WO2012106979A1 - 滑动保险杠 - Google Patents

滑动保险杠 Download PDF

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Publication number
WO2012106979A1
WO2012106979A1 PCT/CN2012/000147 CN2012000147W WO2012106979A1 WO 2012106979 A1 WO2012106979 A1 WO 2012106979A1 CN 2012000147 W CN2012000147 W CN 2012000147W WO 2012106979 A1 WO2012106979 A1 WO 2012106979A1
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WO
WIPO (PCT)
Prior art keywords
rail
sliding
bumper
vehicle
fixed
Prior art date
Application number
PCT/CN2012/000147
Other languages
English (en)
French (fr)
Inventor
周世愚
Original Assignee
Zhou Shiyu
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Zhou Shiyu filed Critical Zhou Shiyu
Publication of WO2012106979A1 publication Critical patent/WO2012106979A1/zh

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Classifications

    • 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
    • B60R19/04—Bumpers, i.e. impact receiving or absorbing members for protecting vehicles or fending off blows from other vehicles or objects formed from more than one section in a side-by-side arrangement
    • B60R19/16—Bumpers, i.e. impact receiving or absorbing members for protecting vehicles or fending off blows from other vehicles or objects formed from more than one section in a side-by-side arrangement having deflecting members, e.g. rollers, balls
    • 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
    • B60R19/36—Combinations of yieldable mounting means of different types

Definitions

  • the invention relates to a bumper protection system for vehicle collision, in particular, when a frontal collision of a vehicle is less than 50% unilateral collision, the bumper will guide the collision object of the vehicle to the side of the vehicle, and avoid collision objects to the front of the vehicle. Impact. Background technique
  • the vehicle has a frontal collision. According to statistics, most of them are unilateral collisions, that is, collisions with less than 50% overlap on the front of the vehicle. It is particularly important to point out that the vast majority of collisions between the two vehicles are more unilateral collisions.
  • the two cars collide, the speed of the collision is the superposition of the speed of the two vehicles, the speed is much higher than the speed of the collision between the vehicle and the fixed object, and the collision energy generated during the collision is concentrated on one side of the vehicle, so The damage to the driver and passenger is far greater than the collision of the book vehicle with the fixed object, and the protection of the driver and passenger is far more difficult than the collision of the vehicle with the fixed object.
  • the European Union ECAP has a 40% collision on the front of the vehicle as a test for frontal collisions with a test speed of 64 km per hour. At this test speed, many vehicles do not meet satisfactory requirements. The speed of modern vehicles is much higher than 64 kilometers per hour. The speed when the two cars collide is the superposition of the speed of the two vehicles. The speed is even more amazing. With the traditional bumper and various protective devices, the vehicles can not be used at such high speed. Collision, protect the driver and passenger.
  • the invention adopts a slide rail mechanism which is at a certain angle with the forward direction of the vehicle (24), and the slide rail (4) on the slide rail mechanism is integrated with the bumper through the support frame (3), Fig. 1.
  • the impact force is transmitted through the bumper, and the support frame (3) is transmitted to the slide mechanism.
  • the slide rail (4) of the slide rail mechanism slides along the fixed rail (5) toward the side of the vehicle under the action of the impact force, and simultaneously slides together with the support frame (3) bumper which is integrally connected thereto.
  • the collision object hitting the vehicle hits the bumper and slides with the bumper to the side of the vehicle to prevent the collision of the collision with the front of the vehicle, effectively protecting the occupants.
  • the bumper in the present invention is divided into left and right parts, the left part is called the left bar (1), and the right part is called the right bar (2).
  • the left bar (1) is connected to the left support frame (3) and is integrated with the slide rail (4) of the left slide mechanism through the support frame (3).
  • the right bar (2) is connected to the right support frame (3) and is integrated with the slide rail (4) of the right slide mechanism through the support frame (3).
  • the left bar (1) collides and the sliding is not excessively restrained by the right bar (2), or the right bar (2) collides and the sliding is not excessively restrained by the left bar (1).
  • (1) not connected to the right bar (2) if Note that the book should be connected, and the connection strength should not be too high. After the collision occurs, the connection between the left bar (1) and the right bar (2) should be disconnected in time, so that the tensile strength of the left bar (1) and the right bar (2) cannot exceed 100 kg.
  • the slide rail mechanism of the present invention generally has two, one on the left and the other on the right.
  • the slide rail mechanism is composed of a slide rail (4) and a fixed rail (5), and the fixed rail (5) is fixed on the vehicle, and the collision rail (4) of the vehicle is cut or broken and connected with the fixed rail (5).
  • the slide rail (4) is connected to the support frame (3), and the support frame (3) is connected to the bumper.
  • the sliding path of the slide rail (4) of the slide mechanism may be a straight line or a circular arc shape, or a combination of a straight line and a circular arc shape.
  • the angle between the trajectory and the longitudinal advancing direction of the vehicle (24) (hereinafter referred to as the "forward direction") should not be too large.
  • the angle between the trajectory of the linear slide mechanism and the direction of advancement (24) should be less than 60 degrees, typically between 60 and 40 degrees, and between 50 and 45 degrees.
  • the angle between the tangential direction of the arc-shaped slide mechanism and the advancing direction (24) should be less than 70 degrees, typically between 70 and 30 degrees.
  • the angle between the trajectory and the advancing direction (24) may not be limited as described above.
  • the sliding rail (4) cannot be connected to the fixed rail (5) by means of ⁇ (7) or rivets.
  • the sliding rail (4) and the fixed rail (5) should be fastened to each other by the sliding groove. , the sliding rail (4) and the fixed rail (5) can slide together without disengaging.
  • a slide rail lock (18) should be provided, and the slide rail (4) should be fixed to the fixed rail (5) by the rail lock (18).
  • left and right slide rail mechanisms are arc-shaped slide rail mechanisms, and their track diameters are the same as the center of the circle, the left and right slide rail mechanisms are combined into one, and the left and right bars (1) and the right bar (2) can be connected together. 4.
  • the structure of the present invention can be simplified. If there is no requirement for the shape of the front bumper of the vehicle, the bumper and the support frame (3) can be omitted, Fig. 6. In this case, the slide rail (4) can slide on the fixed rail (5) and act as a vehicle bumper at the front of the vehicle. This structure has a relatively high strength requirement for the fixed rail (5) because there is no buffering of the support frame (3) when the vehicle collides.
  • the sliding rail (4) should be able to slide immediately with the bumper, and the starting of the sliding should be timely and flexible, and there should be no excessive resistance. If this is not the case, the impact force acts on the entire bumper system, possibly Description
  • the fixed rail (5) is deformed, so that the sliding rail (4) is unfavorable.
  • there should be a certain resistance the purpose of which is to absorb part of the collision energy during the sliding process.
  • its component force perpendicular to the forward direction (24) of the vehicle should not be too large, too large to cause instability of the vehicle, and even a tail-flick phenomenon.
  • the addition of resistance causes the collision force to relatively reduce the component of the vehicle perpendicular to the forward direction (24). Therefore, the addition of resistance during the sliding process plays a large role in maintaining the stability of the vehicle during the collision.
  • the additional resistance can be adopted during the sliding of the sliding rail (4), and the angle between the tangential line of the trajectory and the advancing direction (24) is gradually increased as shown in Fig. 3, that is, the sliding trajectory and the advancing direction (24) during the sliding process.
  • the angle between the two gradually increases.
  • Friction can also be used to increase the resistance, Figure 5.
  • the method is to provide a material having a large friction coefficient on the fixed rail (5), such as a layer of rubber, to form a rubber coating layer (9).
  • the sliding rail (4) just starts to slide, the sliding rail (4) does not touch a section of the rubber coating layer (9).
  • the friction layer (10) of the sliding rail (4) and the rubber coating layer ( 9) Contact, slide on it to increase the resistance.
  • the resistance can also be increased by shearing, as shown in Figure 2.
  • ⁇ (7) is fixed on the slide rail (4), and ⁇ (7) is inserted into the waist groove (6) of the fixed rail (5).
  • the sliding rail (4) drives the fixed cymbal (7) to slide in the lumbar groove (6), and when the cymbal (7) slips to the end of the lumbar sub-groove (6) (8) continues to slip. , is cut by the end (8) that does not move on the fixed rail (5).
  • the force used to cut the cymbal (7) is the increased sliding resistance.
  • Several turns (7) can be attached to the slide rail (4) and inserted into the corresponding waist slot (6) on the fixed rail (5).
  • the position layout of several ⁇ (7) should be designed so that the first ⁇ (7) is cut, then the second one starts to cut, the second one is cut, and the third starts to cut, so one by one.
  • the ground is cut in order, so that the entire cutting process of the tamping bolt (7) has a uniform shearing force.
  • the diameter of the ⁇ (7) determines the amount of shearing force, that is, the sliding resistance of the sliding rail (4).
  • rivets or other similar things can be used instead of ⁇ (7).
  • the brake switch (16) of the present invention can start the brake in time.
  • the brake switch (16) consists of the top (11) upper and lower contacts (13) (14), etc., Figure 7.
  • the brake switch (16) is fixed on the fixed rail (5), and the top rod (11) of the brake switch (16) passes through the hole of the fixed rail (5) on the tapered hole (15) of the slide rail (4).
  • the taper hole (15) moves away with the slide rail (4), and the jack (11) is pressed downward when it is removed from the taper hole (15).
  • the ejector pin (] 1 ) moves downward, and the other end of the ejector pin (1) ) presses the upper contact piece (13) downward to bring the upper contact piece (13) into contact with the lower contact piece (14), and the brake relay is turned on. , start the brakes.
  • the self-locking contact on the brake relay locks the brake relay on, in case the upper and lower contacts (13) (14) in the brake switch (16) are disengaged, the brake relay is de-energized and the brake is interrupted.
  • one or more brake switches (16) should be installed for each of the left fixed rail (5) and the right fixed rail (5). All brake switches (16) are connected in parallel in the circuit so that as soon as a brake switch (16) is turned on, the brakes can be started immediately.
  • the sliding rail (4) and the fixed rail (5) are connected to each other by a cymbal (7) or a rivet. After the collision occurs, the sliding rail (4) shears the cymbal (7) or the rivet during the sliding process.
  • a device such as a ball to reduce frictional resistance must be placed between the fixed rail (5) and the sliding rail (4) in order to make the sliding rail (4) Start sliding and flexible.
  • the fixed rail (5) and the sliding rail (4) must be connected to each other by the chute, and locked by the rail lock (18) so that they cannot move each other. In the event of a collision, the rail lock (18) is unlocked, allowing the slide rail (4) to slide flexibly.
  • the rail lock (18) consists of the lock tongue (21) core (19) coil, etc., Figure 8.
  • the rail lock (18) is generally fixed to the fixed rail (5), and the card core (19) of the slide rail lock (18) normally protrudes under the action of the card spring (23), and the lock tongue (21) is caught. , the locking tongue (21) protrudes into the corresponding hole of the sliding rail (4) and the fixed rail (5), and the sliding rail (4) and the fixed rail (5) are locked.
  • the brake switch is turned on, so that the coil (20) of the rail lock (18) is energized, the core (19) in the suction coil (20) is retracted, and the lock tongue (21) loses the core (19).
  • the latching action is retracted by the bolt spring (22) and is withdrawn from the corresponding hole of the slide rail (4) and the fixed rail (5) to unlock.
  • the rail lock (18) is mounted one on each of the left and right rail mechanisms.
  • the bumper system with the rail lock (18), the brake switch (16) should be fixed on the slide rail (4), the top rod (11) of the brake switch (16) should be placed on the bumper, in order to make the front face different A collision with a percentage of overlap can activate the brakes.
  • the brake switch (16) has a minimum of three on each side and six on each side.
  • Figure 1 is a perspective view of a sliding bumper.
  • Figure 2 is a schematic view of the shear resistance set in the sliding of the sliding rail.
  • Figure 3 is a top view of a sliding bumper without a sliding rail.
  • _ is a sliding bumper with the same diameter of the left and right circular slide rails and the center of the ball combined with the balls.
  • Figure 5 is a schematic view of the frictional resistance set by the sliding during sliding.
  • Fig. 6 is a plan view of the slide bumper in which the bumper and the support frame are omitted, and the slide rail is used instead of the bumper function.
  • Figure 7 is a structural diagram of the brake switch.
  • Figure 8 is a block diagram of the rail lock.
  • the scheme shown in Fig. 1 is quite typical.
  • the bumper adopts a circular arc shape.
  • the bumper is divided into left and right sides by the middle, and the left bar (1) is the right bar (2).
  • the bar on the opposite side of the joint between the left bar (1) and the right bar (2) reduces the connection strength. Under the tension of 30 kg, the connection of the left bar (1) to the right bar (2) can be broken.
  • the left bar (1) and the right bar (2) are integrally connected to the respective support frame (3) and the slide rail (4).
  • the support frame (3) can adopt a hollow round pipe or a square pipe, and the strength does not have to be high, and deformation in the collision is also less problematic.
  • the fixed rail (5) should have a certain strength to prevent deformation in the collision and affect the sliding of the sliding rail (4).
  • the slide mechanism adopts a linear sliding trajectory, and the angle between the trajectory and the advancing direction (24) is 45 degrees.
  • Fix 5 M8 ⁇ (7) on each of the left and right sliding rails (4), and 5 M8 ⁇ (7) extend out and pass through the corresponding waist slot (6) on the fixed rail (5) and then screw up the cap and Fixed rail (3)
  • the distance (7) is 3 cm, 2 cm, 3 cm, 4 cm, 5 cm. .
  • the sliding rail (4) slides with the 5 shackles (7), and the ⁇ of the 1 cm from the end (8) is first cut, then the distance is 2 cm, then 3 cm, 4 cm.
  • the order of 5 cm is cut one by one one by one, so that the shear resistance is evenly continued.
  • This solution uses two brake switches (16), which are respectively installed at the front end of the left and right slide rail mechanisms.
  • the brake switch (16) is fixed on the fixed rail (5), and the ejector pin ('J) passes through the hole of the fixed rail (5), and the cone of the slide rail (4) is pressed under the elastic force of the switch spring (12).
  • the hole (15), Fig. 7, the other end of the jack (11) is pressed against the upper contact piece (13).
  • the collision sliding rail (4) moves, the tapered hole (15) is removed, and the sliding rail (4) presses the plunger (11) downward to press the upper contact piece (13).
  • the self-locking contact of the brake relay is self-locking to ensure that the brake is not interrupted.
  • the solution shown in Fig. 6 is to eliminate the bumper and the support frame (3), so that the slide rail (4) adds the function of the bumper, and the structure is relatively simple. Due to the requirements of the track mechanism track, the shape of the bumper is somewhat limited.
  • the sliding rails (4) and the fixed rails (5) of the left and right sliding rail mechanisms are connected to each other through three M8 turns (7), and the connection method is the same as that shown in Fig. 1. Three ⁇ (7) are cut in order and then friction is used to increase the resistance. The method is as follows.
  • the sliding rail (4) is attached to the fixed rail (5), and the sliding rail (4) is not completely recessed on both sides of the corresponding width direction, and is recessed only in the portion of the fixed rail (5) where no rubber is applied. Fits to the lower recess of the fixed rail (5) of this section.
  • the face where the lower recess of the slide rail (4) is fitted to the recess of the fixed rail (5) is the friction layer (10) of the slide rail (4). After the collision, the friction layer (10) of the slide rail (4) slides first in the recessed portion where the fixed rail (5) is not rubberized. When 3 ⁇ (7) are cut, the friction layer (10) just slips to the rubber layer (11). The high coefficient of friction of the rubber produces a large frictional resistance.
  • the brake switch structure and installation of this solution are the same as those of Fig. 1.
  • the solution shown in Fig. 3 is a sliding bumper system that eliminates the sliding rail (4), and the bumper is directly fixed to the fixed rail (5) through the support frame (3). This is less than the one shown in Figure 6, but this solution allows the shape of the bumper to meet the needs of the vehicle.
  • the connection of the support frame (3) of this solution to the bumper and the fixed rail (5) should not be too strong. Under the impact force, the support frame (3) should be disengaged from the bumper and the fixed rail (5), so that the insurance The bar can slide against the side of the vehicle against the fixed rail (5).
  • the angle between the tangential line of the sliding track of the fixed rail (5) of the solution and the advancing direction (24) is gradually increased, so that the resistance of the bumper gradually increases during the sliding process to maintain the stability of the vehicle.
  • the brake switch (10) of this solution requires a total of four, two on each side, and two on the left and right sides of the left and right bars (1) (2).
  • the ram (11) of the brake switch (16) is lengthened and passed over the hole of the fixed rail (5) to the top of the bumper.
  • a ball row (17) is provided between the sliding rail (4) of the slide rail mechanism and the fixed rail (5), so that the friction coefficient is greatly reduced, so that the track and the forward direction of the slide rail mechanism ( 24) The angle between them can be increased.
  • the right circular arc slide mechanism can be used, and their track diameters are the same as the center of the circle, so that the left and right circular slide rail mechanisms are combined into one circular arc slide mechanism, and the structure is simplified.
  • a total of three segments of the ball row ( ⁇ 7) are evenly distributed in the slide rail mechanism, and are embedded between the slide rail (4) and the solid rail 4 (5).
  • the fixed rail (5) fastens the sliding rail (4) and the ball row by the flange, so that the sliding rail (4) can flexibly slide on the fixed rail (5) without being disengaged, and the rail is fixed before the collision (5)
  • the sliding rail (4) is locked with the sliding rail lock 8) so that it cannot slide.
  • the rail lock (18) is unlocked, so that the sliding rail (4) can flexibly slide.
  • the friction and shear resistance can be set in the sliding, and the method is the same as the previous ones, and will not be described here.
  • the brake switch (16) of this solution is mounted and fixed on the sliding rail, and the top rod (11) of the brake switch (16) is placed in the top.
  • the entire bumper system requires a minimum of 6 brake switches (16), and the brake switch (16) is evenly distributed.
  • the brake switch (16) is connected in parallel.
  • the brake switch (16) is not only connected to the brake relay, but also connected to the coil (20) of the slide lock (18), so that the brake and the slide lock are unlocked simultaneously.

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  • Mechanical Engineering (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
  • Seats For Vehicles (AREA)

Description

滑 动 保 险 杠
所属技术领域
本发明涉及一种针对车辆碰撞的保险杠防护系统， 尤其是车辆发生正面重叠小于 50%单 边碰撞时， 保险杠将引导揸向车辆的碰撞物滑向车辆边侧， 避免碰撞物对车辆正面撞击。 背景技术
车辆发生正面碰撞， 据统计大多数是单边碰撞， 即车辆正面重叠小于 50%的碰撞。 特别 需要指出的是， 两车相撞绝大多数更说是单边相撞。 两车相撞， 碰撞时的速度是两车速度的叠 加， 其速度远远高于车辆与固定物体碰撞时的速度， 再加上碰撞时所产生的碰撞能量， 集中 在车辆的单边， 因此对驾乘人员的伤害远远大于书车辆对固定物体的碰撞， 对驾乘人员的防护 难度远远大于车辆对固定物体的碰撞。 可以这样讲， 解决了车辆正面单边碰撞对驾乘人员的 安全防护问题， 也基本解决了车辆各种正面碰撞对驾乘人员的安全防护问题。 为此欧盟 ECAP 把车辆正面重叠 40%碰撞作为正面碰撞的测试标准， 其测试速度为每小时 64公里。 在此测试 速度下， 不少车辆达不到满意的要求。现代车辆的速度远高于每小时 64公里， 两车相撞时的 速度是两车速度的叠加，速度更是惊人， 使用传统的保险杠及各种防护装置，已经不能在如此 高速下的车辆碰撞， 对驾乘人员进行防护。
发明内容
针对上述问题， 通过长期的研究、 分析、 比较， 产生出全新的思想概念， 由此发明了滑 动保险杠。 在车辆的碰撞中， 其能引导撞向车辆的碰撞物滑向车辆的边側， 避免对车辆的正 面撞击， 从而避免对驾乘人员的伤害。 下面来进一歩分析解说。
本发明采用同车辆前进方向 （24 )成一定夹角的滑轨机构， 滑轨机构上的滑动轨 （4 )通 过支撑架 （3 ) 与保险杠连为一体， 图 1。 当碰撞发生时， 撞击力通过保险杠， 支撑架 （3 ) 传导到滑轨机构。 滑轨机构的滑动轨 （4 ) 在撞击力的作用下， 顺着固定轨 （5 ) 向车辆边侧 滑动， 同时会同与其连为一体的支撑架（3 )保险杠一起滑动。撞向车辆的碰撞物撞紧在保险 杠上， 与保险杠一起滑向车辆边侧， 避免碰撞物对车辆的正面撞击， 有效地保护了驾乘人员。
本发明中的保险杠分为左右两部分， 左边部分称为左杠 （1 ), 右边部分称为右杠 （2)。 左杠（1 )连接左边的支撑架（3)， 并通过支撑架 (3)与左边滑轨机构的滑动轨（4)连为一体。 右杠（2)连接右边的支撑架（3)， 并通过支撑架 (3)与右边滑轨机构的滑动轨（4)连为一体。 为了在单边碰撞中， 左杠 （1 ) 发生碰撞产生滑动不受右杠 （2 ) 的过分牵制， 或者右杠 （2) 发生碰撞产生滑动不受左杠（1 ) 的过分牵制， 左杠（1 )与右杠 （2)靠在一起不连接， 如果 说 明 书 要连接， 连接强度不能太高。 碰撞发生后， 左杠（1 )和右杠（2)之间的连接应及时地断开， 为此左杠 （1 ) 与右杠 （2) 连接的抗拉强度不能超过 100公斤。
本发明中的滑轨机构一般情况下有两个， 一个在左边， 另一个在右边。 滑轨机构由滑动 轨 （4)和固定轨 （5) 构成， 固定轨（5) 固定在车辆上， 车辆发生碰撞滑动轨（4) 剪断或 拉断与固定轨（5) 的连接后， 在固定轨（5)上滑动。 滑动轨（4)连接支撑架（3)， 支撑架 (3)连接保险杠。
滑轨机构滑动轨 （4) 的滑动轨迹（后简称 "轨迹"） 可以是直线形， 也可以是圆弧形， 或者是直线形和圆弧形相结合的形状。 车辆碰撞时， 在撞击力的作用下为了使滑动轨 （4)可 灵活地起步滑动， 轨迹与车辆纵向前进方向 （24) (后面简称 "前进方向"） 之间的夹角不能 太大。 直线形滑轨机构的轨迹和前进方向 （24) 之间的夹角应小于 60度， 一般情况下在 60 度到 40度之间， 比较多采用 50度到 45度之间。圆弧形滑轨机构轨迹的切线方向与前进方向 (24)之间的夹角应小于 70度， 一般情况下在 70度到 30度之间。
如果滑轨机构的滑动轨（4)与固定轨（5)之间设有滚珠、 滚柱或者具有减少摩擦阻力的 其它方式， 轨迹与前进方向 （24)之间的夹角可不受上述限制。 在此种情况下， 不能采用镙 拴（7) 或铆钉把滑动轨 （4) 与固定轨 （5) 相连接， 应该采用滑扣槽把滑动轨 （4) 与固定 轨（5)相互扣住， 使滑动轨（4)与固定轨（5)能相互滑动而不脱开。另外为防止滑动轨（4) 在没有碰撞时滑动， 还应该设有滑轨锁（18)， 用滑轨锁（18) 把滑动轨 （4) 固定在固定轨 (5 ) 上。
如果左右滑轨机构都是圆弧形滑轨机构， 并且它们的轨迹直径相同圆心重合， 此时左右 滑轨机构合为一个， 左杠 （1 ) 与右杠 （2) 可连为一体， 图 4。
对本发明可进行结构简化， 如果对车辆前部保险杠的造型没有一定的要求， 可省去保险 杠和支撑架 （3)， 图 6。 这种情况下， 滑动轨 （4) 能在固定轨 （5)上滑动的同时又作为车 辆保险杠， 处在车辆最前部。 此结构由于车辆碰撞时没有支撑架（3)的缓冲， 对固定轨（5) 的强度要求比较高。
还可采取省去滑动轨 （4) 进行结构简化， 图 3。 保险杠通过支撑架 （3) 直接固定在固 定轨（5)上， 此时支撑架（3)与保险杠和固定轨（5)的连接强度不能太高。 当发生碰撞后， 在撞击力的作用下支撑架 （3) 与保险杠和固定轨（5) 的连接应能及时地断开， 使保险杠贴 合在固定轨 （5)上滑动。
本发明在车辆刚发生碰撞的一瞬间， 滑动轨（4)会同保险杠应能立即滑动， 滑动的起步 应及时灵活， 不得有太大的阻力。 如果不是这样， 撞击力作用在整个保险杠系统， 有可能引 说 明 书
起固定轨（5)变形， 从而不利滑动轨 （4)滑动。 但是滑动轨（4) 的滑动起步后， 应该设有 一定的阻力， 其目的是在滑动的过程中吸收部分碰撞能量。 此外撞击车辆的碰撞物滑向车辆 边侧时， 其对车辆垂直于前进方向 （24) 的分力不能太大， 太大容易引起车辆不稳定， 甚至 产生甩尾现象。 增设阻力可使碰撞物对车辆垂直于前进方向 （24) 的分力相对减小。 因此在 滑动过程中增设阻力， 对保持车辆在碰撞中的稳定起很大的作用。
增设阻力可采用在滑动轨（4)滑动的过程中， 逐步增大轨迹切线与前进方向 （24)之间 的夹角见图 3， 即在滑动的过程中滑动轨迹与前进方向 （24)之间的夹角逐步增大。
也可采用摩擦的方式增加阻力， 图 5。 其方法是在固定轨（5)上设置一段具有较大摩擦 系数的物质， 如涂上一层橡胶， 形成涂橡胶层（9)。 滑动轨（4)刚起步滑动时， 滑动轨（4) 与此涂橡胶层 （9) 的一段不接触， 当滑动一段距离后， 滑动轨 （4) 的摩擦层 （10) 与涂橡 胶层 （9)接触， 在其上滑动， 使阻力增大。
也可采用剪切的方式增加阻力， 其方法如图 2。 在滑动轨 （4)上固定着镙拴 （7 )， 镙拴 (7) 穿入固定轨 （5) 的腰子槽 （6) 中。 碰撞发生后， 滑动轨 （4) 带动固定的镙拴（7)在 腰子槽（6) 中滑动， 当镙拴（7)滑移到腰子槽 （6) 的端头 （8)继续滑移时， 被在固定轨 ( 5)上不移动的端头（8)剪断。 剪断镙拴（7)所用的力就是增加的滑动阻力。 可在滑动轨 (4)上固定着数个镙拴（7)， 穿入固定轨 （5)上相应的腰子槽 （6) 中。 数个镙拴（7) 的 位置布局应设计成， 第一个镙拴（7)被剪断后， 接着第二个开始剪， 第二个被剪断后， 第三 个开始剪， 这样一个接一个地按次序被剪断， 使得整个剪断镙栓 （7 ) 的过程， 剪断力均匀。 缧拴（7) 的直径大小决定剪断力的大小， 即滑动轨 （4)滑动阻力的大小。 另外可用铆钉或 其它类似的东西来代替镙拴 （7)。
上述三种增加阻力的方式， 可以同时都采用， 或者采用其中的一种或两种。
撞击车辆的碰撞物滑到车辆边侧后， 如果此时车辆没有启动刹车， 将是很危险的。 因此 在碰撞发生的一瞬间立即启动刹车， 很有必要。 本发明的刹车开关（16)能及时地启动刹车。
刹车开关 （16) 由顶杆（11 )上下触片 （13) ( 14) 等组成， 图 7。 刹车开关 （16) 固定 在固定轨（5)上， 刹车开关（16)的顶杆 （11 ) 穿过固定轨（5) 的孔顶在滑动轨（4) 的锥 孔（15) 上。 车辆发生碰撞， 锥孔（15) 随同滑动轨 （4)移开， 顶杆 （11 ) 从锥孔（15)中 移出时被压迫向下移动。顶杆（] 1 ) 向下移动， 顶杆（1] ) 的另一端压动上触片 （13) 向下， 使上触片 （13) 与下触片 （14) 接触， 接通刹车继电器， 启动刹车。 同时刹车继电器上的自 锁触点把刹车继电器的接通锁住， 以防刹车开关 （16) 中的上下触片 （13 ) ( 14)脱开时，刹 车继电器断电而使刹车中断。 说 明 书 在整个保险杠系统中， 左边的固定轨（5) 和右边的固定轨 （5)应该各安装一个以上刹 车开关（16)。所有刹车开关（16)并联联接在电路中， 这样只要有一个刹车开关（16)接通， 就能马上启动刹车。
一般情况下滑动轨（4) 与固定轨 （5) 用镙拴（7) 或铆钉相互连接， 在碰撞发生后，滑 动轨（4)在滑动的过程中把镙拴 （7)或铆钉剪断。 当轨迹的切线与前进方向 （24)之间的 夹角比较大时， 固定轨（5) 与滑动轨 （4)之间必须置有滚珠等减少摩擦阻力的装置， 才能 使滑动轨（4)起步滑动灵活。 此时固定轨 （5) 与滑动轨 （4)连接必须采用滑槽相互扣住， 并用滑轨锁 （18)锁住， 使其相互不能移动。 在发生碰撞时， 滑轨锁 （18)解锁， 使滑动轨 (4)灵活地滑动。
滑轨锁 （18) 由锁舌 （21) 卡芯 （19) 线圈 等构成， 图 8。 滑轨锁 （18) —般固 定在固定轨（5)上， 在平时滑轨锁（18) 的卡芯 （19)在卡芯弹簧（23)作用下伸出， 卡住 锁舌（21)， 使锁舌（21) 伸出穿在滑动轨 （4) 和固定轨 （5) 的对应孔内， 把滑动轨 （4) 和固定轨（5)锁住不动。 当碰撞发生， 刹车开关接通， 使得滑轨锁（18)的线圈（20)通电， 吸动线圈 （20) 中的卡芯 （19) 回缩， 锁舌 （21) 失去卡芯 （19) 的卡住作用， 在锁舌弹簧 (22) 的作用下回缩， 从滑动轨 （4)和固定轨 （5) 对应的孔中抽出， 从而解锁。
滑轨锁 （18)在左右滑轨机构各安装一个。 装有滑轨锁 （18) 的保险杠系统， 刹车开关 (16)应该固定在滑动轨（4)上， 刹车开关（16) 的顶杆（11)应顶在保险杠上， 为了使正 面不同重叠百分比的碰撞都能启动刹车， 刹车开关（16) 在每边最少安装三个， 两边 6个。 附图说明
下面结合附图和实施例对本发明进一步说明。
图 1是滑动保险杠透视图。
图 2是滑动轨滑动中设置的剪切式阻力示意图。
图 3是没有滑动轨的滑动保险杠俯视图。
_ 是左右圆弧形滑轨机构直径相同園心重合并设置有滚珠的滑动保险杠。
图 5是滑动 在滑动过程中设置的摩擦阻力示意图。
图 6是省去保险杠和支撑架， 由滑动轨同时代替保险杠功能的滑动保险杠俯视图。
图 7是刹车开关结构图。
图 8是滑轨锁结构图。
在图中 说 明 书
1 左杠 2右杠
3 支撑架 4滑动轨
5 固定轨 6腰子槽
7镙拴 8端头
涂橡胶层 10摩擦层
11顶杆 12开关弹簧
13上触片 14下触片
15锥孔 16刹车开关
17滚珠排 18滑轨锁
19卡芯 20线圈
21锁舌 22锁舌弹簧
23卡芯弹簧 24车辆纵向前进方向 （简称 "前进方向") 具体实施方式
图 1所示的方案比较典型， 保险杠采用圆弧形， 保险杠以中间为界分为左右两边， 左边 的为左杠（1 )右边的为右杠（2)。 左杠（1 )和右杠（2)连接处反面打条槽， 使连接强度降 低， 在 30公斤的拉力下左杠（1 )右杠（2) 的连接可断开。 左杠（1 )和右杠（2)分别与各 自的支撑架（3 )和滑动轨（4)相互连为一体。 支撑架（3 )可采用中空的圆管或方管， 强度 不必高， 在碰撞中发生形变也问题不大。 固定轨（5)应有一定的强度， 以防碰撞中发生形变 而影响滑动轨（4) 的滑动。
滑轨机构采用直线形的滑动轨迹， 轨迹与前进方向（24)之间的夹角为 45度。 左右滑动 轨 （4)上各固定 5只 M8镙拴 （7), 5只 M8镙拴 （7) 伸出并穿过固定轨 （5)上相应的腰 子槽 (6)后旋上镙帽与固定轨（3) 固定 5只穿入固定轨（5)上相应腰子槽 (6)的镙拴 （7)距 ¾¾^ (8)分别为 1公分、 2公分、 3公分、 4公分、 5公分。 在碰撞中， 滑动轨（4) 与 5 只镙栓（7) 同滑动， 距离端头 （8) 1公分的镙拴首先被剪断， 接着距离 2公分的被剪断， 接着按 3公分， 4公分， 5公分的次序一个接一个逐一被剪断， 使得剪断阻力均匀持续。
本方案采用两只刹车开关（16), 分别安装在左右滑轨机构的前端。刹车丌关（16) 固定 在固定轨 （5)上， 其顶杆 （'J ) 穿过固定轨 （5) 的孔， 在开关弹簧 （12 ) 的弹力下顶在滑 动轨（4) 的锥孔（15) 中， 图 7， 顶杆 （11 ) 的另一端压在上触片 （13 ) 上。 当发生碰搲滑 动轨 (4)移动， 锥孔 ( 15)移开， 滑动轨 (4)压迫顶杆 (11 ) 向下移动， 压下上触片 ( 13 ) , 说 明 书 使上触片 （13 ) 与下触片 （14)接触， 接通刹车继电器， 启动刹车。 同时刹车继电器的自锁 触头接通自锁， 以保证刹车不中断。
图 6所示的方案是省去保险杠和支撑架（3), 使滑动轨（4)增加保险杠的功能， 此结构 比较简单。 由于对滑轨机构轨迹的要求， 对此保险杠的造型有些限止。 左右滑轨机构的滑动 轨（4)与固定轨（5 )分别通过 3只 M8的镙拴（7)相互连接， 其连接方法同图 1所示的方 案。 3只镙拴 （7) 被按次序剪断后再采用摩擦的方法来增加阻力， 其方法如下。
在固定轨（5)宽度方向的两边下凹， 下凹的两边在后面一段表面涂有橡胶， 称涂橡胶层 (9) 图 5。 滑动轨 （4) 贴合在固定轨 （5) 上， 滑动轨 （4) 在相应宽度方向的两边并不全 部下凹， 只在固定轨（5)没有涂橡胶的这段的部分下凹并与此段的固定轨（5)下凹处贴合。 滑动轨 (4)的下凹处与固定轨（5 ) 下凹处贴合的面是滑动轨（4) 的摩擦层 （10)。 发生碰撞 后滑动轨 （4) 的摩擦层 （10) 先在固定轨 （5) 没有涂橡胶的下凹处滑动。 当剪断 3只镙拴 (7)后， 摩擦层 （10) 正好滑移到涂橡胶层 （11 ). 橡胶的高摩擦系数， 产生较大的摩擦阻 力。 本方案的刹车开关结构和安装同图 1的方案。
图 3所示的方案是省去滑动轨 （4) 的滑动保险杠系统， 保险杠通过支撑架 （3 )直接固 定在固定轨 (5)上。 与图 6所示的方案相比省去的少点， 但是此方案可使保险杠的形状满足车 辆造型的需要。 此方案的支撑架 （3 ) 与保险杠和固定轨 （5) 的连接不能太牢固， 在撞击力 的作用下， 支撑架 （3 )应该与保险杠和固定轨 （5) 脱开， 使得保险杠能靠在固定轨 （5 )上 向车辆的边侧滑动。本方案固定轨（5)的滑动轨迹切线与前进方向 （24)之间的夹角逐步变 大， 使得保险杠在滑动的过程中阻力逐步加大， 以保持车辆的稳定。本方案的刹车开关（10) 共需 4只， 左右两边各两只， 分别安装在左右杠（1 ) (2)的前部和中部稍偏后的位置。 刹车 开关（16)的顶杆 （11 ) 加长， 穿过固定轨 （5) 的孔后顶在保险杠上。
图 4所示的方案是滑轨机构的滑动轨（4)与固定轨（5)之间设有滚珠排（17)， 使得摩 擦系数大为减小， 这样滑轨机构的轨迹与前进方向 （24) 之间的夹角能够加大。 此时可采用 ^£右圆弧形滑轨机构， 并且它们的轨迹直径相同圆心重合， 使左右圆弧形滑轨机构合并为一 个圆弧形滑轨机构， 结构简化。 滚珠排 （Γ7)共三段在滑轨机构中均匀分布， 镶嵌在滑动轨 (4)和固4定轨 （5) 之间。 固定轨（5)通过翻边扣住滑动轨 （4)和滚珠排， 使滑动轨 （4)在 固定轨 (5)上能灵活地滑动而不会脱开， 在碰撞前固定轨（5)与滑动轨（4)通过滑轨锁 Π 8) 相互锁住， 使其不能滑动， 在发生碰撞的一瞬间， 滑轨锁（18)开锁， 使滑动轨（4)能灵活 地滑动。 在滑动中可设置摩擦及剪切阻力， 方法同前面几个方案一样， 此处不再多述。
本方案的刹车开关（16) 安装固定在滑动轨上， 刹车开关 （16) 的顶杆 （11 ) 仲出顶在 说 明 书 左杠（1 )或右杠（2)上。 整个保险杠系统最少需 6只刹车开关（16)， 刹车开关（16)均匀 分布。刹车开关（16)并联连接，刹车开关（16)不单单连接刹车继电器，还连接滑轨锁（18) 的线圈 （20)， 使得刹车和滑轨锁开锁同时进行。

Claims

权 利 要 求 书 种滑动保险杠， 其特征是： 由保险杠、 支撑架、 滑轨机构和刹车开关组成， 滑轨机构由 固定轨和滑动轨组成， 固定轨固定在车辆上， 滑动轨可在固定轨上滑动， 保险杠通过支撑 架与滑动轨连为一体， 当车辆发生正面重叠小于 50%碰撞时， 在撞击力的作用下， 滑动轨 会同保险杠一起向车辆边側滑动， 引导撞向车辆的碰撞物滑向车辆边侧， 避免对车辆正面 碰撞， 同时刹车开关启动刹车。
据权利要求 1所述的滑动保险杠， 其特征是： 所述的保险杠以中间为界分为左右两部分， 左边部分为左杠， 右边部分为右杠， 左杠与左边的支撑架及左边滑轨机构的滑动轨连为 一体， 右杠与右边的支撑架及右边滑轨机构的滑动轨连为一体， 左杠与右杠之间连接的 拉伸强度不大于 100 公斤。
据权利要求 1所述的滑动保险杠， 其特征是： 所述滑轨机构滑动轨的滑动轨迹 （后面简 称 "轨迹"）有直线形、 圆弧形以及由直线形与圆弧形结合而成的其它形状， 当左边滑轨机 构与右边滑轨机构都采用相同直径的圆弧形轨迹， 并且它们的圆弧圆心重合， 此时左右 滑轨机构合并为一个圆弧形滑轨机构， 左杠右杠可连为一体。
据权利要求 1所述的滑动保险杠， 其特征是： 为了使所述的滑轨机构在撞击力的作用下， 滑动轨能在固定轨上灵活地起步滑动， 直线形滑轨机构的轨迹与车辆纵向前进方向 （后面 简称"前进方向"）之间的夹角应小于 60度， 一般在 60度到 35度之间， 比较多采用 50度 到 45度之间， 圆弧形滑轨机构轨迹的切线方向与前进方向之间的夹角应小于 70度， 一般 在 70度到 30度之间， 当滑动轨和固定轨之间采用滚珠或滚柱等方法来减少磨擦阻力时， 可以不受上述限止， 但是此时需要加设滑轨锁。
据权利要求 1所述的滑动保险杠， 其特征是： 可简化其结构， 省去保险杠和支撑架， 这 样滑动轨能在固定轨上滑动的同时， 又起保险杠的作用。
琚权利要求 1所述的滑动保险杠， 其特征是： 可简化其结构， 省去滑动轨， 保险杠通过 支撑架直接与固定轨连接. 此时支撑架与保险杠和固 轨的连接强度不能高， 在撞击力作 用下， 支撑架与保险杠和固定轨的连接应能断开， 使保险杠靠在固定轨上滑动。
据权利要求 1所述的滑动保险杠， 其特征是： 在滑动轨起步滑动以后， 应增设阻力， 使 车辆在碰撞过程中保持稳定并吸收部分碰撞能量，增设阻力可采用滑动轨在滑动的过程中， 逐步增大轨迹与前进方向之间的夹角， 可采用增加滑动轨与固定轨之间的摩擦阻力， 可采 用按次序一个接一个剪断连接滑动轨与固定轨的镙栓或铆钉。 权 利 要 求 书 据权利要求 1所述的滑动保险杠， 其特征是： 所述的刹车开关固定在固定轨上， 刹车开 关的顶杆穿过固定轨上的孔， 顶在滑动轨的锥孔上， 车辆发生碰撞滑动轨移动， 锥孔跟着 移开，压迫顶杆向下移动，顶杆的另一端压下上触片，使上下触片接触，接通刹车继电器 启 动刹车， 同时刹车继电器的自锁开关使刹车继电器持续接通带电， 以防止顶杆松开向上， 刹车继电器断电。
据权利要求 5所述的滑动保险杠， 其特征是： 所述的滑动轨和固定轨之间采用滚珠或滚 柱等方式来减少磨擦阻力时， 滑动轨和固定轨之间必需设有滑轨锁， 在车辆刚发生碰撞时 开锁， 以便滑动轨滑动， 滑轨锁固定在固定轨上， 锁舌穿过固定轨和滑动轨的孔把滑动轨 锁住， 当车辆刚发生碰撞的一瞬间， 滑轨锁的线圈通电， 吸动卡住锁舌的卡芯回缩， 锁舌 在锁舌弹簧的作用下从滑动轨的孔中抽出而解锁。
PCT/CN2012/000147 2011-02-11 2012-02-06 滑动保险杠 WO2012106979A1 (zh)

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