transmitted to the entire main anti-collision beam 1 and the main side beam 10, and then the impact force will be transmitted to the shock-absorbing springs 14 evenly spaced on the energy-absorbing circular plate 18 through the energy-absorbing column 11, and the impact force will be quickly diffused through the vibration of the shock-absorbing spring 14 to avoid a secondary collision after the collision.

Step 3: When the impact force of the collision is very large, the main anti-collision beam 1 will be infinitely close to the auxiliary anti-collision beam 2. At this time, the energy absorption box 4 is needed to absorb the impact force. The energy absorption box 4 has a three-layer structure. Through the overlapping of the energy absorption box 4, it is greatly ensured that the energy absorption box 4 can gradually collapse during the collision and absorb the impact force, thereby greatly improving the safety of the car.

Step 4: After the collision, if the collision is minor, the main anti-collision beam 1 and the auxiliary anti-collision beam 2 of the entire anti-collision beam can be disassembled through the connecting piece 21, and the damaged parts can be replaced, while other parts that are not damaged after the collision do not need to be replaced, which greatly improves the maintenance economy.

It is obvious to those skilled in the art that the present invention is not limited to the details of the above-mentioned exemplary embodiments, and the present invention can be implemented in other specific forms without departing from the spirit or basic characteristics of the present invention. Therefore, no matter from which point of view, the embodiments should be regarded as exemplary and non-restrictive. The scope of the present invention is limited by the appended claims rather than the above description. Therefore, it is intended to include all changes within the meaning and scope of the equivalent elements of the claims in the present invention, and any figure marks in the claims should not be regarded as limiting the claims involved.

In addition, it should be understood that although the present specification is described according to implementation modes, not every implementation mode contains only one independent technical solution. This narrative method of the specification is only for the sake of clarity. Those skilled in the art should regard the specification as a whole. The technical solutions in each embodiment can also be appropriately combined to form other implementation modes that can be understood by those skilled in the art.

Claims (10)

1. A double anti-collision safety type automobile anti-collision beam structure, characterized in that it comprises two parallel main anti-collision beams (1) and a secondary anti-collision beam (2), both sides of the secondary anti-collision beam (2) are provided with connecting beams (3), the outside of the connecting beam (3) is provided with an energy absorption box (4), and the two ends of the main anti-collision beam (1) are slidably arranged on the inner wall of the connecting beam (3); A secondary side beam (20) is provided at one end of the two connecting beams (3) away from the secondary anti-collision beam (2), and the secondary side beam (20) and the secondary anti-collision beam (2) are on the same arc line; A main side beam (10) is provided at one end of the two connection beams (3) away from the main anti-collision beam (1), and the main side beam (10) and the main anti-collision beam (1) are on the same arc line. 2. A double anti-collision safety type automobile anti-collision beam structure according to claim 1, characterized in that: a buffer zone for vehicle anti-collision energy absorption is formed between the main anti-collision beam (1) and the auxiliary anti-collision beam (2), and the main anti-collision beam (1) and the main side beam (10) are both integrated with energy absorption columns (11) distributed at equal intervals on one side close to the auxiliary anti-collision beam (2) and the auxiliary side beam (20), and the energy absorption columns (11) are horizontally arranged in the buffer zone and extend outward through the auxiliary anti-collision beam (2). 3. A double anti-collision safety type automobile anti-collision beam structure according to claim 1, characterized in that: two symmetrically distributed right-angle guide plates (12) are also installed on the connecting beam (3), and the main anti-collision beam (1) is slidably arranged between the two right-angle guide plates (12). 4. A double anti-collision safety type automobile anti-collision beam structure according to claim 1, characterized in that: a quickly installed and disassembled connecting piece (21) is also provided between the connecting beam (3) and the secondary anti-collision beam (2), the connecting piece (21) comprises an upper connecting frame (210) and a lower connecting frame (211), connecting holes are provided between the upper connecting frame (210), the lower connecting frame (211) and the connecting beam (3), the upper connecting frame (210) and the lower connecting frame (211) are connected to the connecting beam (3) through bolts and nuts in the connecting holes on the connecting beam (3), and at the same time, the upper connecting frame (210) and the lower connecting frame (211) contact each other to limit the two ends of the secondary anti-collision beam (2). 5. A double anti-collision safety type automobile anti-collision beam structure according to claim 2, characterized in that: the end of the energy absorbing column (11) away from the auxiliary anti-collision beam (2) is also connected to an energy absorbing circular plate (18), a buffer spring (13) for buffering is connected between the energy absorbing circular plate (18) and the auxiliary anti-collision beam (2), and the buffer spring (13) is sleeved on the energy absorbing column (11), and the end of the energy absorbing circular plate (18) away from the connecting beam (3) is provided with shock-absorbing springs (14) at equal intervals along the circumferential direction of the axis. 6. A double anti-collision safety type automobile anti-collision beam structure according to claim 5, characterized in that: a rubber sheath (15) is provided on one end of the energy absorbing circular plate (18) close to the shock absorbing spring (14), and the plurality of shock absorbing springs (14) are protected by the rubber sheath (15). 7. A double anti-collision safety type automobile anti-collision beam structure according to claim 1, characterized in that: a cushioning cotton (16) is also pressed against the outer side wall of the main anti-collision beam (1), and a plurality of right-angle hanging arms (17) are integrally provided on the back side of the cushioning cotton (16), and the cushioning cotton (16) is wrapped on the main anti-collision beam (1) through the right-angle hanging arms (17). 8. A double anti-collision safety type automobile anti-collision beam structure according to claim 1, characterized in that: the energy absorption box (4) comprises a first energy absorption box (40), a second energy absorption box (41) and a third energy absorption box (42), the first energy absorption box (40), the second energy absorption box (41) and the third energy absorption box (42) are arranged in sequence from the outside to the inside at equal intervals, the first energy absorption box (40), the second energy absorption box (41) and the third energy absorption box (42) are connected by bolts and nuts on the side close to the connecting beam (3), and the first energy absorption box (40), the second energy absorption box (41) and the third energy absorption box (42) are integrated with a mounting frame (43) for connecting with the automobile at one end away from the connecting beam (3); One end of the connecting beam (3) close to the first energy absorption box (40) is integrally connected to a splicing frame (44). 9. A double anti-collision safety type automobile anti-collision beam structure according to claim 2, characterized in that: the energy absorption column (11) is a hollow structure, and energy absorption circular holes (5) for absorbing energy and collapsing in the event of a collision are evenly spaced on the energy absorption column (11). 10. A double anti-collision safety type automobile anti-collision beam structure according to claim 8, characterized in that: honeycomb-shaped collapse holes (6) are evenly spaced on the first energy absorption box (40), the second energy absorption box (41) and the third energy absorption box (42).