CN115675246A - Combined anti-collision buffer device and anti-collision buffer vehicle - Google Patents

Abstract

The application provides a combined anti-shock and anti-collision buffer device and an anti-collision buffer vehicle. By setting up a plurality of buffer modules arranged in sequence from front to back, the inner diameter of the buffer unit located in the front side buffer module is smaller than that located in the rear The inner diameter of the buffer unit in the side buffer module uses the porous buffer unit with gradient changes and the hollow multi-layer hierarchical structure to effectively improve the transmission of stress waves, increase the energy absorption capacity, and improve the shock resistance and buffering of the buffer device. Energy absorption effect, and an anti-collision module is set between the buffer module and the mounting plate. The anti-collision module provides repulsive force to prevent the buffer module from colliding with the mounting plate, thereby protecting the cylinder drive device. The module can protect the cylinder driving device when the rear vehicle collides, avoiding the scrapping of the cylinder driving device due to impact damage, and reducing the replacement cost.

Description

Combined anti-collision buffer device and anti-collision buffer vehicle

This application is a divisional application, the application number of the original application is 2021114006874, the application date is November 24, 2021, and the title of the invention patent is: impact-resistant and durable anti-collision device and anti-collision buffer vehicle.

technical field

The application relates to the technical field of anti-collision buffer vehicles, in particular to a combined anti-collision and anti-collision buffer device and an anti-collision buffer vehicle.

Background technique

During road construction, in order to ensure the safety of construction workers, it is necessary to place anti-collision vehicles behind the construction site. Existing anti-collision vehicle comprises car body and is located at the anti-collision device of car body tail. During the anti-collision vehicle operation, the oil cylinder driving device drives the anti-collision device to turn over to the horizontal state. When the rear vehicle collides with the buffer vehicle, the anti-collision device provides buffer for the moving vehicle body to reduce the injury to the construction personnel. After the operation is completed, the anti-collision device The impact device is turned over to a position perpendicular to the vehicle body.

However, the existing anti-collision devices have limited anti-collision ability, and the buffer stability and energy absorption effect are average. Since the buffer devices are integrally arranged, they need to be replaced as a whole after being hit. And after the impact, it is easy to spread forward to the oil cylinder driving device, and then cause the oil cylinder driving device to be damaged, cause the oil cylinder driving device to be scrapped, and increase the cost.

Therefore, need badly to do further improvement to existing anti-collision device.

Contents of the invention

In order to solve the above technical problems, the present application provides a combined anti-shock and anti-collision buffer device.

Another object of the present application is to provide an anti-collision buffer vehicle.

The combined anti-shock and anti-collision buffer device includes a mounting plate for connecting to the rear end of the vehicle, and the rear side of the mounting plate is sequentially provided with a plurality of buffer modules for absorbing the energy generated when the vehicle collides, The impact-resistant and durable anti-collision device also includes an anti-collision module arranged between the mounting plate and the buffer module, and the anti-collision module includes an anti-collision shell, and the inside of the anti-collision shell is close to A front anti-collision group is provided on the side of the mounting plate, and a rear anti-collision group is provided in the side of the anti-collision housing close to the buffer module. The front anti-collision group and the rear anti-collision group are arranged oppositely. When the buffer module approaches the mounting plate, the rear anti-collision group drives the buffer module to move away from the mounting plate, and the front anti-collision group drives the mounting plate to move away from the buffer The direction of the module to move;

The buffer module is filled with a plurality of buffer units that are hollow in the middle and are used to absorb the energy generated when the vehicle collides, and the inner diameter of the buffer units filled in the buffer module on the front side is smaller than that on the rear side. The inner diameter of the buffer unit filled in the buffer module.

In the combined anti-shock and anti-collision buffer device as described above, the front anti-collision group is provided with a front magnetic part, the rear anti-collision group is provided with a rear magnetic part, and the front magnetic part and the rear magnetic part The opposite poles are the same and repel each other.

In the combined anti-shock and anti-collision buffer device described above, the front anti-collision group also includes a front base provided on the side of the anti-collision shell close to the installation plate, and the front base is provided with an inward depression the front slot, the front magnetic part is embedded in the front slot;

The rear anti-collision group also includes a rear base provided on the side of the anti-collision shell close to the buffer module, the rear base is provided with an inwardly recessed rear slot, and the rear magnetic part is embedded in the rear slot.

In the combined anti-collision and buffering device described above, the front anti-collision groups are arranged in multiple groups along the vertical direction, including the upper front anti-collision group located on the upper side, the middle front anti-collision group located in the middle, and the lower front anti-collision group. The lower front anti-collision group on the upper front anti-collision group, the rear side of the front base on the upper front anti-collision group is provided with an upper front slope inclined toward the front lower side, and the front magnetic part is inclined and arranged on the upper front slope , the rear side of the front base on the lower front anti-collision group is provided with a lower front slope inclined toward the rear lower side, and the front magnetic part is inclined and arranged on the lower front slope;

The rear anti-collision group is arranged in multiple groups along the vertical direction, including the upper rear anti-collision group located on the upper side and opposite to the upper front anti-collision group, and the upper rear anti-collision group located in the middle and opposite to the middle front anti-collision group The middle rear anti-collision group and the lower rear anti-collision group located on the lower side and opposite to the lower front anti-collision group, the front side of the rear base on the upper rear anti-collision group is provided with a The upper rear slope, the rear magnetic part is inclined and arranged on the upper rear slope, the front side of the rear base on the lower rear anti-collision group is provided with a lower rear slope inclined toward the rear lower side, the The rear magnetic piece is obliquely arranged on the lower rear slope.

In the above-mentioned combined anti-shock and anti-collision buffer device, the cross-section of the buffer unit is a concave hexagon, and a plurality of the buffer units inside the same buffer module are distributed in a staggered arrangement.

In the above-mentioned combined anti-shock and anti-collision buffer device, the buffer unit includes a front connecting portion and a rear connecting portion located on both sides of the front and rear, and a ∨-shaped upper end connecting the front connecting portion and the rear connecting portion respectively. An upper concave part, and a lower concave part in a ∧ shape respectively connecting the lower ends of the front connecting part and the rear connecting part.

In the above-mentioned combined anti-shock and anti-collision buffer device, the inner diameters of the buffer units inside the buffer modules that are sequentially connected from front to rear are sequentially increased in steps.

In the above-mentioned combined anti-shock and anti-collision buffer device, the middle parts of two adjacent buffer modules are hinged by a hinge mechanism, and the front and/or rear end faces of the buffer modules are provided with arc-shaped parts, The buffer module located at the rear side can rotate to the left or right relative to the buffer module located at the front side.

In the above-mentioned combined anti-shock and anti-collision buffer device, a rotating mechanism is provided between two adjacent buffer modules, and the rotating mechanism is arranged on the left and right sides of the buffer module, and one end of the rotating mechanism is located at the The buffer module on the front side is hinged, and the other end is hinged to the buffer module on the rear side, and the turning mechanism is used to turn the buffer module on the rear side to the buffer module on the front side. Group upper side.

The anti-collision buffer vehicle includes a vehicle body, the rear end of the vehicle body is provided with the above-mentioned combined anti-collision and anti-collision buffer device, and the anti-collision buffer vehicle also includes a A drive device capable of reciprocatingly driving the combined anti-collision buffer device to rotate relative to the vehicle body, the drive device can drive the combined anti-collision buffer device to rotate to a horizontal state or a vertical state.

Compared with the prior art, the beneficial effects of the present application are as follows:

1. In this application, an anti-collision module is set between the buffer module and the mounting plate. The anti-collision module includes a front anti-collision group arranged on the side of the installation plate and a rear anti-collision group arranged on the side of the buffer module. When the module is impacted, the buffer module drives the rear anti-collision group to approach the mounting plate and the front anti-collision group. The group moves away from the mounting plate, and the rear anti-collision group drives the mounting plate to move away from the buffer module. Through this design, the buffer module is prevented from colliding with the mounting plate, thereby protecting the cylinder drive device. The collision module can protect the cylinder driving device when the rear vehicle collides, avoiding the scrapping of the cylinder driving device due to impact damage, and reducing the replacement cost.

2. In this application, each buffer module is filled with a plurality of buffer units with a hollow middle part, and the buffer units of the buffer module arranged front to back are set to the inner diameter of the buffer unit located in the front buffer module Smaller than the inner diameter of the cushioning unit located in the rear cushioning module, the porous cushioning unit with increasing gradients is used to not only establish a bionic pomelo peel multi-layered composite cushioning structure during high-speed impact, but also use hollow multi-layered grading The structure can effectively improve the transmission of stress waves, increase the energy absorption capacity, improve the impact resistance and buffer energy absorption effect of the buffer device, and ensure the safety of rear impact vehicles and anti-collision buffer vehicles. After the collision, it is only necessary to partially replace the damaged buffer module, and there is no need to replace the buffer device as a whole, which improves the maintenance efficiency and reduces the cost.

3. In this application, a plurality of buffer modules hinged forward and backward in sequence, and among the two adjacent buffer modules, the buffer module located on the rear side can be opposite to the buffer module located on the front side. The group turns to the left or right. Through this design, when the rear vehicle does not collide with the buffer module along the center, the rear buffer module rotates toward the impact position side relative to the hinged buffer module on the front side. Through adaptive collision The position of the vehicle is adjusted to adjust the buffer angle to achieve the purpose of protecting the rear vehicle and play a good role in buffer protection.

4. In this application, a plurality of buffer modules are set up sequentially from front to back, and a rotation mechanism is provided between two adjacent buffer modules. The buffer module is turned over to the upper side of the buffer module on the front side, and when not in use, the buffer module on the rear side is turned over to the upper side of the buffer module on the front side by a rotating mechanism , the multiple buffer modules arranged in sequence in the horizontal direction can be converted into a vertical mode, and then the oil cylinder drive device on the buffer car can be used to drive the anti-collision device to rotate 90°, and the buffer modules can be loaded into the rear car bucket in sequence, which can be Reduce wind resistance and eliminate height restrictions.

5. The anti-collision buffer vehicle of the present application is provided with a combined anti-shock and anti-collision buffer device at the rear end of the car body to prevent the buffer module from colliding with the oil cylinder drive device, and then protect the oil cylinder drive device to avoid the impact of the oil cylinder drive device. Damaged and scrapped, reducing replacement costs.

Description of drawings

In order to more clearly illustrate the technical solutions in the embodiments of the present application, the following briefly introduces the drawings that need to be used in the description of the embodiments.

Fig. 1 is a three-dimensional schematic diagram of an anti-collision buffer vehicle according to an embodiment of the present application.

Fig. 2 is a schematic perspective view of a combined anti-shock and anti-collision buffer device in an embodiment of the present application.

FIG. 3 is a schematic perspective view of the anti-collision module 4 in the embodiment of the present application.

FIG. 4 is a schematic perspective view of the anti-collision module 4 hiding the rear housing 402 in the embodiment of the present application.

Fig. 5 is a sectional view along B-B direction in Fig. 3 .

FIG. 6 is an internal schematic diagram of the anti-collision module 4 in the embodiment of the present application.

Fig. 7 is a right view of the combined anti-shock and anti-collision buffer device in the embodiment of the present application.

Fig. 8 is a sectional view along A-A direction in Fig. 2 .

Fig. 9 is a schematic perspective view of the driving device 5 driving the combined anti-collision buffer device to turn over to a vertical state in the embodiment.

Fig. 10 is the turning mechanism 6 in the embodiment when the buffer module 1 on the rear side is turned over to the upper side of the buffer module 1 on the front side, and the driving device 5 drives the combined anti-shock and anti-collision buffer device to turn over to a vertical state Stereoscopic diagram.

FIG. 11 is a schematic perspective view of the buffer module 1 on the rear side rotating to the left relative to the buffer module 1 on the front side in the embodiment.

Fig. 12 is a partially enlarged view of part I in Fig. 2 .

Fig. 13 is a partially enlarged view of part II in Fig. 8 .

FIG. 14 is a schematic structural diagram of a buffer unit 10 according to an embodiment of the present application.

Detailed ways

As shown in Figures 1-14, the combined anti-shock and anti-collision buffer device includes a mounting plate 3 for connecting to the rear end of the vehicle and a cushioning mold arranged on the rear side of the mounting plate 3 for absorbing the energy generated when the vehicle collides. Group 1, the combined anti-shock and anti-collision buffer device also includes an anti-collision module 4 arranged between the mounting plate 3 and the buffer module 1, and the anti-collision module 4 includes an anti-collision shell 40. A front anti-collision group 41 is provided in the anti-collision housing 40 close to the side of the mounting plate 3, and a rear anti-collision group 42 is provided in the anti-collision housing 40 near the side of the buffer module 1, so The front anti-collision group 41 and the rear anti-collision group 42 are arranged oppositely. When the buffer module 1 approaches the mounting plate 3, the rear anti-collision group 42 drives the buffer module 1 away from the The installation plate 3 moves in a direction, and the front anti-collision group 41 drives the installation plate 3 to move away from the buffer module 1 .

The present application sets the anti-collision module 4 between the buffer module 1 and the mounting plate 3, and the anti-collision module 4 includes a front anti-collision group 41 arranged on the installation plate 3 side and a front anti-collision group 41 arranged on the buffer module 1 side. The rear anti-collision group 42, when the buffer module 1 is hit, the buffer module 1 drives the rear anti-collision group 42 to approach the mounting plate 3 and the front anti-collision group 41, and at this time the rear anti-collision group 42 and the front anti-collision group The mutual repulsion between 41, the rear anti-collision group 42 drives the buffer module 1 to move away from the installation plate 3, and the front anti-collision group 41 drives the installation plate 3 to move away from the buffer module 1. This design avoids The buffer module 1 bumps into the mounting plate 3, thereby protecting the cylinder driving device. The application can protect the cylinder driving device when the rear vehicle hits by setting the anti-collision module 4, so as to prevent the cylinder driving device from being damaged due to impact. scrapped, reducing replacement costs.

Preferably, the front anti-collision group 41 is provided with a front magnetic part 411, and the rear anti-collision group 42 is provided with a rear magnetic part 421, and the opposite ends of the front magnetic part 411 and the rear magnetic part 421 have the same magnetic poles. and repel each other. This application utilizes the same-sex repulsion principle of magnetic materials to set the rear magnetic part 421 and the front magnetic part 411 on the buffer module 1 and the mounting plate 3 respectively. When hitting at a high speed, the buffer module 1 drives the rear magnetic part 421 to approach the front magnetic part 411. Through the principle of repulsion of the same magnetic poles, the rear magnetic part 421 provides a repulsive force to prevent the buffer module 1 from colliding with the drive device of the oil cylinder, thereby impacting the oil cylinder. The drive is protected.

Preferably, the front anti-collision group 41 also includes a front base 412 arranged on the side of the anti-collision shell 40 close to the installation plate 3, and the front base 412 is provided with an inwardly recessed front socket, The front magnetic part 411 is embedded in the front slot; the front base 412 is used to fix the front magnetic part 411, preferably the front magnetic part 411 is embedded behind the front base 412, and the surface is sealed and packaged by polyurethane resin , play a protective effect.

The rear anti-collision group 42 also includes a rear base 422 arranged on the side of the anti-collision shell 40 close to the buffer module 1, and the rear base 422 is provided with an inwardly recessed rear slot. The rear magnetic part 421 is embedded in the rear embedding groove; by setting the rear base 422, it is used to fix the rear magnetic part 421. Preferably, the rear magnetic part 421 is embedded behind the rear base 422, and the surface is sealed and packaged by polyurethane resin. to the protective effect.

Preferably, the front base 412 is provided with a plurality of the front slots distributed in a rectangular array, and the front magnetic parts 411 are provided with a plurality of them and are respectively embedded in the plurality of front slots. And the magnetic poles of the two adjacent front magnetic parts 411 are opposite; the magnetic poles of adjacent magnets are opposite, that is, the magnetic poles of the diagonal magnets are the same, which are N poles or S poles, and the magnetic poles of the other diagonal magnets are the same, and the same position S Pole or N pole, the arrangement of the magnet array is opposite to that of the adjacent magnets. The advantage is that the magnetic force is strong and can provide a stable repulsion force.

The rear base 422 is provided with a plurality of rear slots distributed in a rectangular array, and the rear magnetic parts 421 are provided with a plurality of rear slots and are respectively embedded in a plurality of the rear slots, and are adjacent to each other. The magnetic poles of the two rear magnetic parts 421 are opposite; the magnetic poles of the adjacent magnets are opposite, that is, the magnetic poles of the diagonal magnets are the same, which are N poles or S poles, and the magnetic poles of the other diagonal magnets are the same, and the same S poles or N poles. The poles are designed to be arranged in an array of magnets opposite to the poles of adjacent magnets. The advantage is that the magnetic force is strong and can provide a stable repulsion force.

Preferably, the front anti-collision group 41 is arranged in multiple groups along the vertical direction, including the upper front anti-collision group 415 located on the upper side, the middle front anti-collision group 416 located in the middle and the lower front anti-collision group located on the lower side 417, the rear side of the front base 412 on the upper front anti-collision group 415 is provided with an upper front slope 413 inclined to the front and lower side, and the front magnetic part 411 is inclined and arranged on the upper front slope 413, The rear side of the front base 412 on the lower front anti-collision group 417 is provided with a lower front slope 414 inclined toward the rear and lower side, and the front magnetic part 411 is obliquely arranged on the lower front slope 414;

The rear anti-collision group 42 is arranged in multiple groups along the vertical direction, including the upper rear anti-collision group 425 located on the upper side and opposite to the upper front anti-collision group 415, and the upper rear anti-collision group 425 located in the middle and opposite to the middle front anti-collision group. The middle and rear anti-collision group 426 opposite to the group 416 and the lower rear anti-collision group 427 located on the lower side and opposite to the lower front anti-collision group 417, the rear base 422 on the upper rear anti-collision group 425 The front side is provided with an upper rear inclined surface 423 inclined towards the front and lower side, the rear magnetic part 421 is inclined and arranged on the upper rear inclined surface 423, and the front side of the rear base 422 on the lower rear anti-collision group 427 is A lower rear inclined surface 424 inclined toward the lower rear side is provided, and the rear magnetic member 421 is obliquely disposed on the lower rear inclined surface 424 .

Both the upper front anti-collision group 415 and the upper rear anti-collision group 425 are arranged to be inclined to the forward and lower side. When being hit, they can provide a repulsive force in the direction of the forward and lower side, so as to avoid dislocation and repulsion to the upper side due to the repulsive force. The lower front anti-collision group 417 and the lower rear anti-collision group 427 are both arranged to be inclined forward and lower, and when hit, they can provide a repulsive force in the direction of the forward and lower side, so as to avoid dislocation and repulsion to the lower side due to the repulsive force. This design makes the direction of the total repelling force front and rear, which plays a stable repelling role.

Preferably, the front anti-collision groups 41 and the rear anti-collision groups 42 are arranged in multiple groups and distributed at equal intervals. The upper side of the application is provided with 2 groups of front anti-collision groups 41 and the rear anti-collision groups 42, 3 groups of front anti-collision groups 41 and the rear anti-collision groups 42 are arranged in the middle, and 2 groups of front anti-collision groups 41 and 42 are arranged on the lower side. The rear anti-collision group 42 can provide stable repelling force through the design of spaced arrangement.

Preferably, the anti-collision housing 40 includes a front housing 401 connected to the mounting plate 3, a rear housing 402 connected to the buffer module 1, and a front housing 401 connected to the rear housing. The middle casing 403 between the body 402, the middle casing 403 is a flexible material. By fixing the front anti-collision group 41 and the rear anti-collision group 42 inside the front case 401 and the rear case 402 respectively, and using the middle case 403 to connect the front case 401 and the rear case 402 In general, by designing the middle shell 403 as a flexible material, a buffer space can be provided in the event of a collision, and the flexible material can be waterproof canvas or other elastic materials.

Preferably, the anti-collision module 4 also includes a guide group 43 arranged around the anti-collision shell 40 for guiding in the front-rear direction, and the guide group 43 includes a front The sleeve 431, the rear sleeve 432 arranged on the rear housing 402, and the guide rod 433 respectively sleeved in the front sleeve 431 and the rear sleeve 432 at both ends, the front housing 401 A front reset member 434 is provided between the front end of the guide rod 433 and a rear reset member 435 is provided between the rear housing 402 and the rear end of the guide rod 433 . By setting the guide group 43 to act as a lateral guide, the misalignment of the front housing 401 and the rear housing 402 is avoided, which affects the cushioning effect.

Preferably, the anti-collision housing 40 is also filled with liquid. The anti-collision housing 40 is an airtight container, and by filling the liquid inside, it has a water resistance effect, further improves the buffering effect and protects the driving device 5 .

Preferably, a plurality of cushioning modules 1 are hinged sequentially from front to back, and among two adjacent cushioning modules 1, the cushioning module 1 on the rear side can be opposite to the cushioning module 1 on the front side 1Turn left or right.

In the prior art, when the rear vehicle does not collide with the anti-collision device in the middle, but hits the left or right side of the anti-collision device, only one side of the anti-collision device works, and the anti-collision effect decreases, which cannot play a good role. Buffer protection effect. In the present application, a plurality of buffer modules 1 hinged front to back are provided, and among two adjacent buffer modules 1, the buffer module 1 on the rear side can be opposite to the buffer module 1 on the front side. Module 1 rotates to the left or right. Through this design, when the rear vehicle does not collide with the buffer module along the center, the rear buffer module rotates toward the impact position side relative to the hinged buffer module on the front side. Adapt to the position of the impacting vehicle to adjust the buffer angle to achieve the purpose of protecting the rear vehicle and play a good role in buffer protection.

Preferably, the middle parts of two adjacent buffer modules 1 are hinged by hinge mechanism 7 . The middle part of the buffer module 1 of the present application is hinged. When the impact direction is on the left side of the buffer module 1, the buffer module on the rear side is rotated to the left relative to the buffer module on the front side to adapt to the adjustment of the position of the impact, and the impact will be adjusted. The force is transmitted to the whole buffer device, avoiding that only the buffer device on the left plays a buffering effect, and the principle is the same when the impact direction is on the right.

Preferably, the hinge mechanism 7 includes a hinge hook 71 provided at the middle of the front side of the buffer module 1, and a hinge protrusion 72 protruding upward at the middle of the rear side of the buffer module 1. The hinge hook 71 on the buffer module 1 is hinged on the hinge protrusion 72 on the buffer module 1 at the front side. By setting the hinge protrusion 72 on the rear side of the buffer module 1 and the hinge hook 71 on the front side of the buffer module 1, the rear buffer module 1 and the front buffer module 1 are hinged and can rotate to the left and right. , to accommodate the impact angle.

In another embodiment of the present application, the hinge mechanism 7 includes a hinge hook 71 provided at the middle part of the rear side of the buffer module 1, and a hinge protrusion 72 provided at the middle part of the front side of the buffer module 1 which protrudes upwards, The hinge hook 71 on the buffer module 1 at the front side is hinged on the hinge protrusion 72 on the buffer module 1 at the rear side. Through this design, the buffer module 1 on the rear side is hinged to the buffer module 1 on the front side, and can be rotated to the left and right to adapt to the impact angle.

Preferably, an arc portion 15 is provided on the front end surface and/or the rear end surface of the buffer module 1 . Preferably, either the front end surface or the rear end surface of the buffer module 1 is provided with an arc-shaped portion, through which the rear buffer module 1 and the front buffer module 1 can be hinged, and can be rotated to the left and right sides, so as to Adapt to the angle of impact.

Preferably, the arc of the arc portion 15 is 100°-120°. This range can prevent the last buffer module 1 from rotating to be perpendicular to the vehicle body.

Preferably, a rotation mechanism 6 is provided on the left and right side walls of two adjacent buffer modules 1, and the rotation mechanism 6 is used for elastically limiting the buffer module 1 located on the rear side relative to the front side. The buffer module 1 rotates. By setting the rotating mechanism 6, the buffer module 1 on the rear side can be kept directly behind the buffer module 1 on the front side, so as to avoid the first deviation when there is no collision. At the same time, the rotating mechanism 6 is an elastic structure, which can adapt to The offset during impact acts as an elastic buffer.

Preferably, an upper hinge seat 12 and a lower hinge seat 13 are provided on the side wall of the buffer module 1; The connecting rod 61 whose rear end is hinged to the lower hinge seat 13 on the rear side of the buffer module 1 , and the connecting rod 61 is a telescopic structure. The front buffer module 1 and the rear buffer module 1 are connected through a connecting rod 61 .

Preferably, the number of the buffer modules 1 is 3-5; the application sets the buffer devices to multiple, and only needs to partially replace the damaged buffer modules after being hit, without the need to replace the buffer devices as a whole, improving Improve maintenance efficiency and reduce costs.

The buffer module 1 on the rear side can be rotated to the left or right by an angle of 5°-15° relative to the buffer module 1 on the front side. With this design, it can be offset at an angle to accommodate the angle of impact.

A rotation mechanism 6 is provided between two adjacent buffer modules 1, and the rotation mechanism 6 is used to turn the buffer module 1 on the rear side onto the buffer module 1 on the front side. side.

In the existing design, after the work is completed, the anti-collision device is turned over to a position perpendicular to the vehicle body, resulting in greater wind resistance when the anti-collision vehicle is driving or parking, and it is easy to roll over, causing damage to the vehicle. In addition, when encountering a height limit Can't pass. In this application, a plurality of cushioning modules 1 are arranged sequentially from front to back, and a rotating mechanism 6 is provided between two adjacent buffering modules 1, and the rotating mechanism 6 is used to place the The buffer module 1 is turned over to the upper side of the buffer module 1 on the front side, and when not in use, the buffer module 1 on the rear side is turned over to the front side by the rotating mechanism 6 On the upper side of the buffer module 1, multiple buffer modules 1 arranged in sequence in the horizontal direction can be converted into a vertical mode, and then the oil cylinder driving device on the buffer vehicle can drive the anti-collision device to rotate 90°, and the buffer module 1 can be Loaded into the rear car body in sequence, it can reduce wind resistance and eliminate height restrictions.

Preferably, the rotating mechanism 6 is arranged on the left and right sides of the buffer module 1, and one end thereof is hinged to the buffer module 1 on the front side, and the other end is hinged to the buffer module 1 on the rear side. . By being provided with a rotating mechanism 6 on both sides of the buffer module 1, the buffer module 1 positioned at the rear side can be turned to the upper side of the buffer module 1 located at the front side, and then the buffer module can be driven by the driving device 5 on the buffer car. The group is transferred into the car bed.

Preferably, the upper end of the rotating mechanism 6 is hinged to the buffer module 1 at the front side, and the lower end is hinged to the buffer module 1 at the rear side. Due to the offset setting between the buffer modules 1, the buffer module 1 located at the rear side can be turned over to the upper side of the buffer module located at the front side by setting the rotating mechanism along the direction from the rear down to the front side, and vice versa.

Preferably, two adjacent side walls of the buffer modules 1 are provided with a plurality of parallel rotating mechanisms 6 . In the embodiment of the present application, two rotating mechanisms are arranged between the two buffer modules 1 on each side, and this design can prevent the buffer module 1 located on the rear side from rotating forward or rear along the hinge.

Preferably, an upper hinged seat 12 is provided on the side wall of the buffer module 1, and a lower hinged seat 13 is provided on the lower side of the upper hinged seat 12; The upper hinge seat 12 on the module 1 is hinged, and the rear end is hinged to the connecting rod 61 on the lower hinge seat 13 on the buffer module 1 at the rear side. The connecting rods 61 are respectively hinged to the buffer modules 1 on the adjacent two sides, so that the rear buffer module can be turned over to the upper side of the front buffer module.

Preferably, the anti-rotation part 14 is provided on the side wall of the buffer module 1, and the anti-rotation part 14 is used to prevent the buffer module 1 on the rear side from turning over to the front side by the rotating mechanism 6. The front side of the buffer module 1 . The purpose of setting the anti-rotation part is to prevent the rear buffer module from continuing to rotate forward to the front end of the front buffer module when the rear buffer module turns to the front buffer module, which will affect the folding effect.

Preferably, the connecting rod 61 is a telescopic structure. By setting the connecting rod 61 in the telescopic mode, when the rear buffer module rotates to the upper side of the front buffer module, it can drop to the upper end of the front buffer module, which is convenient for storage.

Preferably, the middle part of the buffer module 1 is provided with a hinged hook 71, and the middle part of the rear side is provided with an upwardly protruding hinged protrusion 72, and the hinged hook 71 on the buffer module 1 on the rear side can be Hooked on the hinge protrusion 72 on the buffer module 1 at the front side. Through this design, the buffer module 1 on the rear side can be kept on the same level as the buffer module 1 on the front side, and can be hung on the hinge protrusion 72 of the buffer module on the front side through the hinge hook 71 of the buffer module on the rear side , keep the two on the same level, and rotate the two without affecting the turning mechanism due to the hooking.

Preferably, the number of buffer modules 1 is 3-5. In this application, multiple buffer devices are provided, and after being hit, it is only necessary to replace the damaged buffer module partially, without replacing the buffer device as a whole, which improves the maintenance efficiency and reduces the cost.

The buffer module 1 is filled with a plurality of buffer units 10 which are hollow in the middle and are used to absorb the energy generated when the vehicle collides, and the inner diameter of the buffer units 10 filled in the buffer module 1 on the front side is smaller than The inner diameter of the buffer unit 10 filled in the buffer module 1 at the rear side.

In this application, the cushioning device is arranged as a plurality of cushioning modules 1 sequentially connected from front to back, and each cushioning module 1 is filled with a plurality of hollow cushioning units 10 in the middle. The buffer unit 10 of the module 1 is set such that the inner diameter of the buffer unit 10 located in the front buffer module 1 is smaller than the inner diameter of the buffer unit 10 located in the rear buffer module 1, and the porous buffer unit 10 with gradient incremental changes is used, In the case of high-speed impact, not only the multi-layer composite buffer structure of the bionic grapefruit skin is established, but also the hollow multi-layer hierarchical structure is used to effectively improve the transmission of stress waves, increase the energy absorption capacity, and improve the shock resistance of the buffer device. The cushioning and energy-absorbing effect ensures the safety of rear impact vehicles and anti-collision buffer vehicles. At the same time, multiple buffer devices are set. After being hit, only the damaged buffer module 1 can be replaced partially, and there is no need to replace the buffer device as a whole. Improve maintenance efficiency and reduce costs.

Preferably, the cross-section of the buffer unit 10 is a concave hexagon, and a plurality of the buffer units 10 inside the same buffer module 1 are distributed in a staggered arrangement. The negative Poisson's ratio structure is adopted, and the buffer units are arranged in a staggered concave hexagonal structure, and the buffer units 10 arranged in sequence jointly absorb the impact energy and reduce the peak impact force. On the one hand, the negative Poisson’s ratio structure can constrain the lateral expansion deformation of the internal buffer material, improve the stress transfer capability of the impact load along the circumferential direction of the clip, better realize the stress diffusion, and effectively prevent the bubble buffer unit from being damaged under the impact load. Splashing occurs or the structure cannot be completely compacted due to brittle fracture, which improves the energy absorption capacity of the buffer unit; on the other hand, the buffer unit can provide lateral support for the negative Poisson’s ratio mechanism, thereby improving the negative Poisson’s ratio skeleton Vertical stiffness, which in turn increases the load-carrying capacity of the entire sacrificial structure.

Preferably, the multiple buffer units 10 inside the same buffer module 1 have the same cross section and are arranged in an array. Arranged in an array in a specific form, the resulting buffer units are isotropic, thereby achieving a good buffering and energy-absorbing effect when the vehicle hits.

Preferably, the buffer unit 10 includes a front connecting portion 101 and a rear connecting portion 102 located on the front and rear sides, an upper concave portion 103 that connects the upper ends of the front connecting portion 101 and the rear connecting portion 102 respectively and is V-shaped, and The lower ends of the front connecting portion 101 and the rear connecting portion 102 are connected respectively and form a ∧-shaped lower concave portion 104 . It can effectively improve the stability of the structure, so that the structure has a more stable platform stress stage during the process of buffering and absorbing energy. This advantage is especially obvious under high-speed impact.

Preferably, the front connecting portion 101 and the rear connecting portion 102 have the same height, and the upper concave portion 103 and the lower concave portion 104 have the same width. It is conducive to staggered arrangement, forming interconnection, preventing material from splashing during impact, extending and deforming along the vertical direction, and providing horizontal cushioning capacity.

Preferably, the height of the front connecting portion 101 and the rear connecting portion 102 is greater than the width of the upper concave portion 103 and the lower concave portion 104 . It can further improve the cushioning effect and can absorb energy well.

Preferably, the inner diameters of the buffer units 10 inside the buffer module 1 that are sequentially connected from front to rear are sequentially increased in steps. Utilizing the porous buffer unit 10 with increasing gradient changes, not only a multi-layer composite buffer structure of bionic grapefruit skin is established during high-speed impact, but also a hollow multi-layer hierarchical structure is used to effectively improve the transmission of stress waves and increase energy absorption. The ability to improve the shock resistance and energy absorption effect of the buffer device ensures the safety of rear impact vehicles and anti-collision buffer vehicles.

Preferably, the buffer module 1 includes a module casing 11; the buffer unit 10 is strip-shaped, and is arranged in the module casing 11 along the left-right direction and/or the up-down direction. When in use, the buffer units 10 are sequentially stacked and stacked into the module housing 11. The buffer units 10 can be placed horizontally along the left and right directions, or vertically along the up and down directions. Of course, the buffer units can also be placed horizontally and vertically. Place them one after the other to form a better cushioning effect.

Preferably, the buffer unit 10 is made of one or more combinations of magnesium alloy, aluminum alloy, polypropylene foam, polyethylene foam, polyurethane foam or polypropylene foam. It has the advantage of easy variability in quality and can play a good cushioning effect.

The anti-collision buffer car includes a car body 2, the rear end of the car body 2 is provided with the above-mentioned combined anti-collision and anti-collision buffer device, and the anti-collision buffer car also includes a reciprocating drive on the car body 2 The combined anti-shock and anti-collision buffer device is a drive device 5 that rotates relative to the vehicle body 2, and the drive device 5 can drive the combined anti-shock and anti-collision buffer device to rotate to a horizontal state or a vertical state.

The above descriptions are only preferred embodiments of the application, and are not intended to limit the application. Any modifications, equivalent replacements and improvements made within the spirit and principles of the application should be included in the protection of the application. within range.

Claims (10)

1. Combined impact-resistant anti-collision buffer device, which comprises a mounting plate (3) connected to the rear end of a vehicle, and is characterized in that: the anti-collision durable anti-collision device is characterized in that a plurality of buffer modules (1) used for absorbing energy generated during vehicle collision are sequentially arranged on the rear side of the mounting plate (3) from front to back, the anti-collision durable anti-collision device further comprises anti-collision modules (4) arranged between the mounting plate (3) and the buffer modules (1), each anti-collision module (4) comprises an anti-collision shell (40), a front anti-collision group (41) is arranged in the anti-collision shell (40) and close to the mounting plate (3), a rear anti-collision group (42) is arranged in the anti-collision shell (40) and close to the buffer module (1), the front anti-collision group (41) and the rear anti-collision group (42) are arranged oppositely, when the buffer module (1) is close to the mounting plate (3), the rear anti-collision group (42) drives the buffer module (1) to move towards the direction far away from the mounting plate (3), and the front anti-collision group (41) drives the mounting plate (3) to move towards the direction far away from the buffer module (1);

the buffer module (1) is filled with a plurality of buffer units (10) which are hollow in the middle and used for absorbing energy generated during vehicle collision, and the inner diameter of the buffer units (10) filled in the buffer module (1) positioned on the front side is smaller than the inner diameter of the buffer units (10) filled in the buffer module (1) positioned on the rear side.

2. The impact resistant crash cushion of claim 1 wherein: the front anti-collision assembly (41) is provided with a front magnetic part (411), the rear anti-collision assembly (42) is provided with a rear magnetic part (421), and opposite ends of the front magnetic part (411) and the rear magnetic part (421) have the same magnetic poles and repel each other.

3. The impact resistant crash cushion of claim 2 wherein: the front anti-collision group (41) further comprises a front base (412) arranged on the side, close to the mounting plate (3), of the anti-collision shell (40), an inward-concave front embedded groove is formed in the front base (412), and the front magnetic part (411) is embedded in the front embedded groove;

the rear anti-collision group (42) is characterized in that the anti-collision shell (40) is close to the rear base (422) on the side of the buffer module (1), an inward concave rear caulking groove is formed in the rear base (422), and the rear magnetic part (421) is embedded in the rear caulking groove.

4. The impact resistant crash cushion of claim 1 wherein: the front anti-collision group (41) is provided with a plurality of groups along the vertical direction, and comprises an upper front anti-collision group (415) positioned on the upper side, a middle front anti-collision group (416) positioned in the middle and a lower front anti-collision group (417) positioned on the lower side, wherein an upper front inclined surface (413) inclined towards the front lower side is arranged on the rear side of the front base (412) on the upper front anti-collision group (415), the front magnetic part (411) is obliquely arranged on the upper front inclined surface (413), a lower front inclined surface (414) inclined towards the rear lower side is arranged on the rear side of the front base (412) on the lower front anti-collision group (417), and the front magnetic part (411) is obliquely arranged on the lower front inclined surface (414);

the rear anti-collision group (42) is provided with multiple groups along the vertical direction, and comprises an upper rear anti-collision group (425) which is positioned on the upper side and is opposite to the upper front anti-collision group (415), a middle rear anti-collision group (426) which is positioned in the middle and is opposite to the middle front anti-collision group (416), and a lower rear anti-collision group (427) which is positioned on the lower side and is opposite to the lower front anti-collision group (417), wherein an upper rear inclined surface (423) inclined towards the front lower side is arranged on the front side of the rear base (422) on the upper rear anti-collision group (425), a lower rear inclined surface (424) inclined towards the rear lower side is arranged on the front side of the rear base (422) on the lower rear anti-collision group (427), and the rear magnetic member (421) is obliquely arranged on the lower rear inclined surface (424).

5. The impact resistant crash cushion of claim 1 wherein: the cross section of the buffer unit (10) is concave hexagon, and the buffer units (10) in the same buffer module (1) are distributed in a staggered arrangement.

6. The modular impact resistant crash cushion of claim 5 wherein: the buffer unit (10) comprises a front connecting part (101) and a rear connecting part (102) which are positioned at the front side and the rear side, a V-shaped upper concave part (103) which is respectively connected with the upper ends of the front connecting part (101) and the rear connecting part (102), and an inverted V-shaped lower concave part (104) which is respectively connected with the lower ends of the front connecting part (101) and the rear connecting part (102).

7. The impact resistant crash cushion of claim 1 wherein: the inner diameter sizes of the buffer units (10) inside the buffer module (1) which are sequentially connected from front to back are sequentially increased in a step mode.

8. The impact resistant crash cushion of claim 1 wherein: two adjacent the middle part of buffering module (1) is articulated through hinge mechanisms (7), buffering module (1) front side terminal surface and/or rear side terminal surface are equipped with arc portion (15), are located the rear side buffering module (1) can be located the front side relatively buffering module (1) is toward left side or right side rotation.

9. The impact resistant crash cushion of claim 1 wherein: adjacent two be equipped with slewing mechanism (6) between buffering module (1), slewing mechanism (6) are located the buffering module (1) left and right sides, and its one end with be located the front side buffering module (1) is articulated, the other end with be located the rear side buffering module (1) is articulated, slewing mechanism (6) are used for will be located the rear side buffering module (1) upset is to being located the front side buffering module (1) upside.

10. Anticollision buffer car, including automobile body (2), its characterized in that: the rear end of the vehicle body (2) is provided with the combined impact-resistant anti-collision buffer device as claimed in any one of claims 1 to 9, the anti-collision buffer vehicle further comprises a driving device (5) which is arranged between the vehicle body (2) and the mounting plate (3) and can drive the combined impact-resistant anti-collision buffer device to rotate relative to the vehicle body (2) in a reciprocating manner, and the driving device (5) can drive the combined impact-resistant anti-collision buffer device to rotate to a horizontal state or a vertical state.

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