CN211765404U - Pedestrian protection device of vehicle and unmanned vehicle - Google Patents
Pedestrian protection device of vehicle and unmanned vehicle Download PDFInfo
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- CN211765404U CN211765404U CN201922490429.4U CN201922490429U CN211765404U CN 211765404 U CN211765404 U CN 211765404U CN 201922490429 U CN201922490429 U CN 201922490429U CN 211765404 U CN211765404 U CN 211765404U
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Abstract
The utility model provides a pedestrian protection device and unmanned car of vehicle belongs to driving safety technical field. The anti-collision beam and the protection unit are connected to the vehicle through the at least one group of transmission mechanisms, in the process that the vehicle collides with pedestrians or other obstacles, after the outermost anti-collision beam of the vehicle contacts the pedestrians, the anti-collision beam plays a role in buffering and starts to drive the transmission mechanisms to move, and when the transmission mechanisms move to a preset state, the protection unit is separated from the transmission mechanisms. Therefore, when the vehicle continues to move based on inertia, since the protection unit has rotated a distance toward the inside of the vehicle, the possibility that a pedestrian collides with the protection unit is reduced, and even if the pedestrian collides with the protection unit, the relative speed thereof is reduced, thereby reducing the injury to the pedestrian.
Description
Technical Field
The disclosure relates to the technical field of driving safety, in particular to a pedestrian protection device of a vehicle and an unmanned vehicle.
Background
When a vehicle encounters an obstacle during driving, if the vehicle is not successfully evaded but collides with the obstacle, the vehicle and the obstacle are damaged, and in the case that the obstacle is a pedestrian, the pedestrian needs to be safely placed at a primary position, so that a pedestrian protection device needs to be arranged on the vehicle.
A pedestrian protection apparatus commonly used at present is a bumper installed in front of a vehicle, the bumper is made of a brittle material, and in case of collision, the bumper collides with a pedestrian before a protective cover of the vehicle, and the kinetic energy of the vehicle is reduced by deformation or damage of the bumper, so that the relative speed of the protective cover of the vehicle when colliding with the pedestrian is reduced.
However, the above device does not effectively function to protect pedestrians.
SUMMERY OF THE UTILITY MODEL
The embodiment of the disclosure provides a pedestrian protection device of a vehicle and an unmanned vehicle, which can at least partially solve the problems in the prior art. The technical scheme is as follows:
in one aspect, there is provided a pedestrian protection apparatus of a vehicle, the apparatus including: the protection unit, at least one group of transmission mechanisms and the anti-collision beam;
the protection unit is arranged on the vehicle through at least one hinge and at least one group of transmission mechanisms;
the anti-collision beam is arranged on the vehicle through at least one group of transmission mechanism and elastic piece;
the anti-collision beam can drive at least one group of transmission mechanisms to move, and when the transmission mechanisms move to a preset state, the protection unit is separated from the transmission mechanisms.
In one possible design, each set of the transmission mechanisms comprises: a driving gear and a driven gear engaged with the driving gear;
the driving gear is rotatably connected in the vehicle through a rotating shaft, the driving gear is also fixedly connected with the inner end part of the anti-collision beam, and the anti-collision beam can drive the driving gear to rotate around the rotating shaft of the driving gear;
the driven gear is rotatably connected in the vehicle, and the outer end face of the driven gear is connected with one end of the protection unit;
when the driven gear rotates to a preset position, the protection unit rotates around at least one hinge so as to be separated from the driven gear.
In one possible design, at least one gear groove is arranged on the outer side surface of the driven gear, and the gear groove comprises a gear circular groove part and a gear opening part communicated with the gear circular groove part;
the protection unit is provided with a protection bulge matched with the gear circular groove part, the protection bulge is clamped in the gear circular groove part, and when the driven gear rotates to the preset position, the protection bulge can be separated from the gear circular groove part and the gear opening part.
In one possible design, the width of the gear opening is gradually enlarged from the gear circular groove portion to the outside.
In one possible design, the protection unit is provided with at least one protection groove, and the protection groove comprises a protection circular groove part and a protection opening part communicated with the protection circular groove part;
the outer side face of the driven gear is provided with a gear bulge matched with the protection circular groove portion, the gear bulge is clamped in the protection circular groove portion, and when the driven gear rotates to the preset position, the gear bulge can be separated from the protection circular groove portion and the protection opening portion.
In one possible design, a sensing unit is disposed on the anti-collision beam, and the sensing unit is electrically coupled to a traveling unit of the vehicle and is configured to send a braking signal to the traveling unit.
In one possible design, the apparatus further includes: fixing the housing;
the fixed shell is made of a material with the elongation rate of less than 5 percent and is sleeved outside the protection unit;
the top of the fixed shell is fixedly connected with the vehicle.
In one possible design, the apparatus further includes: a movable housing;
the movable housing is fixed on the outer wall of the protection unit.
In one possible design, the impact beam includes: the bumper comprises a bumper and at least one group of supporting rods connected with the bumper;
each group of the supporting rods comprises a first supporting rod and a second supporting rod positioned below the first supporting rod;
the end part of each first supporting rod is fixedly connected with one driving gear;
the end of each second supporting rod is connected with the vehicle through the elastic piece.
In one possible design, the outer end of the impact beam is provided with at least one external sensor which is able to send a braking signal to the walking unit on the basis of the pressure to which it is subjected.
In one possible design, at least one internal sensor is provided on the impact beam at a position opposite the vehicle, which internal sensor is capable of sending a braking signal to the traveling unit based on the movement of the impact beam.
In one aspect, an unmanned vehicle is provided that includes a frame, a walking unit disposed at a bottom of the frame, and two pedestrian protection devices of the vehicle provided in any one of the possible designs described above disposed at both ends of the frame.
The anti-collision beam and the protection unit are connected to the vehicle through the at least one group of transmission mechanisms, in the process that the vehicle collides with pedestrians or other obstacles, after the outermost anti-collision beam of the vehicle contacts the pedestrians, the anti-collision beam plays a role in buffering and starts to drive the transmission mechanisms to move, and when the transmission mechanisms move to a preset state, the protection unit is separated from the transmission mechanisms. Therefore, when the vehicle continues to move based on inertia, since the protection unit has rotated a distance toward the inside of the vehicle, the possibility that a pedestrian collides with the protection unit is reduced, and even if the pedestrian collides with the protection unit, the relative speed thereof is reduced, thereby reducing the injury to the pedestrian.
Drawings
In order to more clearly illustrate the technical solutions in the embodiments of the present disclosure, the drawings needed to be used in the description of the embodiments are briefly introduced below, and it is obvious that the drawings in the following description are only some embodiments of the present disclosure, and it is obvious for those skilled in the art to obtain other drawings based on the drawings without creative efforts.
Fig. 1 is a schematic structural view of a pedestrian protection apparatus for a vehicle according to an embodiment of the present disclosure;
fig. 2 is a schematic structural diagram of a transmission mechanism 2 provided in the embodiment of the present disclosure;
fig. 3 is a schematic structural view of a pedestrian protection apparatus for a vehicle according to an embodiment of the present disclosure;
fig. 4 is a schematic structural diagram of a transmission mechanism 2 provided in the embodiment of the present disclosure;
fig. 5 is a schematic structural diagram of a driven gear 22 provided in the embodiment of the present disclosure;
FIG. 6 is a schematic structural diagram of an unmanned vehicle provided by an embodiment of the present disclosure;
FIG. 7 is a schematic view of an operation process of an unmanned vehicle according to an embodiment of the disclosure;
fig. 8 is a schematic view of an operation process of an unmanned vehicle according to an embodiment of the present disclosure.
The reference numerals for the various parts in the drawings are illustrated below:
1-a protection unit;
11-a protective projection;
2-a transmission mechanism;
21-a drive gear;
22-a driven gear;
221-gear grooves;
2211-gear round slot, 2212-gear opening;
3-an anti-collision beam;
31-a bumper;
32-a support bar;
321-a first strut, 322-a second strut;
4-a hinge;
5-an elastic member;
6-a sensing unit;
61-external sensor, 62-internal sensor;
7-fixing the shell.
Detailed Description
To make the objects, technical solutions and advantages of the present disclosure more apparent, embodiments of the present disclosure will be described in detail with reference to the accompanying drawings.
Fig. 1 is a schematic structural diagram of a pedestrian protection apparatus for a vehicle according to an embodiment of the present disclosure, in which a transmission mechanism 2 in fig. 1 is in an initial state, and fig. 2 is a schematic structural diagram of a transmission mechanism 2 according to an embodiment of the present disclosure, please refer to fig. 1 and fig. 2, and the apparatus includes: the collision-proof device comprises a protection unit 1, at least one group of transmission mechanisms 2 and an anti-collision beam 3; the protection unit 1 is mounted to the vehicle by means of at least one hinge 4 and at least one set of the transmission 2; the anti-collision beam 3 is arranged on the vehicle through at least one group of the transmission mechanism 2 and the elastic piece 5; the anti-collision beam 3 can drive at least one group of the transmission mechanisms 2 to move; when the transmission mechanism 2 moves to a preset state, the protection unit 1 is separated from the transmission mechanism 2.
The working principle of the device is described in detail below:
the device may be adapted to a general vehicle or an unmanned vehicle driven by a driver, and may be used for carrying people or goods, for example, for delivering take-out goods, and the like, which is not limited in this embodiment. The walking unit comprises a power unit, a control unit, a wheel set and the like, and has the functions of walking, turning, backing, braking and the like; the device is arranged on a vehicle.
When a vehicle runs and encounters an obstacle, if collision is not successfully avoided and caused, the collision-proof beam 3 firstly collides with the obstacle, the collision-proof beam 3 plays a role in buffering and starts to drive the transmission mechanism 2 to move, the structure of the device in the moving process and the structure of the transmission mechanism 2 refer to fig. 3 and 4, when the transmission mechanism 2 rotates to a preset state, the protection unit 1 is released and rotates downwards around the hinge 4 at the top until the protection unit 1 is separated from the transmission mechanism 2.
By using at least one group of transmission mechanisms 2 to connect the anti-collision beam 3 and the protection unit 1 to the vehicle, in the process of collision between the vehicle and a pedestrian or other obstacles, after the anti-collision beam 3 at the outermost part of the vehicle contacts the pedestrian, the anti-collision beam 3 plays a role in buffering and starts to drive the transmission mechanisms 2 to move, and when the transmission mechanisms 2 move to a preset state, the protection unit 1 is separated from the transmission mechanisms 2. Therefore, when the vehicle continues to move based on inertia, since the protection unit 1 has rotated a distance toward the inside of the vehicle, the possibility that a pedestrian collides with the protection unit 1 becomes small, and even if the pedestrian collides with the protection unit 1, the relative speed thereof is reduced, thereby reducing the injury to the pedestrian.
The following details the structure and the working principle of each part of the device:
in one possible design, each set of transmission mechanisms 2 comprises: a drive gear 21 and a driven gear 22 engaged with the drive gear 21; the driving gear 21 is rotatably connected in the vehicle through a rotating shaft, the driving gear 21 is also fixedly connected with the inner end part of the anti-collision beam 3, and the anti-collision beam 3 can drive the driving gear 21 to rotate around the rotating shaft of the driving gear 21; the driven gear 22 is rotatably connected in the vehicle, and the outer end face of the driven gear 22 is connected with one end of the protection unit 1; when the driven gear 22 rotates to a preset position, the protection unit 1 rotates around at least one of the hinges 4, thereby being disengaged from the driven gear 22.
Based on the structure, the anti-collision beam 3 collides with pedestrians or other obstacles and rotates under pressure, so that the driving gear 21 is driven to rotate, and the driving gear 21 drives the driven gear 22 to rotate until the driven gear rotates to the preset position.
The driven gear 22 and the protection unit 1 have a plurality of possible configurations, two of which are described below as examples:
first, please refer to fig. 5, fig. 5 is a schematic structural diagram of a driven gear 22 according to an embodiment of the present disclosure, in which at least one gear groove 221 is formed on an outer side surface of the driven gear 22, and the gear groove 221 includes a gear circular groove portion 2211 and a gear opening portion 2212 communicated with the gear circular groove portion 2211; the protection unit 1 is provided with a protection protrusion 11 adapted to the gear circular groove 2211, the protection protrusion 11 is clamped in the gear circular groove 2211, and when the driven gear 22 rotates to the preset position, the protection protrusion 11 can be separated from the gear circular groove 2211 and the gear opening 2212.
The driven gear 22 may be sleeved on a driven shaft, and the driven shaft is mounted on the vehicle through a bearing, so that the driven gear 22 can rotate relative to the vehicle, and the driving gear 21 has a similar structure, which is not described herein again.
The inner side surface of the driven gear 22 is a side surface adjacent to the vehicle, and the outer side surface is a surface opposite to the inner side surface.
Since the protection unit 1 is connected to the vehicle through the hinge 4 and the transmission mechanism 2, the hinge 4 may include a hinge shaft rotatably connected to the vehicle, a through hole is formed at one end of the protection unit 1, the through hole is sleeved on the hinge shaft, and a limit structure, such as a nut, is provided at the end of the hinge shaft to limit the movement of the protection unit 1 in the axial direction. Based on this, the protection unit 1 does not come off in the axial direction of the driven gear 22 (also in the axial direction of the hinge 4) during the rotation of the driven gear 22, but may be limited in other ways to limit the displacement of the protection unit 1 in the axial direction.
Due to the limitation of the hinge 4, the protection unit 1 can only rotate around the hinge 4, and therefore, the protection unit 1 can be escaped only when the driven gear 22 rotates to a preset position, which means that the gear opening portion 2212 is just positioned in the direction in which the protection unit 1 rotates around the hinge 4, that is, the case shown in fig. 4. Referring to fig. 2, the position of the driven gear 22 in the initial state shown in fig. 2 can be set according to the position of the driven gear 22 in the active state shown in fig. 4 and the desired rotation angle of the impact beam 3. The rotation angle of the impact beam 3 is the angle at which the impact beam 3 rotates with respect to the initial state when the protection unit 1 is just detached from the vehicle.
In one possible design, the gear opening 2212 may be an arc shape along the moving direction of the protection protrusion 11 and having a width equal to the diameter of the protection protrusion 11, so that the protection protrusion 11 can be smoothly separated from the gear groove 221 along the gear opening 2212.
In one possible design, the width of the gear opening 2212 is gradually increased outward from the gear circular slot 2211. Therefore, the protection unit 1 is prevented from being stuck in the gear opening 2212 due to friction and the like, and smooth transition is formed between the gear opening 2212 and the gear circular groove 2211, so that the protection unit 1 can be conveniently and smoothly separated, and safety is guaranteed.
Secondly, at least one protection groove is arranged on the protection unit 1, and the protection groove comprises a protection circular groove part and a protection opening part communicated with the protection circular groove part; the outer side surface of the driven gear 22 is provided with a gear protrusion matched with the protection circular groove part, the gear protrusion is clamped in the protection circular groove part, and when the driven gear 22 rotates to the preset position, the gear protrusion can be separated from the protection circular groove part and the protection opening part.
The separation of the protective unit 1 from the vehicle is also facilitated by the design of the protective recess in the protective unit 1. Further, the shape of the protection opening can also have various designs, similar to the gear opening 2212, and thus is not described herein again.
In one possible design, the impact beam 3 is provided with a sensing unit 6, and the sensing unit 6 is electrically coupled with a traveling unit of the vehicle and used for sending a braking signal to the traveling unit.
When a vehicle runs and encounters an obstacle, if collision is not successfully avoided and caused, the anti-collision beam 3 collides with the obstacle, and then the sensing unit 6 sends a braking signal to the running unit to brake the vehicle.
Referring to fig. 3, in one possible design, the apparatus further includes: a fixed housing 7; the fixed shell 7 is made of a material with the elongation rate less than 5 percent and is sleeved outside the protection unit 1; the top of the stationary housing 7 is fixedly attached to the vehicle.
In this structure, after the protection unit 1 falls, the fixed housing 7 remains in place, please refer to fig. 8, if the vehicle continues to move under the inertia effect, the fixed housing 7 collides with the pedestrian, compared with the original hard protection unit 1, the fixed housing 7 made of brittle material with the elongation rate less than 5% is easy to be broken, the breaking process of the fixed housing 7 reduces the kinetic energy of the vehicle, and further reduces the speed of the vehicle; thereafter, since the protection unit 1 has been rotated a distance toward the inside of the vehicle, the possibility that a pedestrian collides with the protection unit 1 becomes small, and even if the pedestrian collides with the protection unit 1, the relative speed thereof is reduced, thereby reducing the injury to the pedestrian.
Specifically, this fixed shell 7 can be made by plastics, and thickness is little, and intensity is little, and easy breakage is down acted on by external force, and in the vehicle was in initial state or the vehicle was in daily work in-process, this fixed shell 7's top and this vehicle fixed connection, supported by protection unit 1 simultaneously, this protection unit 1 is the metal material, can be frame construction, plays the supporting role, and the rigidity is big, and is not fragile, and fixed shell 7 and protection unit 1 form the windshield of vehicle jointly, hides the wind and rain for goods or personnel inside the vehicle, avoids the injury.
Other parts of the vehicle may be provided with other housings, and connected to the fixed housing 7, or the fixed housing 7 and other housings may be formed integrally, which is not limited in the embodiment.
In one possible design, the apparatus further includes: a movable housing; the movable housing is fixed to the outer wall of the protection unit 1.
Based on above-mentioned structure, when protecting unit 1 breaks away from the vehicle, the movable shell can follow protecting unit 1 and rotate downwards from the original position, and there is no any structure in former movable shell and protecting unit 1's position again to make the pedestrian when hitting anticollision roof beam 3, for former structure, the pedestrian gets into the relative distance grow between the movable shell of vehicle and protecting unit 1, is favorable to the vehicle to collide with the pedestrian again after the abundant speed reduction, perhaps no longer collides with, has further reduced the injury to the pedestrian.
In one possible design, the impact beam 3 comprises: a bumper 31 and at least one set of support bars 32 connected to the bumper 31; each set of the support rods 32 comprises a first support rod 321 and a second support rod 322 located below the first support rod 321; the end of each first supporting rod 321 is fixedly connected with one driving gear 21; the end of each second strut 322 is connected to the vehicle through the elastic member 5.
The number of the support rods 32 may be one group, and the support rods are arranged in the middle of the bumper 31 to keep balance; or the number of the support rods 32 may be multiple groups, and the support rods are uniformly distributed on the bumper 31, so that the bumper 31 is stably connected with the vehicle.
The first support rod 321 and the second support rod 322 are respectively fixedly connected to the bumper 31 to support the bumper 31, and the elastic member 5 may be a spring to support the bumper 31 in an initial state, so that the bumper 31 can rotate downward when the bumper 31 hits an obstacle, thereby providing a buffering effect to prevent the bumper 31 or the obstacle from being damaged.
The sensing unit 6 may have a plurality of possible forms, and may be located at different positions on the impact beam 3, and in the following, the sensing unit 6 may comprise at least one of the external sensor 61 and the internal sensor 62, taking two possible forms as examples.
In one possible design, the outer end of the impact beam 3 is provided with at least one external sensor 61, which external sensor 61 is able to send a braking signal to the walking unit on the basis of the pressure to which it is subjected.
The external sensor 61 may be one or more elongated stress sensors, which are sequentially disposed at the outer end of the impact beam 3, that is, at a position where the impact beam may contact with an obstacle, so as to detect the impact of the impact beam 3 with the obstacle at the first time and brake the vehicle in time.
In one possible design, at least one internal sensor 62 is provided on the impact beam 3 at a position opposite to the vehicle, which internal sensor 62 is capable of sending a braking signal to the traveling unit based on the movement of the impact beam 3.
The internal sensor 62 may be a distance sensor or a travel switch, and in an initial state, the internal sensor 62 is opposite to any one position on the vehicle, and after the impact beam 3 starts to move, the internal sensor 62 is no longer opposite to a home position on the vehicle, so that the internal sensor 62 can generate and transmit a brake signal.
All the above optional technical solutions may be combined arbitrarily to form the optional embodiments of the present disclosure, and are not described herein again.
The device provided by the disclosure is characterized in that the anti-collision beam 3 and the protection unit 1 are connected to a vehicle by using at least one group of transmission mechanisms 2, in the process of collision between the vehicle and a pedestrian or other obstacles, after the anti-collision beam 3 at the outermost part of the vehicle contacts the pedestrian, the anti-collision beam 3 plays a role in buffering and starts to drive the transmission mechanisms 2 to move, and when the transmission mechanisms 2 move to a preset state, the protection unit 1 is separated from the transmission mechanisms 2. Therefore, when the vehicle continues to move based on inertia, since the protection unit 1 has rotated a distance toward the inside of the vehicle, the possibility that a pedestrian collides with the protection unit 1 becomes small, and even if the pedestrian collides with the protection unit 1, the relative speed thereof is reduced, thereby reducing the injury to the pedestrian.
Further, by mounting at least one of the external sensor 61 and the internal sensor 62 on the impact beam 3, it is possible to detect the impact of the impact beam 3 with an obstacle in time and brake the vehicle in time.
FIG. 6 is a schematic structural diagram of an unmanned vehicle provided by an embodiment of the present disclosure; FIG. 7 is a schematic view of an operation process of an unmanned vehicle according to an embodiment of the disclosure; fig. 8 is a schematic view of an operation process of an unmanned vehicle according to an embodiment of the present disclosure. Wherein fig. 6 shows an initial state, fig. 7 shows a state when the impact beam 3 is rotated downward during operation, fig. 8 shows a state when the protection unit 1 is detached, please refer to fig. 6 to 8, the unmanned vehicle comprises a vehicle frame, a walking unit arranged at the bottom of the vehicle frame, and two pedestrian protection devices of the vehicle provided in any one of the above possible designs arranged at the two ends of the vehicle frame.
In a vehicle, a frame is a main body frame and plays a role in supporting various parts of the vehicle; the two ends of the frame are respectively provided with a pedestrian protection device, so that the vehicle can protect obstacles in the advancing direction in the collision process no matter which direction the vehicle moves. Other parts necessary for the vehicle are further arranged on the frame, and the description of the embodiment is omitted.
The foregoing is considered as illustrative of the embodiments of the disclosure and is not to be construed as limiting thereof, and any modifications, equivalents, improvements and the like made within the spirit and principle of the disclosure are intended to be included within the scope of the disclosure.
Claims (11)
1. A pedestrian protection apparatus for a vehicle, characterized by comprising: the anti-collision device comprises a protection unit (1), at least one group of transmission mechanisms (2) and an anti-collision beam (3);
the protection unit (1) is mounted to the vehicle by means of at least one hinge (4) and at least one set of said transmission mechanisms (2);
the anti-collision beam (3) is arranged on the vehicle through at least one group of transmission mechanism (2) and elastic pieces (5);
each set of said transmission mechanisms (2) comprises: a drive gear (21) and a driven gear (22) that meshes with the drive gear (21);
the driving gear (21) is rotatably connected in the vehicle through a rotating shaft, the driving gear (21) is also fixedly connected with the inner end part of the anti-collision beam (3), and the anti-collision beam (3) can drive the driving gear (21) to rotate around the rotating shaft of the driving gear (21);
the driven gear (22) is rotatably connected in the vehicle, and the outer end face of the driven gear (22) is connected with one end of the protection unit (1);
when the driven gear (22) rotates to a preset position, the protection unit (1) rotates around at least one hinge (4) so as to be disengaged from the driven gear (22).
2. The device according to claim 1, wherein at least one gear groove (221) is provided on an outer side surface of the driven gear (22), the gear groove (221) including a gear circular groove portion (2211) and a gear opening portion (2212) communicating with the gear circular groove portion (2211);
the protection unit (1) is provided with a protection protrusion (11) matched with the gear circular groove portion (2211), the protection protrusion (11) is clamped in the gear circular groove portion (2211), and when the driven gear (22) rotates to the preset position, the protection protrusion (11) can be separated from the gear circular groove portion (2211) and the gear opening portion (2212).
3. The apparatus of claim 2, wherein the width of the gear opening (2212) is gradually enlarged from the gear circular groove portion (2211) to the outside.
4. The device according to claim 1, characterized in that the protection unit (1) is provided with at least one protection groove, which comprises a protection circular groove portion and a protection opening portion communicating with the protection circular groove portion;
the outer side face of the driven gear (22) is provided with a gear bulge matched with the protection circular groove portion, the gear bulge is clamped in the protection circular groove portion, and when the driven gear (22) rotates to the preset position, the gear bulge can be separated from the protection circular groove portion and the protection opening portion.
5. The device according to claim 1, characterized in that a sensing unit (6) is provided on the impact beam (3), the sensing unit (6) being electrically coupled to a running unit of the vehicle for sending a braking signal to the running unit.
6. The apparatus of any one of claims 1 to 5, further comprising: a stationary housing (7);
the fixed shell (7) is made of a material with the elongation rate of less than 5% and is sleeved outside the protection unit (1);
the top of the fixed shell (7) is fixedly connected with the vehicle.
7. The apparatus of any one of claims 1 to 5, further comprising: a movable housing;
the movable shell is fixed on the outer wall of the protection unit (1).
8. The arrangement according to claim 1, characterized in that the impact beam (3) comprises: a bumper (31) and at least one set of support bars (32) connected to the bumper (31);
each group of the supporting rods (32) comprises a first supporting rod (321) and a second supporting rod (322) positioned below the first supporting rod (321);
the end part of each first supporting rod (321) is fixedly connected with one driving gear (21);
the end of each second strut (322) is connected with the vehicle through the elastic piece (5).
9. An arrangement according to claim 5, characterised in that the outer end of the impact beam (3) is provided with at least one external sensor (61), which external sensor (61) is able to send a braking signal to the walking unit on the basis of the pressure received.
10. An arrangement according to claim 5, characterised in that at least one internal sensor (62) is arranged on the impact beam (3) opposite the vehicle, which internal sensor (62) is able to send a braking signal to the walking unit on the basis of the movement of the impact beam (3).
11. An unmanned vehicle, comprising a frame, a traveling unit disposed at the bottom of the frame, and two pedestrian protection devices of the vehicle according to any one of claims 1 to 10 disposed at both ends of the frame.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201922490429.4U CN211765404U (en) | 2019-12-31 | 2019-12-31 | Pedestrian protection device of vehicle and unmanned vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201922490429.4U CN211765404U (en) | 2019-12-31 | 2019-12-31 | Pedestrian protection device of vehicle and unmanned vehicle |
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| Publication Number | Publication Date |
|---|---|
| CN211765404U true CN211765404U (en) | 2020-10-27 |
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201922490429.4U Active CN211765404U (en) | 2019-12-31 | 2019-12-31 | Pedestrian protection device of vehicle and unmanned vehicle |
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| Country | Link |
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| CN (1) | CN211765404U (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN111038434A (en) * | 2019-12-31 | 2020-04-21 | 北京三快在线科技有限公司 | Pedestrian protection device of vehicle and unmanned vehicle |
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2019
- 2019-12-31 CN CN201922490429.4U patent/CN211765404U/en active Active
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN111038434A (en) * | 2019-12-31 | 2020-04-21 | 北京三快在线科技有限公司 | Pedestrian protection device of vehicle and unmanned vehicle |
| CN111038434B (en) * | 2019-12-31 | 2024-06-21 | 北京三快在线科技有限公司 | Pedestrian protection device for vehicle and unmanned vehicle |
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