TW202019740A - Collision buffer device including an outer tube assembly and an inner tube assembly - Google Patents

Abstract

An collision buffer device includes: an outer tube assembly, including an outer tube top plate, a top outer tapered tube, an outer tube middle plate, a bottom outer tube and an outer tube bottom plate, which are coaxially joined in sequence; and an inner tube assembly, arranged in the outer tube assembly and including an inner tube top plate, and a top inner tube and a bottom inner tube having different outer diameters, which are coaxially joined in sequence. The inner tube top plate is fixed to the outer tube top plate. One end of the top inner tube is joined to the inner tube top plate. One end of the bottom inner tube is in contact with the outer tube bottom plate. The closed tube of the bottom outer tube is used as a support portion at the other end of the bottom inner tube at the time of collision. When impacted by a collision, a roll-up tube-shrinking effect is generated in the bottom inner tube of the inner tube assembly, thereby providing an energy absorbing effect. The corrugated structure on the surface of the top outer tapered tube of the outer tube assembly is folded to provide an energy absorbing effect.

Description

Collision buffer

The invention relates to a collision buffer device, and in particular to a collision buffer device, which produces a roll-over shrink tube effect to provide stable buffer and energy absorption effects.

There are many types of energy absorption structures currently used in vehicle collision impacts, for example, US 6231095 B1 patent document, which is a channel-type energy absorption unit 90 used in vehicle collision impact systems. 1A and 1B, the channel-type energy absorption unit 90 can absorb impact energy and prevent or minimize damage to the vehicle frame rail 94 under impact. The basic embodiment is a tube 91, one end of which is flared and welded at a hole 921 of an end plate 92. When the channel-type energy absorption unit 90 is subjected to an axial load, the tube 91 splits, peels, and reverses to absorb most of the energy impact. The preferred channel 93 in the tube 91 is stably retracted during this process to ensure predetermined energy absorption characteristics. However, the channel-type energy absorbing unit 90 used in the prior art is a simple round tube structure, although it is easy to obtain, but its deformation process is a stable force mode. The channel-type energy absorbing unit 90 needs to be longitudinally (processed) grooves to facilitate A stable tear-peeling pattern is generated, which increases costs, and the channel-type energy absorption unit 90 needs to be expanded, valgused, and joined to the rigid plate in the channel 93, and there is a risk of joint breakage and failure during impact.

In addition, the United States US 8,511,745 B2 patent case of a comprehensive energy absorption vehicle collision structure. Its components are mainly composed of the inner and outer parts of the track housing and the connecting protrusions, and the protrusions have a slope stop at the port of the track housing. When the tube is impacted, the circular inner wall of the rail shell is radially squeezed and deformed toward the chamber by the protrusion and the slope. When the tube member is made of iron and the track shell is made of aluminum: the coefficient of static friction is 0.61 and the coefficient of dynamic friction is 0.47. The track shell of this patent is aluminum or aluminum alloy, and the hexagonal or octagonal double-layer shared wall structure. The track shell of this patent is hexagonal or octagonal, with bending resistance The high-rigidity geometric appearance, and the inner cavity of the track shell, the number of radial ribs and the width of the ribs are the key to structural deformation and energy absorption. However, the geometric shape of the sliding tube member protrusion and the slope is not easy, and the processing cost is increased. If the sliding tube member protrusion is too high, the impact process will cause it to be unable to squeeze into the rail shell and cause the axial overlap deformation of the exposed tube member , Can not achieve the expected outer profile deformation of the track shell.

Furthermore, the assembly structure of the US 4,272,114 impact absorbing device is a patent case composed of two structures. The outer part is a box-shaped trapezoidal sheet metal forming part and an inner pipe part. The inclined surface of the sub-piece has several holes. Shape, when the assembly is impacted, the anti-collision bar will transfer the impact force to the trapezoidal box body of the sub-component through the rod and the base and compress the deformation. The slope of the factor has a punching shape and the louver geometry is superimposed and deformed , And the tube moves to the beam structure through the central hole at the bottom of the component. The punching shape can be C type, H type, bone type. There will be a gap between the beveled punching flanges of the sub-components of this patent to form an area with a small cross-sectional area of the structure, where the structure will first deform when impacted; the number of chambers and radial ribs in the track shell Rib width is the key to structural deformation and energy absorption. However, after the punching and hemming of the aforementioned sub-components, it is easy to produce tearing cracks around the hole, so that the structure may be broken during the impact process and the impact absorption energy is not continuous. The punching and hemming process may be completed before the trapezoidal forming, which is not easy during the trapezoidal sheet bending process, and it is easy to hurt the geometric shape of the completed punching and hemming; if the trapezoidal forming is completed before the punching and hemming, it is necessary to go from the outside Stamping inside and out once from inside to outside requires increased mold, man-hours and cost.

Therefore, there is a need to provide a collision buffer device to solve the aforementioned problems.

An object of the present invention is to provide a collision buffer device that produces a roll-over shrink tube effect to provide stable buffer and energy absorption effects.

According to the above purpose, the present invention provides a collision buffer device suitable for a vehicle. The collision buffer device includes: an outer tube assembly including an outer tube top plate, a top outer tapered tube, an outer tube middle plate, a The bottom outer tube and an outer tube bottom plate are sequentially coaxially joined, wherein: the outer tube top plate is used to be fixed to a first element of the carrier; the top outer tapered tube has a first outer diameter bottom at one end Tube, opposite the other The end has a second outer diameter jacking tube portion, the second outer diameter is smaller than the first outer diameter, the bottom of the tube is connected to a front face of the outer tube middle plate, the jacking tube portion is connected to the outer tube top plate, The body of the top outer cone tube is coaxial with a central axis and is provided with a plurality of folding guides at intervals in the axial direction; the middle plate of the outer tube is used for fixing to a second element of the carrier; the bottom One end of the outer tube is an open end, which is joined to the back of one of the middle plates of the outer tube; and the bottom plate of the outer tube is joined to the other end of the bottom outer tube to form a closed tube geometry; And an inner tube assembly, which is arranged in the outer tube assembly, and includes an inner tube top plate, a top inner tube with different outer diameters, and a bottom inner tube coaxially connected in sequence, wherein: the inner tube top plate, which Fixed to the top plate of the outer tube; one end of the top inner tube is engaged with the top plate of the inner tube; and one end of the bottom inner tube is in contact with the bottom plate of the outer tube, wherein the closed tube of the bottom outer tube is used as the bottom in the collision A support portion at the other end of the inner tube.

With the structure of the above-mentioned collision buffer device, when the inner tube assembly is impacted by the collision, the top inner tube axially compresses the bottom inner tube, so that the bottom inner tube produces a roll-up and shrink tube effect to provide stable cushioning and energy absorption effects . Furthermore, when the outer tube assembly is impacted by impact, when the outer tube top plate, top outer tapered tube, and outer tube middle plate are compressed by the impact force, the steel of the top outer tapered tube will depend on the surface of the top outer tapered tube The corrugated structure is corrugated, and then the longitudinal section shows a trapezoidal geometric form, so that the energy required for the folding process (energy absorption) will increase. Therefore, when the entire collision buffer device is impacted, the position of the inner tube assembly after being deformed by the shrink tube will remain at the center position, so that the structure of the collision buffer device will not be deformed by deflection.

90‧‧‧channel energy absorption unit

91‧‧‧ tube

92‧‧‧End plate

921‧‧‧hole

93‧‧‧channel

94‧‧‧vehicle frame track

100‧‧‧Collision buffer device

100’‧‧‧Collision cushioning device

101‧‧‧Outer tube assembly

1011‧‧‧External conical tube

10111‧‧‧Jacketing Department

10112‧‧‧Bottom tube department

10113‧‧‧Folded guide

1012‧‧‧Bottom outer tube

10121‧‧‧Open end

10122‧‧‧Closed end

10123‧‧‧Support

102‧‧‧Inner tube assembly

102’‧‧‧Inner tube assembly

1021‧‧‧Inner tube

1021’‧‧‧Inner tube

10213‧‧‧Flange

10214‧‧‧Flange

1022‧‧‧Bottom inner tube

1022’‧‧‧Bottom inner tube

10223‧‧‧Flange

10224‧‧‧Flange

1031‧‧‧Outer tube roof

1032‧‧‧Inner tube top plate

104‧‧‧Outer tube bottom plate

105‧‧‧Outer tube middle plate

1051‧‧‧Front

1052‧‧‧Back

200‧‧‧Front girder

201‧‧‧Frame

400‧‧‧Front bumper

401‧‧‧Board

C1‧‧‧Central axis

D1‧‧‧Outer diameter

D1’‧‧‧Outer diameter

D2‧‧‧Outer diameter

D2’‧‧‧Outer diameter

F‧‧‧Strength

L1‧‧‧Length

L1’‧‧‧Length

L2‧‧‧Length

L2’‧‧‧Length

T1’‧‧‧thickness

T2‧‧‧thickness

θ‧‧‧ included angle

FIGS. 1A-1B are schematic diagrams of the prior art impact energy absorption system before and after absorption of impact force.

FIG. 2 is a partial perspective view of a collision buffer device disposed on a chassis of a vehicle body according to an embodiment of the invention.

FIG. 3 is the collision buffer device of the first embodiment of the present invention before the chassis of the vehicle body Schematic diagram of the longitudinal section between the beam and the front bumper.

FIG. 4 is a schematic longitudinal cross-sectional view of the collision buffer device according to the first embodiment of the present invention.

FIG. 5 is a schematic longitudinal cross-sectional view of the collision buffer device according to the first embodiment of the present invention when it is impacted by a collision.

6 is a schematic diagram of a longitudinal section of a top inner tube and a bottom inner tube of the inner tube assembly of the first embodiment of the present invention.

7 is a schematic longitudinal cross-sectional view of a top inner tube and a bottom inner tube of an inner tube assembly according to another embodiment of the present invention.

8 is a schematic diagram of a longitudinal section of a top inner tube and a bottom inner tube of an inner tube assembly according to another embodiment of the present invention.

9 is a schematic longitudinal cross-sectional view of a collision buffer device according to a second embodiment of the invention.

FIG. 10 is a schematic longitudinal cross-sectional view of the top inner tube and the bottom inner tube of the inner tube assembly of the second embodiment of the present invention.

11 is a schematic diagram of a longitudinal section of a top inner tube and a bottom inner tube of an inner tube assembly according to another embodiment of the present invention.

12 is a schematic diagram of a longitudinal section of a top inner tube and a bottom inner tube of an inner tube assembly according to another embodiment of the present invention.

To make the above objects, features, and characteristics of the present invention more comprehensible, the relevant embodiments of the present invention are described in detail below in conjunction with the drawings.

FIG. 2 is a partial perspective view of a collision buffer device 100 according to an embodiment of the present invention disposed on a vehicle (such as a chassis of a vehicle body). The collision buffer device 100 can be disposed between the front frame 200 of the vehicle body chassis and the front bumper 400 of the vehicle body chassis. As a matter of course, the collision buffer device 100 may also be disposed between the beam behind the vehicle body chassis and the bumper behind the vehicle body chassis. FIG. 3 is a schematic longitudinal cross-sectional view of the collision buffer device 100 according to the first embodiment of the present invention between the front frame 200 and the front bumper 400 before the vehicle body chassis is installed. Of course, the collision buffer device 100 may also be provided between the front frame 200 and the front bumper 400 of the vehicle body chassis. FIG. 4 is a schematic longitudinal cross-sectional view of the collision buffer device 100 according to the first embodiment of the present invention. The collision buffer device of the present invention is suitable for the vehicle (for example, the chassis of a vehicle body). The collision buffer device 100 includes an outer tube assembly 101 and an inner tube assembly 102.

3 and 4, the outer tube assembly 101 includes an outer tube top plate 1031, a top outer cone tube 1011, an outer tube middle plate 105, a bottom outer tube 1012, and an outer tube bottom plate 104 in order to be coaxial Join. The outer tube top plate 104 is used to be fixed to a first element (such as the plate body 401 of the front bumper 400) of the carrier (such as the chassis of the vehicle body). One end of the top outer cone tube 1011 has a bottom tube portion 10112 with a first outer diameter, and the opposite end has a top tube portion 10111 with a second outer diameter. The second outer diameter is smaller than the first outer diameter, the bottom The tube portion 10112 is connected to a front surface 1051 of the outer tube middle plate 105. The body of the top outer tapered tube 1011 is coaxial with a central axis C1, and a plurality of weakly folded guides are provided at intervals in the axial direction引部10113。 Lead portion 10113. The outer tube middle plate 105 is used to be fixed to a second element (such as the frame 201 of the front frame 200) of the vehicle (such as the chassis of the vehicle body). One end of the bottom outer tube 1012 is an open end 10121, and the open end 10121 is joined to a back surface 1052 of a middle plate 105 of the outer tube. The outer tube bottom plate 104 is joined to the other end of the bottom outer tube 1012 so that the other end of the bottom outer tube 1012 forms a closed end 10122 geometry.

The inner tube assembly 102 is disposed in the outer tube assembly 101, and includes an inner tube top plate 1032, a top inner tube 1021 with a different outer diameter, and a bottom inner tube 1022 coaxially joined in sequence. The inner tube top plate 1032 is fixed to the outer tube top plate 1031. One end of the top inner tube 1021 is joined to the top plate 1032 of the inner tube. One end of the bottom inner tube 1022 is in contact with the outer tube bottom plate 104, wherein the closed end 10122 of the bottom outer tube 1012 is used as a support portion 10123 at the other end of the bottom inner tube 1022 during a collision. The bottom outer tube 1012 and the bottom inner tube 1022 overlap the frame 201 of the front frame 200 to form a sleeve.

The structure of the outer tube middle plate 105 is provided between the top outer tapered tube 1011 and the bottom outer tube 1012 to provide the collision buffer device 100 installed at the end of the front frame 200 (or rear frame) of the vehicle body chassis for locking Solid joint. The top outer cone tube 1011 The structure of the outer tube top plate 1031 is provided at the front, and the collision buffer device 100 is provided on the back of the plate body 401 of the front bumper 400 (or rear bumper) for locking engagement.

FIG. 5 is a schematic longitudinal cross-sectional view of the collision buffer device 100 according to the first embodiment of the present invention when it is impacted by a collision. Please refer to FIGS. 5 and 4, the collision buffer device 100 of the present invention has two main components of deformation and energy absorption: one is the outer tube assembly 101, and when the collision buffer device 100 is impacted by a force F, by The outer tube top plate 1031 absorbs the energy transmitted by the front bumper 400 (or rear bumper) through the axial superimposed deformation of the top outer cone tube 1011; the other is the inner tube assembly 102, when the collision buffer device When 100 is impacted by a force F, the energy transmitted by the front bumper 400 (or rear bumper) is transmitted to the top inner tube 1021 through the outer tube top plate 1031 and the inner tube top plate 1032, so that the top inner tube 1021 The axial compression of the bottom inner tube 1022 causes the inwardly rolled shrink tube to deform and absorb energy.

6, according to the inner tube assembly 102 of the present invention, the geometric relationship between the outer diameter D1 of the top inner tube 1021, the outer diameter D2 of the bottom inner tube, and the thickness T2 is: the outer diameter D2 of the bottom inner tube 1022 is greater than Or equal to the sum of the outer diameter D1 of the top inner tube 1021 and twice the thickness T2 of the bottom inner tube 1022.

The geometric relationship between the length L1 of the top inner tube 1021 and the length L2 of the bottom inner tube 1022 is: the length L1 of the top inner tube 1021 is greater than or equal to 1/2 times the length L2 of the bottom inner tube 1022.

The geometric relationship between the cross-sectional area of the top inner tube 1021 and the bottom inner tube 1022 is: the cross-sectional area of the bottom inner tube 1022 is smaller than the cross-sectional area of the top inner tube 1021, where the cross-sectional area refers to the outer radius of the tube body * the outer radius * π minus the area of inner radius * inner radius * π.

4 again, the outer tube assembly 101 is composed of a high-strength steel plate outer tube top plate 1031, a high-elongation corrugated steel top outer cone tube 1011, an outer tube middle plate 105, and a high-strength steel tube material outside the bottom The tube 1012 and the high-strength steel plate and the tube bottom plate 104 are joined together (for example, by welding or gluing).

The inner tube assembly 102 can be implemented as a combination of an inner tube top plate 1032 made of aluminum or aluminum alloy plate, a top inner tube 1021 made of aluminum or aluminum alloy tube It is composed of components that are joined to the bottom inner tube 1022 (for example, by welding or gluing), as shown in FIGS. 6 and 7.

The inner tube assembly 102 can be implemented in another combination. The inner tube top plate 1032 of the aluminum or aluminum alloy plate is joined to the inner tube 1023 of one type of aluminum or aluminum alloy tube with different diameters (for example, by Welding or gluing and other construction methods), as shown in Figure 8.

Please refer to FIG. 4 again. The center line of the component assembly of the collision buffer device 100 is C1. Where the outer end of the high-strength steel plate is in contact with the end of the bottom plate 104 and the inner tube assembly 102, the outer diameter D2 of the bottom inner tube 1022 is greater than The outer diameter D1 of the top inner tube 1021. The wall of the top outer conical tube 1011 of corrugated steel has an angle θ with the center line C1, so that the macroscopic longitudinal section has a trapezoidal geometry.

In this embodiment, the folding guides 10113 of the top and outer cone tubes 1011 are corrugated structures or trapezoidal structures that are convex or concave on the surface of the cone tube 1011. The rigidity of the folding guides 10113 is relatively weak, so as to easily form a folding effect.

In this embodiment, the outer diameter D1 of the top inner tube 1021 of the inner tube assembly is smaller than the outer diameter D2 of the bottom inner tube 1022. The flange surface 10223 is folded from one end of the bottom inner tube 1022 to provide The top inner tube 1021 is axially butted (for example, welded or glued), as shown in FIG. 6.

In another embodiment, the outer diameter D1 of the top inner tube 1021 of the inner tube assembly is smaller than the outer diameter D2 of the bottom inner tube 1022. The flange surface 10224 of the bottom inner tube 1022 is shrunk at one end to The top inner tube 1021 is provided to be axially overlapped (for example, by welding or gluing), as shown in FIG. 7.

In yet another embodiment, the outer diameter D1 of the top inner tube 1021 of the inner tube assembly is smaller than the outer diameter D2 of the bottom inner tube 1022, and the top inner tube 1021 and the bottom inner tube 1022 may be an integrally different outer diameter The inner tube 1023 of the cross section is shown in FIG. 8.

The above-mentioned collision buffer device 100 is applicable to the first element of the vehicle (for example, the frame 201 of the frame 200 before the chassis of the vehicle body) and the second element of the vehicle (the plate of the bumper 400 before the chassis of the vehicle body) 401), the outer tube top plate 1031 A surface of the inner tube top plate 1032 facing away is connected to the plate body 401 of the front bumper 400, as shown in FIG.

With the structure of the above-mentioned collision buffer device, when the inner tube assembly is impacted by the collision, the top inner tube axially compresses the bottom inner tube, so that the bottom inner tube produces a roll-up and shrink tube effect to provide stable cushioning and energy absorption effects . Furthermore, when the outer tube assembly is impacted by impact, the outer tube top plate, top outer tapered tube, and outer tube middle plate will be compressed by the impact force, so that the corrugated structure on the surface of the top outer tapered tube is folded, and then due to longitudinal cutting The cross section presents a trapezoidal geometric form, so that the energy required for the folding process (energy absorption) will increase. Therefore, when the entire collision buffer device is impacted, the position of the inner tube assembly after being deformed by the shrink tube will remain at the center position, so that the structure of the collision buffer device will not be skewed and deformed.

Fig. 9 is a longitudinal sectional view of a collision buffer device 100' according to a second embodiment of the present invention. The collision buffering device 100' of the second embodiment is substantially similar to the collision buffering device 100 of the first embodiment, similar components are marked with similar reference numerals, and the main differences are: the top inner tube of the inner tube assembly 102' The outer diameter D1' of 1021' is greater than the outer diameter D2' of the bottom inner tube 1022'. Similarly, when the collision buffer device 100' is impacted by a strong impact, the energy transmitted by the front bumper is transmitted to the top inner tube 1021' through the outer tube top plate 1031 and the inner tube top plate 1032, so that the bottom inner tube 1022' Axial squeezing towards the top inner tube 1021' causes the inwardly rolled shrink tube to deform and absorb energy.

10, according to the inner tube assembly 102' of the present invention, the geometric relationship between the outer diameter D1' of the top inner tube 1021', the thickness T1' and the outer diameter D2' of the bottom inner tube 1022' is: The outer diameter D1' of the tube 1021' is greater than or equal to the total size of the outer diameter D2' of the bottom inner tube 1022' and twice the thickness T1' of the top inner tube 1021'.

The geometric relationship between the length L1' of the top inner tube 1021' and the length L2' of the bottom inner tube 1022' is: the length L2' of the bottom inner tube 1022' is greater than or equal to 1/2 times the length of the top inner tube 1021' L1'.

The geometric relationship between the cross-sectional area of the top inner tube 1021' and the bottom inner tube 1022' is: the cross-sectional area of the top inner tube 1021' is smaller than the cross-sectional area of the bottom inner tube 1022', where the cross-sectional area refers to the outer radius of the tube body *Outer radius*π minus inner radius*inner radius*π area.

In one embodiment, the outer diameter D1' of the top inner tube 1021' of the inner tube assembly 102' is greater than the outer diameter D2' of the bottom inner tube 1022', which is folded inwardly by one end of the top inner tube 1021 The blue surface 10213 is formed by axially butting the bottom inner tube 1022' (for example, by welding or gluing), as shown in FIG. 10.

In another embodiment, the outer diameter D1' of the top inner tube 1021' of the inner tube assembly is greater than the outer diameter D2' of the bottom inner tube 1022', which is reduced by one end of the top inner tube 1021' The blue surface 10214 is formed by axially overlapping the bottom inner tube 1022' (for example, by welding or gluing), as shown in FIG. 11.

In yet another embodiment, the outer diameter D1' of the top inner tube 1021' of the inner tube assembly is greater than the outer diameter D2' of the bottom inner tube 1022. The top inner tube 1021' and the bottom inner tube 1022' may be An integrated inner tube 1023' with a different outer diameter cross section is shown in FIG.

In summary, it only describes the preferred embodiments or examples of the technical means adopted by the present invention to solve the problem, and is not intended to limit the scope of the patent implementation of the present invention. That is, any changes and modifications that are consistent with the context of the patent application scope of the present invention or made in accordance with the patent scope of the present invention are covered by the patent scope of the present invention.

100‧‧‧Collision buffer device

101‧‧‧Outer tube assembly

1011‧‧‧External conical tube

10111‧‧‧Jacketing Department

10112‧‧‧Bottom tube department

10113‧‧‧Folded guide

1012‧‧‧Bottom outer tube

102‧‧‧Inner tube assembly

1021‧‧‧Inner tube

1022‧‧‧Bottom inner tube

1031‧‧‧Outer tube roof

1032‧‧‧Inner tube top plate

104‧‧‧Outer tube bottom plate

105‧‧‧Outer tube middle plate

1051‧‧‧Front

1052‧‧‧Back

200‧‧‧Front girder

201‧‧‧Frame

400‧‧‧Front bumper

401‧‧‧Board

C1‧‧‧Central axis

Claims (15)

A collision buffer device is suitable for a vehicle. The collision buffer device includes: an outer tube assembly including an outer tube top plate, a top outer cone tube, an outer tube middle plate, a bottom outer tube and an outer tube bottom plate Sequentially co-axially joined, wherein: the outer tube top plate is used to be fixed to a first component of the carrier; the top outer tapered tube has a bottom tube portion with a first outer diameter at one end and the opposite end has A second outer diameter top tube portion, the second outer diameter is smaller than the first outer diameter, the bottom tube portion is connected to a front surface of the outer tube middle plate, the top tube portion is connected to the outer tube top plate, the The body of the top outer cone tube is coaxial with a central axis and is provided with a plurality of folding guides at intervals in the axial direction; the middle plate of the outer tube is used for fixing to a second element of the carrier; One end of the tube is an open end, the open end is joined to the back of one of the outer tube mid plates; and the outer tube bottom plate is joined to the other end of the bottom outer tube to form a closed tube geometry; and An inner tube assembly is arranged inside the outer tube assembly, and includes an inner tube top plate, a top inner tube with different outer diameters, and a bottom inner tube coaxially connected in sequence, wherein: the inner tube top plate, which is The outer tube top plate is fixed; one end of the top inner tube is engaged with the inner tube top plate; and one end of the bottom inner tube is in contact with the outer tube bottom plate, wherein the closed tube of the bottom outer tube is used as a collision in the bottom A support section at the other end of the tube. The collision buffer device as described in item 1 of the patent application scope, wherein the outer diameter of the bottom inner tube is greater than or equal to the sum of the outer diameter of the top inner tube and twice the thickness of the bottom inner tube. The collision buffer device as described in item 2 of the patent application scope, wherein the length of the top inner tube is greater than or equal to 1/2 times the length of the bottom inner tube. The collision buffer device as described in item 2 of the patent application scope, wherein the cross-sectional area of the bottom inner tube is smaller than the cross-sectional area of the top inner tube. The collision buffer device as described in item 2 of the patent application scope, wherein one end of the bottom inner tube is folded inwardly at its flange surface to provide axial butting of the top inner tube. The collision buffer device as described in item 2 of the patent application scope, wherein one end of the bottom inner tube shrinks its flange surface to provide axial overlap of the top inner tube. The collision buffer device as described in item 1 of the patent application scope, wherein the outer diameter of the top inner tube is greater than or equal to the total size of the outer diameter of the bottom inner tube and twice the thickness of the top inner tube. The collision buffer device as described in item 7 of the patent application scope, wherein the length of the bottom inner tube is greater than or equal to 1/2 times the length of the top inner tube. The collision buffer device as described in item 7 of the patent application scope, wherein the cross-sectional area of the top inner tube is smaller than the cross-sectional area of the bottom inner tube. The collision buffer device as described in item 7 of the patent application scope, wherein one end of the top inner tube is folded inwardly at a flange surface to provide axial butt connection of the bottom inner tube. The collision buffer device as described in item 7 of the patent application scope, wherein one end of the top inner tube shrinks the flange surface to provide axial overlap of the bottom inner tube. The collision buffer device as described in item 2 or 7 of the patent application scope, wherein the bottom inner tube and the top inner tube are integral inner tubes with different outer diameter sections. The collision buffer device as described in item 1 of the patent application scope, wherein the folding guide portion of the top and outer tapered tube is a corrugated structure or a trapezoidal structure protruding or recessed on the surface of the tapered tube. The collision buffer device as described in item 1 of the scope of the patent application, wherein the outer tube assembly outer tube top plate, top outer tapered tube, middle plate, bottom outer tube and bottom plate are made of steel material, and the inner tube The inner tube top plate, top inner tube and bottom inner tube of the assembly are made of aluminum material. The collision buffer device as described in item 1 of the patent application, wherein the first element of the vehicle is a bumper of a chassis of the vehicle body, and the second element of the vehicle is a beam of the chassis of the vehicle body, the impact The energy absorbing structure is suitable between the beam and the bumper.

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