CN111347990B - Collision buffer device - Google Patents
Collision buffer device Download PDFInfo
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- CN111347990B CN111347990B CN201811563324.0A CN201811563324A CN111347990B CN 111347990 B CN111347990 B CN 111347990B CN 201811563324 A CN201811563324 A CN 201811563324A CN 111347990 B CN111347990 B CN 111347990B
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- inner tube
- tube
- pipe
- plate
- crash cushion
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
- B60R19/00—Wheel guards; Radiator guards, e.g. grilles; Obstruction removers; Fittings damping bouncing force in collisions
- B60R19/02—Bumpers, i.e. impact receiving or absorbing members for protecting vehicles or fending off blows from other vehicles or objects
- B60R19/24—Arrangements for mounting bumpers on vehicles
- B60R19/26—Arrangements for mounting bumpers on vehicles comprising yieldable mounting means
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
- B60R19/00—Wheel guards; Radiator guards, e.g. grilles; Obstruction removers; Fittings damping bouncing force in collisions
- B60R19/02—Bumpers, i.e. impact receiving or absorbing members for protecting vehicles or fending off blows from other vehicles or objects
- B60R19/24—Arrangements for mounting bumpers on vehicles
- B60R2019/247—Fastening of bumpers' side ends
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Vibration Dampers (AREA)
Abstract
The present invention provides a collision buffer device including: an outer tube assembly comprising 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 which are coaxially jointed in sequence; and an inner tube assembly disposed within the outer tube assembly and including an inner tube top plate, a top inner tube of different outer diameters, and a bottom inner tube coaxially joined in sequence, wherein: the inner pipe top plate is fixed with the outer pipe top plate; one end of the top inner pipe is jointed with the top plate of the inner pipe; and one end of the bottom inner pipe is contacted with the outer pipe bottom plate, wherein the closed pipe of the bottom outer pipe is used as a support part at the other end position of the bottom inner pipe during collision. When the energy-absorbing structure is impacted by collision, the bottom inner tube of the inner tube assembly generates a rolling and contracting effect to provide an energy-absorbing effect; the corrugated structure on the surface of the top outer conical pipe of the outer pipe assembly is folded to provide an energy absorption effect.
Description
Technical Field
The present invention relates to a collision buffer device, and more particularly, to a collision buffer device that generates a roll-over-shrink effect to provide stable buffering and energy-absorbing effects.
Background
There are many types of energy absorbing structures currently used in the impact of a vehicle collision, such as U.S. Pat. No. 5, 6231095, 1, for a tunnel-type energy absorbing unit 90 of a vehicle collision impact system. Referring to fig. 1A and 1B, the tunnel energy absorbing unit 90 absorbs impact energy and prevents or minimizes damage to the vehicle frame rails 94 during an impact. Which in the basic embodiment is a tube 91, one end of which is flared and welded at a hole 921 in an end plate 92. When the channel energy absorbing unit 90 is subjected to an axial load, the tube 91 splits, peels and inverts to absorb most of the energy impact. The preferred channel 93 in the tube 91 is steadily retracted during the process to ensure predetermined energy absorption characteristics. However, although the channel energy absorption unit 90 used in the prior art is a simple circular tube structure, it is easy to obtain, but the deformation process is a stable stress mode, the channel energy absorption unit 90 needs to be longitudinally provided (processed) with grooves to generate a stable tearing and peeling mode, which increases the cost, and the channel energy absorption unit 90 needs to expand, turn outwards and be jointed with a rigid plate in the channel 93, so that the joint is broken and fails in impact.
Additionally, U.S. Pat. No. 4, 8,511,745, 2 discloses an integrated energy absorbing vehicle impact structure. The components of the device are mainly composed of an inner part and an outer part of a track shell and a connecting projection, wherein the projection is provided with a slope stop at the port of the track shell. When the pipe fitting is impacted, the circular inner wall of the track shell is extruded and deformed towards the radial direction of the cavity by the protruding part and the slope stop. When the pipe component is iron and the track shell is aluminum: the static friction coefficient is 0.61, the dynamic friction coefficient is 0.47, the rail shell described in the patent is aluminum or aluminum alloy, and is in a hexagonal or octagonal double-layer shared wall structure. The track shell of the patent is hexagonal or octagonal, has a bending-resistant high-rigidity geometric shape, and the inner cavity of the track shell, the number of radial ribs and the width of the ribs are the key points of structural deformation and energy absorption. However, the protruding portion of the sliding tube member and the slope stopper are not easy to form geometrically, the processing cost is increased, and if the protruding portion of the sliding tube member is too high, the sliding tube member cannot be extruded into the track housing during the impact process, so that the exposed portion of the tube member is axially overlapped and deformed, and the expected profile deformation of the track housing cannot be achieved.
Furthermore, the assembly structure of the impact absorbing device such as US 4,272,114 is a patent case composed of two structures, the outer part is a box-shaped trapezoidal sheet metal forming part and an inner pipe, the inclined surface of the sub-part has a plurality of holes, the periphery of the holes is a shutter geometry shape of punching ruffles, when the assembly is impacted, the impact rod can transmit the impact force to the trapezoidal box body of the sub-part by the rod piece and the base and compress and deform, the inclined surface of the sub-part has a punching shape and the shutter geometry shape to carry out superposition deformation, and the pipe moves to the girder structure through the central hole at the bottom of the sub-part. The punching shape can be C-shaped, H-shaped or bone-shaped. A gap is formed between the geometries of the inclined plane punching and flanging of the sub-part to form an area with a small structural sectional area, and the structure can deform at the position when impacted; the inner chamber of the track shell, the number of radial ribs and the width of the ribs are the key points of structural deformation and energy absorption. However, the foregoing sub-member is prone to generate a tearing crack defect around the hole after the punching and flanging processes, so that the structure may break during an impact process, which may result in a discontinuous impact absorption energy. The punching and flanging engineering can be completed before the trapezoidal forming, and the completed geometric shape of the punching and flanging is not easy to be damaged during the trapezoidal plate folding engineering; if the trapezoidal shape is finished before punching and flanging, the trapezoidal shape needs to be punched from outside to inside and from inside to outside once, and the die, the working time and the cost need to be increased.
Disclosure of Invention
An object of the present invention is to provide a crash cushion apparatus which generates a roll-over-shrink effect to provide stable cushioning and energy absorption effects.
To achieve the above object, the present invention provides a collision buffer device for a vehicle, comprising: an outer tube assembly comprising an outer tube top plate, a top outer cone, an outer tube middle plate, a bottom outer tube and an outer tube bottom plate coaxially joined in sequence, wherein: the outer tube top plate is used for being fixed on a first element of the carrier; one end of the top outer conical pipe is provided with a bottom pipe part with a first outer diameter, the other end of the top outer conical pipe is provided with a top pipe part with a second outer diameter, the second outer diameter is smaller than the first outer diameter, the bottom of the top outer conical pipe is connected to the front surface of the middle plate of the outer pipe, the top pipe part is connected to the top plate of the outer pipe, and the pipe body of the top outer conical pipe is coaxial with a central shaft and is provided with a plurality of folding guide parts at intervals along the axial direction; the outer tube middle plate is used for being fixed on a second element of the carrier; one end of the bottom outer tube is an open end, and the open end is connected with one back surface of the middle plate in the outer tube; the outer pipe bottom plate is connected with the other end of the bottom outer pipe to form a geometrical structure of a closed pipe; and an inner tube assembly disposed within the outer tube assembly and including an inner tube top plate, a top inner tube of different outer diameters, and a bottom inner tube coaxially joined in sequence, wherein: the inner pipe top plate is fixed with the outer pipe top plate; one end of the top inner pipe is jointed with the top plate of the inner pipe; and one end of the bottom inner pipe is contacted with the outer pipe bottom plate, wherein the closed pipe of the bottom outer pipe is used as a supporting part at the other end position of the bottom inner pipe during collision.
As an embodiment of the present invention, the outer diameter of the bottom inner tube is greater than or equal to the total size of the outer diameter of the top inner tube and 2 times the thickness of the bottom inner tube.
As an embodiment of the present invention, the length of the top inner tube is greater than or equal to 1/2 times the length of the bottom inner tube.
As an embodiment of the present invention, the cross-sectional area of the bottom inner tube is smaller than the cross-sectional area of the top inner tube.
As an embodiment of the invention, one end of the bottom inner pipe is folded inwards to form a flange surface, so that the top inner pipe is axially butted.
As an embodiment of the invention, one end of the bottom inner pipe is contracted with the flange surface thereof so as to provide the top inner pipe with axial lap joint.
As an embodiment of the present invention, the outer diameter of the top inner tube is greater than or equal to the total of the outer diameter of the bottom inner tube and 2 times the thickness of the top inner tube.
As an embodiment of the present invention, the folding guide portion of the top outer cone is a corrugated structure or a trapezoidal structure protruding or recessed from the surface of the cone.
As an embodiment of the present invention, the outer tube top plate, the top outer cone, the outer tube middle plate, the bottom outer tube and the outer tube bottom plate of the outer tube assembly are made of steel material, and the inner tube top plate, the top inner tube and the bottom inner tube of the inner tube assembly are made of aluminum material.
As an embodiment of the present invention, the first element of the vehicle is a bumper of a body chassis, the second element of the vehicle is a beam of the body chassis, and the collision buffer device is adapted between the beam and the bumper.
By means of the structure of the collision buffer device, when the inner pipe assembly is impacted by collision, the top inner pipe axially extrudes the bottom inner pipe, so that the bottom inner pipe generates a rolling and shrinking effect to provide stable buffering and energy absorption effects. Furthermore, when the outer pipe assembly is impacted by collision, and the top plate of the outer pipe, the top outer conical pipe and the middle plate of the outer pipe are compressed by impact force, the steel of the top outer conical pipe can be folded according to the corrugated structure corrugated appearance on the surface of the top outer conical pipe, and the energy (energy absorption) required by the folding process can be improved because the longitudinal section of the steel is in a trapezoidal geometric form. Therefore, when the whole collision buffer device is impacted, the position of the inner pipe assembly is still kept at the central position after being deformed by the contracted pipe, and the structure of the collision buffer device can not be inclined and deformed.
Drawings
Fig. 1A to 1B are schematic views of an impact energy absorbing system of the background art before and after impact force absorption.
Fig. 2 is a partial perspective view of a crash cushion according to an embodiment of the present invention, which is disposed on a vehicle body chassis.
Fig. 3 is a schematic longitudinal sectional view of a crash cushion according to a first embodiment of the present invention, which is provided between a front side member and a front bumper of a vehicle body chassis.
Fig. 4 is a schematic longitudinal sectional view of a crash cushion according to a first embodiment of the present invention.
Fig. 5 is a schematic longitudinal sectional view of a crash cushion according to a first embodiment of the present invention when a crash impact is applied.
FIG. 6 is a schematic longitudinal sectional view of the top inner tube and the bottom inner tube of the first inner tube assembly according to the first embodiment of the present invention.
FIG. 7 is a schematic longitudinal sectional view of the top inner tube and the bottom inner tube of the second inner tube assembly according to the first embodiment of the present invention.
FIG. 8 is a schematic longitudinal sectional view of the top inner tube and the bottom inner tube of the third inner tube assembly in accordance with the first embodiment of the present invention.
Fig. 9 is a schematic longitudinal sectional view of a crash cushion in accordance with a second embodiment of the present invention.
FIG. 10 is a schematic longitudinal sectional view of the top and bottom inner tubes of the first inner tube assembly in accordance with the second embodiment of the present invention.
FIG. 11 is a schematic longitudinal sectional view of the top inner tube and the bottom inner tube of the second inner tube assembly in accordance with the second embodiment of the present invention.
FIG. 12 is a schematic longitudinal sectional view of the top inner tube and the bottom inner tube of the third inner tube assembly in accordance with the second embodiment of the present invention.
In the figure:
a 90-channel energy absorption unit; 91 a tube; 92 end plates; 921 holes; 93 a channel; 94 vehicle frame rails;
100 a crash cushion; 100' crash cushion means; 101 an outer tube assembly; 1011 top external taper pipe; 10111 a top pipe portion;
10112 a bottom pipe portion; 10113 folding the guide part; 1012 bottom outer tube; 10121 open end; 10122 a closed end;
10123 support part; 102 an inner tube assembly; 102' an inner tube assembly; 1021 a top inner tube; 1021' top inner tube;
10213 flange face; 10214 flange face; 1022 of the bottom inner tube; 1022' bottom inner tube; 10223 flange face;
10224 flange face; 1031 outer tube top plate; 1032 inner tube top plate; 104 an outer tube bottom plate; 105 an outer tube middle plate;
1051 a front face; 1052 back side; 200 front girders; 201 a frame body; 400 front bumper; 401 of a plate body;
c1 center axis; d1 outer diameter; d1' outer diameter; d2 outer diameter; d2' outer diameter; f force; l1 length;
l1' length; l2 length; l2' length; t1' thickness; t2 thickness; the angle theta.
Detailed Description
The present invention is further described with reference to the following drawings and specific examples so that those skilled in the art can better understand the present invention and can practice the present invention, but the examples are not intended to limit the present invention.
Fig. 2 is a partial perspective view of a crash cushion 100 disposed on a vehicle (e.g., a vehicle body chassis) according to an embodiment of the invention. The collision buffer device 100 may be disposed between the front frame 200 of the vehicle body chassis and the front bumper 400 of the vehicle body chassis. Of course, the crash cushion 100 may be disposed between a rear side member of the body chassis and a rear bumper of the body chassis. Fig. 3 is a schematic longitudinal sectional view of the impact buffering device 100 according to the first embodiment of the present invention, which is installed between the front side member 200 and the front bumper 400 of the vehicle body chassis. Of course, the impact absorber 100 can also be disposed between the rear frame and the rear bumper of the vehicle body chassis. Fig. 4 is a schematic longitudinal sectional view of a crash cushion 100 according to a first embodiment of the present invention. The impact buffering device of the present invention is applicable to the vehicle (e.g., vehicle body chassis). The crash cushion 100 includes an outer tube assembly 101 and an inner tube assembly 102.
Referring to fig. 3 and 4, the outer tube assembly 101 includes an outer tube top plate 1031, a top outer tapered tube 1011, an outer tube middle plate 105, a bottom outer tube 1012, and an outer tube bottom plate 104 coaxially joined in sequence. The outer tube roof 104 is used to be fixed to a first element (e.g., a plate 401 of a front bumper 400) of the vehicle (e.g., a vehicle body chassis). The top external taper pipe 1011 has a bottom pipe portion 10112 with a first external diameter at one end and a top pipe portion 10111 with a second external diameter at the opposite end, the second external diameter is smaller than the first external diameter, the bottom pipe portion 10112 is connected to a front surface 1051 of the external middle plate 105, the body of the top external taper pipe 1011 is coaxial with a central axis C1, and a plurality of folding guide portions 10113 with weak rigidity are axially arranged at intervals. The outer tube middle plate 105 is used to fix a second element (e.g., a frame 201 of a front frame 200) of the vehicle (e.g., a vehicle body chassis). One end of the bottom outer tube 1012 is an open end 10121, the open end 10121 engages a back surface 1052 of the outer tube middle plate 105. The outer tube bottom plate 104 is joined to the other end of the bottom outer tube 1012 such that the other end of the bottom outer tube 1012 forms a closed end 10122 geometry.
The inner tube assembly 102 is disposed within the outer tube assembly 101 and includes an inner tube top plate 1032, a top inner tube 1021 of different outer diameter, and a bottom inner tube 1022 coaxially engaged 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 engaged with the inner tube top plate 1032. One end of the bottom inner tube 1022 contacts the outer tube bottom plate 104, wherein the closed end 10122 of the bottom outer tube 1012 serves as a support 10123 at the other end of the bottom inner tube 1022 during a collision. The bottom outer pipe 1012 and the bottom inner pipe 1022 overlap the frame 201 of the front frame 200 to form a sleeve.
The configuration of the outer tube middle plate 105 between the top outer cone 1011 and the bottom outer tube 1012 provides for the impact absorption device 100 to be mounted to the end of the front rail 200 (or rear rail) of the vehicle body chassis for locking engagement. The top outer tube 1011 has a top plate 1031 in front of the top outer tube to provide a means for mounting the impact absorption device 100 to the rear of the plate 401 of the front bumper 400 (or rear bumper) for locking engagement.
Fig. 5 is a schematic longitudinal sectional view of a crash cushion 100 according to a first embodiment of the present invention when receiving a crash impact. Referring to fig. 5 and 4, the impact buffering device 100 of the present invention mainly includes two components with deformation energy absorption: one is the outer tube assembly 101, when the crash cushion 100 is impacted by the impact F, the energy transmitted by the front bumper 400 (or the rear bumper) via the outer tube top plate 1031 is absorbed by the top outer cone 1011 axially overlapping and deforming; in another aspect, when the crash cushion apparatus 100 is impacted by a force F, the energy transmitted by the front bumper 400 (or the rear bumper) is transmitted to the top inner tube 1021 via the outer tube top plate 1031 and the inner tube top plate 1032, so that the top inner tube 1021 is axially pressed toward the bottom inner tube 1022 to deform the inwardly rolled contracted tube, thereby absorbing the energy.
Referring to fig. 6, in the inner tube assembly 102 according to the present invention, the geometric relationship between the outer diameter D1 of the top inner tube 1021 and the outer diameter D2 and the thickness T2 of the bottom inner tube is as follows: 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 2 times 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 as follows: 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 areas of the top inner tube 1021 and the bottom inner tube 1022 is as follows: the cross-sectional area of the bottom inner tube 1022 is smaller than the cross-sectional area of the top inner tube 1021, where cross-sectional area is the area of the outer radius x pi minus the inner radius x pi of the tube.
Referring to fig. 4 again, the outer tube assembly 101 is composed of an outer tube top plate 1031 made of a high strength steel plate, a top outer cone 1011 made of a high elongation corrugated steel material, an outer tube middle plate 105, a bottom outer tube 1012 made of a high strength steel tube, and an outer tube bottom plate 104 made of a high strength steel plate, which are joined to each other (e.g., by welding or gluing).
The inner tube assembly 102 may be implemented by a combination of an inner tube top plate 1032 made of a plate material of aluminum or aluminum alloy plate, and a member formed by joining (e.g., welding or gluing) a top inner tube 1021 and a bottom inner tube 1022 of aluminum or aluminum alloy tube, as shown in fig. 6 and 7.
Another combination of the inner tube assembly 102 can be implemented by joining the top plate 1032 of the inner tube of aluminum or aluminum alloy plate and the inner tube 1023 of different tube diameters of aluminum or aluminum alloy tube (e.g., by welding or gluing) together, as shown in fig. 8.
Referring to fig. 4, the centerline of the component assembly of the crash cushion 100 is C1, and the outer diameter D2 of the bottom inner tube 1022 is greater than the outer diameter D1 of the top inner tube 1021 at the contact point between the bottom plate 104 of the outer tube and the end of the inner tube assembly 102 made of high strength steel plate. The top outer cone 1011 of the corrugated steel has an included angle theta with the center line C1, so that the macroscopic longitudinal section is in a trapezoidal geometry.
In this embodiment, the folding guides 10113 of the top external cone 1011 are corrugated or trapezoidal structures protruding or recessed from the surface of the cone 1011. The folding guides 10113 are less rigid to facilitate the folding effect.
In the present 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 flange surface 10223 of the bottom inner tube 1022 is folded inward from one end of the bottom inner tube 1022 to provide axial butt joint of the top inner tube 1021 (e.g., welding or gluing), as shown in fig. 6.
In another aspect of 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, and one end of the bottom inner tube 1022 shrinks its flange surface 10224 to provide axial overlapping (e.g., welding or gluing) of the top inner tube 1021, as shown in fig. 7.
In yet another aspect of the present 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 integral inner tube 1023 with different outer diameter cross-section, as shown in fig. 8.
The impact absorption device 100 described above is applied between a first element of the vehicle (for example, the frame body 201 of the front side member 200 of the vehicle body chassis) and a second element of the vehicle (the plate body 401 of the front bumper 400 of the vehicle body chassis), and the plate body 401 of the front bumper 400 is connected to the surface of the outer tube top plate 1031 facing away from the inner tube top plate 1032, as shown in fig. 3.
By means of the structure of the collision buffer device, when the inner pipe assembly is impacted by collision, the top inner pipe axially extrudes the bottom inner pipe, so that the bottom inner pipe generates a rolling and shrinking effect to provide stable buffering and energy absorption effects. Moreover, when the outer pipe assembly is impacted by collision, the top plate of the outer pipe, the top outer conical pipe and the middle plate of the outer pipe are compressed by impact force, so that the corrugated structure on the surface of the top outer conical pipe is folded, and the energy (energy absorption) required by the folding process is improved because the longitudinal section of the outer pipe presents a trapezoidal geometric form. Therefore, when the whole collision buffer device is impacted, the position of the inner pipe assembly is still kept at the central position after being deformed by the contracted pipe, and the structure of the collision buffer device can not be inclined and deformed.
Fig. 9 is a longitudinal sectional view of a crash cushion 100' according to a second embodiment of the present invention. The crash cushion 100' of the second embodiment is generally similar to the crash cushion 100 of the first embodiment, like elements being numbered alike, with the primary differences being: 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 '. Similarly, when the impact buffering device 100 'is impacted by a force 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 'is axially pressed toward the top inner tube 1021' to deform the inward-rolled contracted tube, thereby absorbing the energy.
Referring to fig. 10, 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 as follows according to the inner tube assembly 102' of the present invention: the outer diameter D1 'of the top inner tube 1021' is greater than or equal to the sum of the outer diameter D2 'of the bottom inner tube 1022' and 2 times 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 L1 'of the top inner tube 1021'.
The geometric relationship between the cross-sectional areas of the top inner tube 1021 'and the bottom inner tube 1022' is as follows: the cross-sectional area of the top inner tube 1021 'is smaller than the cross-sectional area of the bottom inner tube 1022', wherein cross-sectional area is the area of the outer radius x pi minus the inner radius x pi of the tube.
In one embodiment, the outer diameter D1 'of the top inner tube 1021' of the inner tube assembly 102 'is larger than the outer diameter D2' of the bottom inner tube 1022 ', and is formed by folding the flange surface 10213 of one end of the top inner tube 1021 to provide an axial butt joint (e.g., by welding or gluing) of the bottom inner tube 1022', as shown in fig. 10.
In another aspect of this embodiment, the outer diameter D1 'of the top inner tube 1021' of the inner tube assembly is larger than the outer diameter D2 'of the bottom inner tube 1022', and one end of the top inner tube 1021 'is shrunk over its flange surface 10214 to provide axial overlapping of the bottom inner tube 1022' (e.g., welding or gluing) as shown in fig. 11.
In yet another aspect of this embodiment, the outer diameter D1 ' of the top inner tube 1021 ' of the inner tube assembly is larger than the outer diameter D2 ' of the bottom inner tube 1022 ', and the top inner tube 1021 ' and the bottom inner tube 1022 ' can be an integral inner tube 1023 ' with different outer diameter cross-section, as shown in fig. 12.
The above-mentioned embodiments are merely preferred embodiments for fully illustrating the present invention, and the scope of the present invention is not limited thereto. The equivalent substitution or change made by the technical personnel in the technical field on the basis of the invention is all within the protection scope of the invention. The protection scope of the invention is subject to the claims.
Claims (15)
1. A crash cushion device adapted for a vehicle, the crash cushion device comprising:
an outer tube assembly comprising an outer tube top plate, a top outer cone, an outer tube middle plate, a bottom outer tube and an outer tube bottom plate coaxially joined in sequence, wherein:
the outer tube top plate is used for being fixed on a first element of the carrier;
one end of the top outer conical pipe is provided with a bottom pipe part with a first outer diameter, the other end of the top outer conical pipe is provided with a top pipe part with a second outer diameter, the second outer diameter is smaller than the first outer diameter, the bottom pipe part is connected to the front surface of the middle plate of the outer pipe, the top pipe part is connected to the top plate of the outer pipe, and the pipe body of the top outer conical pipe is coaxial with a central shaft and is provided with a plurality of folding guide parts at intervals along the axial direction;
the outer tube middle plate is used for being fixed on a second element of the carrier;
one end of the bottom outer tube is an open end, and the open end is connected with one back surface of the middle plate in the outer tube; and
the outer tube bottom plate is jointed with the other end of the bottom outer tube to form a geometrical structure of a closed tube; and
an inner tube assembly disposed within the outer tube assembly and including an inner tube top plate, a top inner tube of different outer diameters and a bottom inner tube coaxially joined in sequence, wherein:
the inner pipe top plate is fixed with the outer pipe top plate;
one end of the top inner pipe is jointed with the top plate of the inner pipe; and
one end of the bottom inner tube is contacted with the outer tube bottom plate, wherein the closed tube of the bottom outer tube is used as a supporting part at the other end position of the bottom inner tube during collision.
2. The crash cushion of claim 1 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 2 times the thickness of the bottom inner tube.
3. The crash cushion of claim 2 wherein the length of the top inner tube is greater than or equal to 1/2 times the length of the bottom inner tube.
4. The crash cushion of claim 2 wherein the cross-sectional area of the bottom inner tube is less than the cross-sectional area of the top inner tube.
5. The crash cushion of claim 2 wherein one end of the bottom inner tube is folded inwardly over its flange surface to provide axial butt-joint of the top inner tube.
6. The crash cushion of claim 2 wherein an end of the bottom inner tube is necked down to the flange face thereof to provide axial overlap of the top inner tube.
7. The crash cushion of claim 1 wherein the outer diameter of the top inner tube is greater than or equal to the combined outer diameter of the bottom inner tube and 2 times the thickness of the top inner tube.
8. The crash cushion of claim 7 wherein the length of the bottom inner tube is greater than or equal to 1/2 times the length of the top inner tube.
9. The crash cushion of claim 7 wherein the top inner tube has a cross-sectional area less than the cross-sectional area of the bottom inner tube.
10. The crash cushion of claim 7 wherein an end of said top inner tube is folded inwardly to provide an axial butt joint with said bottom inner tube.
11. The crash cushion of claim 7 wherein an end of the top inner tube is necked down to provide an axial overlap of the bottom inner tube.
12. The crash cushion of claim 2 or 7 wherein the bottom inner tube and the top inner tube are one-piece inner tubes of different outer diameter cross-section.
13. The crash cushion of claim 1 wherein said folded guide portion of said top outer cone is a corrugated or trapezoidal structure protruding or recessed from the surface of said cone.
14. The crash cushion of claim 1 wherein the outer tube top plate, the top outer cone, the outer tube middle plate, the bottom outer tube, and the outer tube bottom plate of the outer tube assembly are made of steel material and the inner tube top plate, the top inner tube, and the bottom inner tube of the inner tube assembly are made of aluminum material.
15. The crash cushion of claim 1 wherein the first element of the vehicle is a bumper beam of a vehicle body chassis and the second element of the vehicle is a beam of the vehicle body chassis, the crash cushion being adapted for use between the beam and the bumper beam.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201811563324.0A CN111347990B (en) | 2018-12-20 | 2018-12-20 | Collision buffer device |
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201811563324.0A CN111347990B (en) | 2018-12-20 | 2018-12-20 | Collision buffer device |
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| CN111347990A CN111347990A (en) | 2020-06-30 |
| CN111347990B true CN111347990B (en) | 2021-06-04 |
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| CN201811563324.0A Active CN111347990B (en) | 2018-12-20 | 2018-12-20 | Collision buffer device |
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| CN112896220B (en) * | 2021-03-22 | 2022-04-22 | 北京交通大学 | Segmented guide control type energy absorption pipe and energy absorption method thereof |
| US20230166842A1 (en) * | 2021-11-29 | 2023-06-01 | The Boeing Company | Inversion-formed double-walled tube and energy absorbing inversion tube assembly |
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| DE19511867C1 (en) * | 1995-03-31 | 1996-05-02 | Daimler Benz Ag | Drawn-tube energy absorption element for vehicle shock absorbers |
| US6282769B1 (en) * | 1998-07-15 | 2001-09-04 | Cosma International Inc. | Motor vehicle end module assembly |
| DE102004036929B4 (en) * | 2004-07-29 | 2008-07-17 | Zf Friedrichshafen Ag | Impact damper assembly for a motor vehicle |
| CN103133585B (en) * | 2013-03-14 | 2015-04-08 | 湖南大学 | Method of manufacturing energy absorption device |
| CN105035001A (en) * | 2015-08-20 | 2015-11-11 | 华南理工大学 | Vehicle energy absorbing box based on energy absorption in free overturning and deforming mode |
| CN107606019B (en) * | 2017-08-09 | 2019-06-21 | 西北工业大学 | A kind of double overturning endergonic structures of the double-deck end seal with high efficiency buffer energy absorption characteristics |
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