WO2022116223A1 - 组合式防撞缓冲装置及防撞缓冲车 - Google Patents

组合式防撞缓冲装置及防撞缓冲车 Download PDF

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Publication number
WO2022116223A1
WO2022116223A1 PCT/CN2020/134174 CN2020134174W WO2022116223A1 WO 2022116223 A1 WO2022116223 A1 WO 2022116223A1 CN 2020134174 W CN2020134174 W CN 2020134174W WO 2022116223 A1 WO2022116223 A1 WO 2022116223A1
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WO
WIPO (PCT)
Prior art keywords
buffer
collision
module
buffer module
cushioning
Prior art date
Application number
PCT/CN2020/134174
Other languages
English (en)
French (fr)
Inventor
牛洪芝
贾永力
Original Assignee
中山市易路美道路养护科技有限公司
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Application filed by 中山市易路美道路养护科技有限公司 filed Critical 中山市易路美道路养护科技有限公司
Publication of WO2022116223A1 publication Critical patent/WO2022116223A1/zh

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60P—VEHICLES ADAPTED FOR LOAD TRANSPORTATION OR TO TRANSPORT, TO CARRY, OR TO COMPRISE SPECIAL LOADS OR OBJECTS
    • B60P3/00—Vehicles adapted to transport, to carry or to comprise special loads or objects
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R21/00—Arrangements or fittings on vehicles for protecting or preventing injuries to occupants or pedestrians in case of accidents or other traffic risks
    • B60R21/34—Protecting non-occupants of a vehicle, e.g. pedestrians
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01F—ADDITIONAL WORK, SUCH AS EQUIPPING ROADS OR THE CONSTRUCTION OF PLATFORMS, HELICOPTER LANDING STAGES, SIGNS, SNOW FENCES, OR THE LIKE
    • E01F9/00—Arrangement of road signs or traffic signals; Arrangements for enforcing caution
    • E01F9/60—Upright bodies, e.g. marker posts or bollards; Supports for road signs
    • E01F9/658—Upright bodies, e.g. marker posts or bollards; Supports for road signs characterised by means for fixing
    • E01F9/662—Upright bodies, e.g. marker posts or bollards; Supports for road signs characterised by means for fixing mounted on vehicles, e.g. service vehicles; Warning vehicles travelling along with road-maintenance, e.g. remotely controlled
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R21/00—Arrangements or fittings on vehicles for protecting or preventing injuries to occupants or pedestrians in case of accidents or other traffic risks
    • B60R21/34—Protecting non-occupants of a vehicle, e.g. pedestrians
    • B60R2021/346—Protecting non-occupants of a vehicle, e.g. pedestrians means outside vehicle body

Definitions

  • the present application relates to the technical field of anti-collision buffer car equipment, in particular to a combined anti-collision buffer device and an anti-collision buffer car.
  • the existing anti-collision vehicle includes a vehicle body and an anti-collision device arranged at the rear of the vehicle body.
  • the oil cylinder drive device drives the anti-collision device to turn over to a horizontal state.
  • the anti-collision device provides buffering for the moving vehicle body to reduce the injury to the construction personnel.
  • the crash device is flipped to a position perpendicular to the body.
  • the existing anti-collision device has limited anti-collision capability, and the buffering stability and energy-absorbing effect are average. Since the buffering device is installed as a whole, it needs to be replaced as a whole after being hit, and the anti-collision device is turned over to a position perpendicular to the vehicle body after the operation is completed. , which causes the anti-collision vehicle to suffer from large wind resistance when driving or parking, which is easy to roll over and cause vehicle damage. In addition, it cannot pass when it encounters the height limit. Therefore, there is an urgent need to further improve the existing anti-collision device.
  • the present application provides a combined anti-collision buffer device.
  • Another object of the present application is to provide an anti-collision buffer car.
  • the combined anti-collision buffer device includes a mounting plate for connecting to the rear end of the vehicle, the rear side of the mounting plate is sequentially provided with a plurality of buffer modules for absorbing energy generated when the vehicle collides;
  • a rotation mechanism is arranged between two adjacent buffer modules, and the rotation mechanism is used to turn the buffer module on the rear side to the upper side of the buffer module on the front side;
  • the buffer module is filled with a plurality of buffer units that are hollow in the middle and used to absorb the energy generated when the vehicle collides, and the inner diameter of the buffer units filled in the buffer module located on the front side is smaller than that of the buffer units located on the rear side. The inner diameter of the buffer unit filled in the buffer module.
  • the rotating mechanism is arranged on the left and right sides of the buffer module, and one end of the rotating mechanism is hinged to the buffer module located on the front side, and the other end is connected to the buffer module located on the rear side.
  • the buffer module is hinged.
  • the upper end of the rotating mechanism is hinged with the buffer module located on the front side, and the lower end is hinged with the buffer module set located on the rear side.
  • the cross section of the buffer unit is a concave hexagon, and a plurality of the buffer units in the same buffer module are arranged in a staggered arrangement.
  • the material of the buffer unit is one or more combinations of magnesium alloy, aluminum alloy, polypropylene foam, polyethylene foam, polyurethane foam or polypropylene foam.
  • the buffer module located on the rear side can be rotated to the left or right relative to the buffer module located on the front side .
  • the middle parts of two adjacent buffer modules are hinged through a hinge mechanism, and the front and/or rear end faces of the buffer modules are provided with arc portions.
  • the above-mentioned combined anti-collision buffer device further includes an anti-collision module arranged between the mounting plate and the buffer module, the anti-collision module includes an anti-collision casing, and the anti-collision casing
  • the anti-collision module includes an anti-collision casing
  • the anti-collision casing A front anti-collision group is arranged in the body near the mounting plate, and a rear anti-collision group is arranged in the anti-collision casing near the buffer module side, and the front anti-collision group and the rear anti-collision group are oppositely arranged,
  • the rear anti-collision group drives the buffer module to move away from the mounting plate
  • the rear anti-collision group drives the mounting plate to move away from the mounting plate. move in the direction of the buffer module.
  • the front anti-collision group is provided with a front magnetic piece
  • the rear anti-collision group is provided with a rear magnetic piece
  • the front magnetic piece and the rear magnetic piece are opposite ends
  • the magnetic poles are the same and repel each other.
  • An anti-collision buffer car includes a car body, the rear end of the car body is provided with the above-mentioned combined anti-collision buffer device, and the anti-collision buffer car also includes a reciprocating and reciprocating device provided between the car body and the mounting plate
  • a plurality of buffer modules are arranged in sequence from front to rear, and a rotating mechanism is arranged between two adjacent buffer modules.
  • the buffer module is turned over to the upper side of the buffer module located on the front side, and when not in use, the buffer module located on the rear side is turned over to the upper side of the buffer module located on the front side through a rotating mechanism , which can convert multiple buffer modules arranged in sequence in the horizontal direction into vertical mode, and then use the oil cylinder drive device on the buffer car to drive the anti-collision device to rotate 90°, and then the buffer modules can be installed in the rear body in sequence, which can be Reduce wind resistance and eliminate height restrictions.
  • each buffer module of the present application is filled with a plurality of buffer units with a hollow middle part, and at the same time, the buffer units of the buffer module arranged from the front to the rear are set to the inner diameter of the buffer unit in the front buffer module. It is smaller than the inner diameter of the buffer unit located in the rear buffer module, and the porous buffer unit with gradient changes is used to not only establish a multi-layer composite buffer structure of bionic pomelo peel during high-speed impact, but also use hollow multi-layer 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 the rear collision vehicles and anti-collision buffer vehicles. After the collision, it is only necessary to replace the damaged buffer module partially, and it is not necessary to replace the entire buffer device, which improves the maintenance efficiency and reduces the cost.
  • a plurality of buffer modules hinged in sequence from front to rear are provided, 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 rotates to the left or right.
  • an anti-collision module is arranged between the buffer module and the mounting plate.
  • the anti-collision module includes a front anti-collision group arranged on the side of the mounting plate and a rear anti-collision group arranged on the side of the buffer module.
  • the buffer module drives the rear anti-collision group to approach the mounting plate and the front anti-collision group.
  • the rear anti-collision group drives the buffer module.
  • the group moves in the direction away from the installation plate, and the rear anti-collision group drives the installation plate to move in the direction away from the buffer module.
  • This design prevents the buffer module from hitting the installation plate, thereby protecting the cylinder drive device.
  • the collision module can protect the cylinder drive device when the rear vehicle collides, avoid the cylinder drive device being scrapped due to impact damage, and reduce replacement costs.
  • the anti-collision buffer car of the present application has a good buffering effect, and the buffer modules can be installed in the rear car body in sequence to reduce wind resistance and prevent height restrictions.
  • FIG. 1 is a three-dimensional schematic diagram of an anti-collision buffer car according to an embodiment of the present application.
  • FIG. 2 is a perspective view when the driving device 5 drives the combined anti-collision buffer device to turn over to a vertical state in the embodiment.
  • FIG 3 is a perspective view when the rotating mechanism 6 turns the buffer module 1 on the rear side to the upper side of the buffer module 1 on the front side, and the driving device 5 drives the combined anti-collision buffer device to a vertical state in the embodiment .
  • FIG. 4 is a perspective view when the buffer module 1 on the rear side rotates to the left relative to the buffer module 1 on the front side in the embodiment.
  • FIG. 5 is a three-dimensional schematic diagram of a combined anti-collision buffer device in an embodiment of the present application.
  • FIG. 6 is a right side view of the combined anti-collision buffer device in the embodiment of the present application.
  • FIG. 7 is a cross-sectional view taken in the direction A-A in FIG. 4 .
  • FIG. 8 is a schematic structural diagram of the buffer unit 10 according to an embodiment of the present application.
  • FIG. 9 is a partial enlarged view of part I in FIG. 4 .
  • FIG. 10 is a partial enlarged view of part II in FIG. 7 .
  • FIG. 11 is a three-dimensional schematic diagram of the anti-collision module 4 in the embodiment of the present application.
  • FIG. 12 is a schematic perspective view of the anti-collision module 4 in the embodiment of the present application after the rear casing 402 is hidden.
  • FIG. 13 is a cross-sectional view taken along the direction B-B in FIG. 3 .
  • FIG. 14 is an internal schematic diagram of the anti-collision module 4 in the embodiment of the present application.
  • the combined anti-collision buffer device includes a mounting plate 3 for connecting to the rear end of the vehicle.
  • a buffer module 1 that generates energy, and a rotation mechanism 6 is arranged between two adjacent buffer modules 1, and the rotation mechanism 6 is used to turn the buffer module 1 located on the rear side to the front. the upper side of the buffer module 1 on the side.
  • a plurality of buffer modules 1 are arranged in sequence from front to rear, and a rotation mechanism 6 is arranged between two adjacent buffer modules 1, and the rotation mechanism 6 is used for the rear side
  • the buffer module 1 is turned over to the upper side of the buffer module 1 on the front side, and when it is not needed, the buffer module 1 on the rear side is turned over to the front side by the rotating mechanism 6.
  • a plurality of buffer modules 1 arranged in sequence in the horizontal direction can be converted into a vertical mode, and then the cylinder drive device on the buffer truck is used to drive the anti-collision device to rotate 90°, and the buffer module 1 can be Put them into the rear body in sequence to reduce wind resistance and eliminate height restrictions.
  • the rotating mechanism 6 is arranged on the left and right sides of the buffer module 1 , and one end of the rotating mechanism 6 is hinged with the buffer module 1 located on the front side, and the other end is hinged with the buffer module 1 located on the rear side. .
  • the buffer module 1 on the rear side can be turned to the upper side of the buffer module 1 on the front side, and then the buffer module 1 can be moved by the driving device 5 on the buffer car. The group is transferred into the body of the vehicle.
  • the upper end of the rotating mechanism 6 is hinged with the buffer module 1 located on the front side, and the lower end is hinged with the buffer module 1 located on the rear side. Due to the offset arrangement between the buffer modules 1, the rotating mechanism can be arranged in the direction from the rear down to the front up, so that the buffer module 1 on the rear side can be turned over to the upper side of the buffer module on the front side, but not vice versa.
  • a plurality of the rotating mechanisms 6 arranged in parallel are provided on the side walls of two adjacent buffer modules 1 .
  • two rotating mechanisms are disposed between the two buffer modules 1 on each side. This design can prevent the buffer module 1 on the rear side from rotating to the front side or the rear side along the hinge.
  • an upper hinge seat 12 is provided on the side wall of the buffer module 1, and a lower hinge seat 13 is provided on the lower side of the upper hinge seat 12; the rotating mechanism 6 includes a front end and the buffer on the front side.
  • the upper hinge seat 12 on the module 1 is hinged, and the rear end is hinged with the lower hinge seat 13 on the buffer module 1 located on the rear side of the connecting rod 61 .
  • the connecting rods 61 are respectively hinged with 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.
  • a rotation stop portion 14 is provided on the side wall of the buffer module 1 , and the rotation stop portion 14 is used to prevent the buffer module 1 located on the rear side from turning over to the front side through 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 is turned to the front buffer module, which will affect the folding effect.
  • the connecting rod 61 is a telescopic structure.
  • the connecting rod 61 can be lowered to the upper end of the front buffer module, which is convenient for storage.
  • the middle part of the front side of the buffer module 1 is provided with a hinge hook 71
  • the middle part of the rear side is provided with a hinge protrusion 72 that protrudes upward
  • the hinge hook 71 on the rear side of the buffer module 1 can be It is hung on the hinge protrusion 72 on the buffer module 1 located on the front side.
  • the number of the buffer modules 1 is 3-5.
  • a plurality of buffer devices are arranged, and after being hit, only the damaged buffer module can be partially replaced, and the entire buffer device does not need to be replaced, which improves the maintenance efficiency and reduces the cost.
  • the buffer modules 1 are hinged in sequence from front to rear, and among the two adjacent buffer modules 1, the buffer module 1 located on the rear side can be opposite to the buffer module 1 located on the front side Turn left or right.
  • a plurality of buffer modules 1 hinged in sequence from front to rear are provided, and among two adjacent buffer modules 1, the buffer module 1 located on the rear side can be opposite to the buffer module 1 located on the front side.
  • Module 1 rotates to the left or right.
  • the middle parts of two adjacent buffer modules 1 are hinged through a hinge mechanism 7 .
  • the middle of the buffer module 1 of the present application is hinged, and when the impact direction is to the left of the buffer module 1, the rear buffer module rotates to the left relative to the front buffer module to adjust the position of the impact, and the impact The force is transmitted to the entire buffer device to avoid that only the buffer device on the left has a buffer effect, and the principle is the same when the impact direction is on the right side.
  • the hinge mechanism 7 includes a hinge hook 71 arranged in the middle of the front side of the buffer module 1, and a hinge protrusion 72 arranged in the middle of the rear side of the buffer module 1 that protrudes upwards.
  • the hinge hook 71 on the buffer module 1 is hinged to the hinge protrusion 72 on the buffer module 1 located on the front side.
  • the hinge mechanism 7 includes a hinge hook 71 disposed in the middle of the rear side of the buffer module 1, and a hinge protrusion 72 disposed in the middle of the front side of the buffer module 1 that protrudes upwards.
  • the hinge hook 71 on the buffer module 1 on the front side is hinged to the hinge protrusion 72 on the buffer module 1 on the rear side.
  • the front end face and/or the rear end face of the buffer module 1 is provided with an arc portion 15 .
  • either the front end surface or the rear end surface of the buffer module 1 is provided with an arc 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 to Adapt to the impact angle.
  • the arc of the arc portion 15 is 100°-120°. Within this range, the last buffer module 1 can be prevented from rotating to be perpendicular to the vehicle body.
  • a rotation mechanism 6 is provided on the left and right side walls of the two adjacent buffer modules 1, and the rotation mechanism 6 is used to elastically limit the buffer module 1 located on the rear side relative to the front side.
  • the buffer module 1 rotates.
  • the rotating mechanism 6 is an elastic structure, which can adapt to the impact of the rear vehicle The offset at the time of impact has the effect of elastic buffering.
  • the side wall of the buffer module 1 is provided with an upper hinge seat 12 and a lower hinge seat 13;
  • the rotating mechanism 6 includes a front end hinged to the upper hinge seat 12 on the buffer module 1 on the front side,
  • the rear end is a connecting rod 61 hinged with the lower hinge seat 13 on the rear side of the buffer module 1
  • the connecting rod 61 is a telescopic structure.
  • the front buffer module 1 and the rear buffer module 1 are connected by connecting rods 61 .
  • the number of the buffer modules 1 is 3-5; in the present application, the buffer device is arranged in multiples, and after being hit, only the damaged buffer module can be partially replaced, and the entire buffer device does not need to be replaced, improving the performance of the buffer device. Improve maintenance efficiency and reduce costs.
  • the buffer module 1 located on the rear side can be rotated at an angle of 5°-15° to the left or right relative to the buffer module 1 located on the front side. With this design, it can be offset by a certain angle to suit the angle of impact.
  • the anti-collision module 4 also includes an anti-collision module 4 arranged between the mounting plate 3 and the buffer module 1 , the anti-collision module 4 includes an anti-collision casing 40 , and the anti-collision casing 40 is inside the anti-collision casing 40 .
  • a front anti-collision group 41 is provided on the side close to the mounting plate 3, and a rear anti-collision group 42 is provided in the anti-collision housing 40 on the side close to the buffer module 1.
  • the front anti-collision group 41 and the rear anti-collision group 42 are provided.
  • the anti-collision groups 42 are arranged opposite to each other.
  • the rear anti-collision group 42 drives the buffer module 1 to move away from the mounting plate 3 .
  • the rear anti-collision group 42 drives the mounting plate 3 to move away from the buffer module 1 .
  • an anti-collision module 4 is arranged 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 side of the mounting plate 3 and a front anti-collision module 41 arranged on the side of the buffer module 1 .
  • 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. At this time, the rear anti-collision group 42 and the front anti-collision group are passed.
  • the present application can protect the oil cylinder driving device when the rear vehicle collides by setting the anti-collision module 4, and prevent the oil cylinder driving device from being damaged due to impact. And scrapped, reducing replacement costs.
  • the front anti-collision group 41 is provided with a front magnetic member 411
  • the rear anti-collision group 42 is provided with a rear magnetic member 421
  • the front magnetic member 411 and the rear magnetic member 421 have the same magnetic poles at opposite ends. and repel each other.
  • the present application utilizes the principle of homogeneity and repulsion of magnetic materials.
  • a rear magnetic member 421 and a front magnetic member 411 are respectively provided on the buffer module 1 and the mounting plate 3. It is desired to set the same S pole or N pole on the opposite side.
  • the buffer module 1 drives the rear magnetic member 421 to approach the front magnetic member 411.
  • the rear magnetic member 421 provides a repulsive force to prevent the buffer module 1 from hitting the oil cylinder drive device, and then to the oil cylinder. The drive is protected.
  • the front anti-collision group 41 further includes a front base 412 disposed on the side of the anti-collision casing 40 close to the mounting plate 3 , the front base 412 is provided with an inwardly recessed front insert groove, The front magnetic member 411 is embedded in the front embedding groove; the front base 412 is used to fix the front magnetic member 411, preferably the front magnetic member 411 is embedded in 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 disposed on the side of the anti-collision casing 40 close to the buffer module 1, and the rear base 422 is provided with a rear insert groove that is recessed inward.
  • the rear magnetic member 421 is embedded in the rear embedding groove; the rear base 422 is provided to fix the rear magnetic member 421.
  • the rear magnetic member 421 is embedded in the rear base 422, and the surface is sealed and packaged by polyurethane resin, so that the to the protective effect.
  • the front base 412 is provided with a plurality of the front insertion grooves distributed in a rectangular array
  • the front magnetic member 411 is provided with a plurality of and embedded in the plurality of the front insertion grooves, respectively.
  • the magnetic poles of the two adjacent front magnetic members 411 are opposite; the magnetic poles of the adjacent magnets are opposite, that is, the magnetic poles of the diagonal magnets are the same, both are N-pole or S-pole, while the magnetic poles of the other diagonal magnets are the same, the same position S Pole or N-pole, the design of the magnet array is opposite to the magnetic poles of the adjacent magnets.
  • the rear base 422 is provided with a plurality of the rear embedding grooves distributed in a rectangular array, and the rear magnetic members 421 are provided with a plurality of and are respectively embedded in the plurality of the rear embedding grooves, 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, both N pole or S pole, while the magnetic poles of the other diagonal magnets are the same, the same S pole or N pole
  • the design of the magnet array is opposite to the magnetic poles of the adjacent magnets. The advantage is that the magnetic force is strong and the repulsive force can be provided steadily.
  • the front anti-collision group 41 is provided with multiple groups in 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.
  • the rear side of the front base 412 on the upper front anti-collision group 415 is provided with an upper front inclined surface 413 inclined toward the front and lower side, and the front magnetic member 411 is inclined and arranged on the upper front inclined surface 413
  • the rear side of the front base 412 on the lower front anti-collision group 417 is provided with a lower front inclined surface 414 inclined toward the rear and lower side, and the front magnetic member 411 is obliquely arranged on the lower front inclined surface 414;
  • the rear anti-collision group 42 is provided with a plurality of groups in the vertical direction, including an upper and rear anti-collision group 425 located on the upper side and opposite to the upper and front anti-collision group 415, located in the middle and opposite to the middle and front anti-collision group 425.
  • the middle and rear anti-collision group 426 arranged 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 and rear inclined surface 423 inclined toward the front and the lower side
  • the rear magnetic member 421 is inclined and arranged on the upper and rear inclined surface 423
  • a lower rear inclined surface 424 is provided which is inclined toward the rear and lower side
  • 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 and rear anti-collision group 425 are set to be inclined forward and downward, and when they are hit, they can provide a repulsive force in the forward and downward direction, so as to avoid the upward dislocation and repelling 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 downward. When they are hit, they can provide a repulsive force in the forward and downward direction, so as to avoid dislocation and repulsion to the lower side due to the repulsive force. This design makes the direction of the total repulsive force front and rear, and plays a stable repulsion effect.
  • the front anti-collision group 41 and the rear anti-collision group 42 are provided with multiple groups and are distributed at equal intervals.
  • Two groups of front anti-collision groups 41 and the rear anti-collision group 42 are arranged on the upper side of the application, three groups of front anti-collision groups 41 and the rear anti-collision group 42 are arranged in the middle, and two groups of front anti-collision groups 41 and 42 are arranged on the lower side.
  • the rear anti-collision group 42 can provide a stable repulsive force through the design of spaced arrangement.
  • 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 connected to the front housing 401 and the rear housing
  • the intermediate casing 403 between the bodies 402 is a flexible material.
  • the anti-collision module 4 further includes a guide group 43 arranged around the anti-collision casing 40 for guiding in the front-rear direction, and the guide group 43 includes a front A sleeve 431, a rear sleeve 432 disposed on the rear casing 402, and guide rods 433 sleeved at both ends in the front sleeve 431 and the rear sleeve 432 respectively, the front casing 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 .
  • the guide group 43 By arranging the guide group 43 to play a lateral guiding role, the dislocation of the front casing 401 and the rear casing 402 is avoided, and the buffering effect is affected.
  • the anti-collision housing 40 is also filled with liquid.
  • the anti-collision housing 40 is a closed container, and by filling the interior of the anti-collision housing 40 with liquid, the water resistance effect is achieved, which further improves the buffering effect and protects the driving device 5 .
  • the buffer module 1 is filled with a plurality of buffer units 10 that are hollow in the middle and 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 on the rear side.
  • the buffer device is arranged into a plurality of buffer modules 1 connected in sequence from front to rear, each buffer module 1 is filled with a plurality of buffer units 10 with a hollow middle, and the buffer modules 1 arranged from front to back are at the same time.
  • the buffer unit 10 of the module 1 is set so 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 using the gradient incrementally changes,
  • a multi-layer composite buffer structure of bionic grapefruit peel skin is established, but also a hollow multi-layer hierarchical structure is used to effectively improve the transmission of stress waves, increase energy absorption capacity, and improve the impact resistance of the buffer device.
  • the buffer energy absorption effect ensures the safety of the rear collision vehicle and the anti-collision buffer vehicle.
  • multiple buffer devices are set up. After being hit, only the damaged buffer module 1 can be partially replaced, and the entire buffer device does not need to be replaced. Improve maintenance efficiency and reduce costs.
  • the cross section of the buffer unit 10 is a concave hexagon, and a plurality of the buffer units 10 in the same buffer module 1 are arranged in a staggered arrangement.
  • the buffer units are arranged in a staggered concave hexagonal structure, and the impact energy is absorbed by the sequentially arranged buffer units 10 to reduce the impact peak force.
  • the negative Poisson’s ratio structure can restrain the lateral expansion and deformation of the internal buffer material, improve the stress transfer ability of the impact load along the circumferential direction of the clip, better realize the stress diffusion, and can effectively prevent the bubble buffer unit from being under the action of impact load.
  • 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-bearing capacity of the entire sacrificial structure.
  • a plurality of the buffer units 10 in the same buffer module 1 have the same cross section and are arranged in an array.
  • Arrays are arranged in a specific form, so that the obtained buffer units are isotropic, so as to achieve a good buffer energy absorption effect when the vehicle is impacted.
  • the buffer unit 10 includes a front connecting portion 101 and a rear connecting portion 102 on the front and rear sides, a ⁇ -shaped upper concave portion 103 connecting the upper ends of the front connecting portion 101 and the rear connecting portion 102 respectively, and The lower ends of the front connecting portion 101 and the rear connecting portion 102 are respectively connected to the lower concave portion 104 in a ⁇ shape. It can effectively improve the stability of the structure, so that the structure has a more stable platform stress stage in the process of buffering and absorbing energy. This advantage is especially obvious under high-speed impact.
  • 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 to form interconnection, prevent material from splashing during impact, extend and deform in the vertical direction, and provide lateral buffering capacity.
  • 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 buffering effect and can absorb energy well.
  • the inner diameters of the buffer units 10 inside the buffer modules 1 connected in sequence from front to back are sequentially increased in steps.
  • a porous buffer unit 10 with incremental gradient changes during high-speed impact, not only a multi-layer composite buffer structure of bionic pomelo peel is established, but also a hollow multi-layer hierarchical structure is used to effectively improve the transmission of stress waves and increase energy absorption. It improves the impact resistance and buffer energy absorption effect of the buffer device, and ensures the safety of the rear impact vehicle and the anti-collision buffer vehicle.
  • the buffer module 1 includes a module housing 11 ; the buffer unit 10 is elongated and arranged in the module housing 11 along the left-right direction and/or the up-down direction.
  • the buffer units 10 are stacked and placed in the module housing 11 in sequence. If they are placed one after the other, the buffering effect is better.
  • 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 denaturation and can play a good buffer effect.
  • the anti-collision buffer car includes a car body 2, and the rear end of the car body 2 is provided with the above-mentioned combined anti-collision buffer device.
  • the combined anti-collision buffer device is a driving device 5 that rotates relative to the vehicle body 2 , and the driving device 5 can drive the combined anti-collision buffer device to rotate to a horizontal state or a vertical state.

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Abstract

一种组合式防撞缓冲装置及防撞缓冲车，通过设置成多个由前向后依次设置的缓冲模组（1），且相邻的两个缓冲模组（1）之间设有转动机构（6），在不需要使用时，通过转动机构（6）将位于后侧的缓冲模组（1）翻转至位于前侧的缓冲模组（1）上侧，可将水平方向依次设置的多个缓冲模组（1）转换成垂直模式，再利用缓冲车上的油缸驱动装置（5）驱动防撞装置转动90°，即可将缓冲模组（1）依次装入后车斗中，可减少风阻以及杜绝限高情况，位于前侧缓冲模组（1）内缓冲单元（10）的内径尺寸小于位于后侧缓冲模组（1）内缓冲单元（10）的内径尺寸，利用梯度递增变化的多孔缓冲单元（10），利用中空的多层分级结构，有效改善应力波的传递，增加了能量吸收能力，提高了缓冲装置的抗冲击和缓冲吸能效果。

Description

组合式防撞缓冲装置及防撞缓冲车 技术领域
本申请涉及防撞缓冲车设备技术领域，具体涉及组合式防撞缓冲装置及防撞缓冲车。
 背景技术
道路施工时，为了保证施工人员的安全，需在施工位置后方放置防撞车。现有的防撞车包括车体和设于车体尾部的防撞装置。防撞车作业时，油缸驱动装置驱动防撞装置翻转至水平状态，当后方车辆与缓冲车发生撞击时，防撞装置对移动车体提供缓冲，减少对施工人员的伤害，作业完成后，防撞装置翻转至与车身垂直的位置上。
 技术问题
但是，现有防撞装置防撞能力有限，缓冲稳定性和吸能效果一般，由于缓冲装置是整体设置，被撞后需整体更换，而且作业完成后防撞装置翻转至与车身垂直的位置上，导致防撞车在行驶或停放时均受到较大的风阻，容易侧翻，造成车辆损坏，另外遇到限高时无法通过。因此，亟需对现有防撞装置做进一步改进。
 技术解决方案
本申请为了解决上述技术问题，提供一种组合式防撞缓冲装置。
本申请另一目的是提供一种防撞缓冲车。
组合式防撞缓冲装置，包括用于连接在车辆后端的安装板，所述安装板后侧由前向后依次设有多个用于吸收车辆碰撞时所产生能量的缓冲模组；
相邻的两个所述缓冲模组之间设有转动机构，所述转动机构用于将位于后侧的所述缓冲模组翻转至位于前侧的所述缓冲模组上侧；
所述缓冲模组内填充有多个中部为中空并用于吸收车辆碰撞时所产生能量的缓冲单元，且位于前侧所述缓冲模组内填充的所述缓冲单元的内径尺寸小于位于后侧所述缓冲模组内填充的所述缓冲单元的内径尺寸。
如上所述的组合式防撞缓冲装置，所述转动机构设于所述缓冲模组左右两侧，且其一端与位于前侧的所述缓冲模组铰接，另一端与位于后侧的所述缓冲模组铰接。
如上所述的组合式防撞缓冲装置，所述转动机构的上端与位于前侧的所述缓冲模组铰接，下端与位于后侧的所述缓冲模组铰接。
如上所述的组合式防撞缓冲装置，所述缓冲单元的横截面为内凹六边形，且同一所述缓冲模组内部的多个所述缓冲单元呈交错排列分布。
如上所述的组合式防撞缓冲装置，所述缓冲单元材质为镁合金、铝合金、聚丙乙烯泡沫塑料、聚乙烯泡沫塑料、聚氨酯泡沫塑料或聚丙烯泡沫塑料中的一种或多种组合。
如上所述的组合式防撞缓冲装置，相邻的两个所述缓冲模组中，位于后侧的所述缓冲模组可相对位于前侧的所述缓冲模组往左侧或右侧转动。
如上所述的组合式防撞缓冲装置，相邻的两个所述缓冲模组的中部通过铰接机构铰接，所述缓冲模组前侧端面和/或后侧端面设有弧形部。
如上所述的组合式防撞缓冲装置，还包括设于所述安装板与所述缓冲模组之间的防撞模组，所述防撞模组包括防撞壳体，所述防撞壳体内靠近所述安装板侧设有前防撞组，所述防撞壳体内靠近所述缓冲模组侧设有后防撞组，所述前防撞组和所述后防撞组相对设置，当所述缓冲模组往所述安装板靠近时，所述后防撞组带动所述缓冲模组朝远离所述安装板的方向移动，所述后防撞组带动所述安装板朝远离所述缓冲模组的方向移动。
如上所述的组合式防撞缓冲装置，所述前防撞组上设有前磁性件，所述后防撞组上设有后磁性件，所述前磁性件和所述后磁性件相对端磁极相同并彼此相斥。
防撞缓冲车，包括车体，所述车体后端设有上述的组合式防撞缓冲装置，所述防撞缓冲车还包括设于所述车体和所述安装板之间且可往复驱使所述组合式防撞缓冲装置相对所述车体转动的驱动装置，所述驱动装置可驱动所述组合式防撞缓冲装置转动至水平状态或垂直状态。
 有益效果
1、本申请通过设置成多个由前向后依次设置的缓冲模组，且相邻的两个所述缓冲模组之间设有转动机构，所述转动机构用于将位于后侧的所述缓冲模组翻转至位于前侧的所述缓冲模组上侧，在不需要使用时，通过转动机构将位于后侧的所述缓冲模组翻转至位于前侧的所述缓冲模组上侧，可将水平方向依次设置的多个缓冲模组转换成垂直模式，再利用缓冲车上的油缸驱动装置驱动防撞装置转动90°，即可将缓冲模组依次装入后车斗中，可减少风阻以及杜绝限高情况。
2、本申请每个缓冲模组内部均填充有多个中部为中空的缓冲单元，同时由前向后设置的缓冲模组的缓冲单元设置成，位于前侧缓冲模组内缓冲单元的内径尺寸小于位于后侧缓冲模组内缓冲单元的内径尺寸，利用梯度递增变化的多孔缓冲单元，在高速撞击时，不仅建立了仿生柚子皮表皮多层复合的缓冲结构，同时也利用中空的多层分级结构，有效改善应力波的传递，增加了能量吸收能力，提高了缓冲装置的抗冲击和缓冲吸能效果，保障后方撞击车辆和防撞缓冲车的安全，同时将缓冲装置设置成多个，被撞后只需将损坏的缓冲模组局部更换即可，无需将缓冲装置整体更换，提高了维修效率以及降低了成本。
3、本申请通过设置多个前向后依次铰接的缓冲模组，且相邻的两个所述缓冲模组中，位于后侧的所述缓冲模组可相对位于前侧的所述缓冲模组往左侧或右侧转动，通过此设计，当后方车辆没有沿正中撞向缓冲模组时，后侧的缓冲模组相对前侧铰接的缓冲模组往撞击位置侧转动，通过自适应撞击车辆位置进行调整缓冲角度，达到保护后方车辆的目的，起到很好缓冲保护作用。
4、本申请通过在缓冲模组和安装板之间设置防撞模组，防撞模组包括设置在安装板侧的前防撞组以及设置在缓冲模组侧的后防撞组，在缓冲模组受到撞击时，缓冲模组带动后防撞组向安装板和前防撞组靠近，此时通过后防撞组和前防撞组之间的相斥作用，后防撞组带动缓冲模组朝远离安装板的方向移动，后防撞组带动安装板朝远离缓冲模组的方向移动，通过此设计避免缓冲模组撞向安装板，从而对油缸驱动装置进行保护，本申请通过设置防撞模组能够起到后方车辆撞击时对油缸驱动装置起保护作用，避免油缸驱动装置因撞击损坏而报废，降低更换成本。
5、本申请的防撞缓冲车，具有很好缓冲效果，并且可将缓冲模组依次装入后车斗中，减少风阻以及杜绝限高情况。
 附图说明
图1是本申请实施例防撞缓冲车的立体示意图。
图2是实施例中驱动装置5驱动组合式防撞缓冲装置翻转至垂直状态时的立体示意图。
图3是实施例中转动机构6将位于后侧的缓冲模组1翻转至位于前侧的缓冲模组1上侧，以及驱动装置5驱动组合式防撞缓冲装置翻转至垂直状态时的立体示意图。
图4是实施例中位于后侧的缓冲模组1相对位于前侧的缓冲模组1往左侧转动时的立体示意图。
图5 是本申请实施例中组合式防撞缓冲装置的立体示意图。
图6是本申请实施例中组合式防撞缓冲装置的右视图。
图7是图4中A-A方向的剖视图。
图8是本申请实施例缓冲单元10的结构示意图。
图9是图4中Ⅰ部分的局部放大图。
图10是图7中Ⅱ部分的局部放大图。
图11是本申请实施例中防撞模组4的立体示意图。
图12是本申请实施例中防撞模组4隐藏后壳体402后的立体示意图。
图13是图3中B-B方向的剖视图。
图14是本申请实施例中防撞模组4的内部示意图。
 本发明的最佳实施方式
如图1-14所示，组合式防撞缓冲装置，包括用于连接在车辆后端的安装板3，所述安装板3后侧由前向后依次设有多个用于吸收车辆碰撞时所产生能量的缓冲模组1，且相邻的两个所述缓冲模组1之间设有转动机构6，所述转动机构6用于将位于后侧的所述缓冲模组1翻转至位于前侧的所述缓冲模组1上侧。
本申请通过设置成多个由前向后依次设置的缓冲模组1，且相邻的两个所述缓冲模组1之间设有转动机构6，所述转动机构6用于将位于后侧的所述缓冲模组1翻转至位于前侧的所述缓冲模组1上侧，在不需要使用时，通过转动机构6将位于后侧的所述缓冲模组1翻转至位于前侧的所述缓冲模组1上侧，可将水平方向依次设置的多个缓冲模组1转换成垂直模式，再利用缓冲车上的油缸驱动装置驱动防撞装置转动90°，即可将缓冲模组1依次装入后车斗中，可减少风阻以及杜绝限高情况。
优选的，所述转动机构6设于所述缓冲模组1左右两侧，且其一端与位于前侧的所述缓冲模组1铰接，另一端与位于后侧的所述缓冲模组1铰接。通过在缓冲模组1两侧均设置有转动机构6，可将位于后侧的缓冲模组1转到位于前侧缓冲模组1的上侧，再通过缓冲车上的驱动装置5将缓冲模组转入车斗内。
优选的，所述转动机构6的上端与位于前侧的所述缓冲模组1铰接，下端与位于后侧的所述缓冲模组1铰接。由于缓冲模组1之间的相抵设置，将转动机构沿后下往前上方向设置，即可将位于后侧的缓冲模组1翻转至位于前侧的缓冲模组上侧，反之则不能。
优选的，相邻的两个所述缓冲模组1侧壁共设置有多个呈平行设置的所述转动机构6。本申请实施例中每一侧均两个缓冲模组1之间均设置有两个转动机构，通过此设计可防止位于后侧的缓冲模组1沿铰接处往前侧或后侧转动。
优选的，所述缓冲模组1侧壁上设有上铰接座12，位于所述上铰接座12下侧设有下铰接座13；所述转动机构6包括前端与位于前侧的所述缓冲模组1上的上铰接座12铰接、后端与位于后侧的所述缓冲模组1上的所述下铰接座13铰接的连接杆61。通过连接杆61分别与相邻两侧的缓冲模组1铰接，可实现将后侧缓冲模组翻转至前侧缓冲模组上侧。
优选的，所述缓冲模组1侧壁上设有止转部14，所述止转部14用于防止位于后侧的所述缓冲模组1通过所述转动机构6翻转至位于前侧的所述缓冲模组1前侧。设置止转部的目的是当后侧缓冲模组转到前侧缓冲模组时，可避免后侧的缓冲模组继续向前转动到前侧的缓冲模组前端，影响收折效果。
优选的，所述连接杆61为伸缩结构。通过将连接杆61设置成伸缩模式，可在后侧缓冲模组转动到前侧缓冲模组上侧时，下降到前侧缓冲模组上端，利于收纳。
优选的，所述缓冲模组1前侧中部设有铰接挂钩71、后侧中部设有向上凸起的铰接凸起72，位于后侧的所述缓冲模组1上的所述铰接挂钩71可挂接于位于前侧的所述缓冲模组1上的所述铰接凸起72上。通过此设计，可在后侧的缓冲模组1与前侧的缓冲模组1保持在同一水平面上，通过后侧缓冲模组的铰接挂钩71挂在前侧缓冲模组的铰接凸起72上，使两者保持同一水平面上，通过由于是挂接，不影响翻转机构将两者转动。
优选的，所述缓冲模组1的数量为3-5个。本申请将缓冲装置设置成多个，被撞后只需将损坏的缓冲模组局部更换即可，无需将缓冲装置整体更换，提高了维修效率以及降低了成本。
优选的，缓冲模组1由前向后依次铰接，且相邻的两个所述缓冲模组1中，位于后侧的所述缓冲模组1可相对位于前侧的所述缓冲模组1往左侧或右侧转动。
本申请通过设置多个前向后依次铰接的缓冲模组1，且相邻的两个所述缓冲模组1中，位于后侧的所述缓冲模组1可相对位于前侧的所述缓冲模组1往左侧或右侧转动，通过此设计，当后方车辆没有沿正中撞向缓冲模组时，后侧的缓冲模组相对前侧铰接的缓冲模组往撞击位置侧转动，通过自适应撞击车辆位置进行调整缓冲角度，达到保护后方车辆的目的，起到很好缓冲保护作用。
优选的，相邻的两个所述缓冲模组1的中部通过铰接机构7铰接。本申请的缓冲模组1中部进行铰接，当撞击方向再缓冲模组1左侧时，后侧的缓冲模组相对前侧的缓冲模组往左侧转动，以适应撞击的位置调整，将撞击力传递到整个缓冲装置，避免只有左边的缓冲装置起到缓冲效果，当撞击方向在右边原理相同。
优选的，所述铰接机构7包括设于所述缓冲模组1前侧中部的铰接挂钩71，以及设于所述缓冲模组1后侧中部向上凸起的铰接凸起72，位于后侧的所述缓冲模组1上的所述铰接挂钩71铰接在位于前侧的所述缓冲模组1上的所述铰接凸起72上。通过在缓冲模组1后侧设置铰接凸起72，在缓冲模组1前侧设置铰接挂钩71，使得后侧的缓冲模组1与前侧缓冲模组1之间铰接，可向左右两边转动，以适应撞击角度。
本申请另一实施例，所述铰接机构7包括设于所述缓冲模组1后侧中部的铰接挂钩71，以及设于所述缓冲模组1前侧中部向上凸起的铰接凸起72，位于前侧的所述缓冲模组1上的所述铰接挂钩71铰接在位于后侧的所述缓冲模组1上的所述铰接凸起72上。通过此设计使得后侧的缓冲模组1与前侧缓冲模组1之间铰接，可向左右两边转动，以适应撞击角度。
优选的，所述缓冲模组1前侧端面和/或后侧端面设有弧形部15。优选缓冲模组1前端面和后端面任一设有弧形部，通过此弧形部可使得后侧的缓冲模组1与前侧缓冲模组1之间铰接，可向左右两边转动，以适应撞击角度。
优选的，所述弧形部15的弧度为100°-120°。当此范围可避免最后的缓冲模组1转动至与车体垂直。
优选的，相邻的两个所述缓冲模组1的左右两侧壁上设置有转动机构6，所述转动机构6用于弹性限位位于后侧的所述缓冲模组1相对位于前侧的所述缓冲模组1转动。通过设置转动机构6可保持后侧的缓冲模组1在前侧缓冲模组1的正后方，避免未撞击时先产生偏移，同时转动机构6为弹性结构，在后方车辆撞击时，能够适应撞击时的偏移量，起到弹性缓冲的效果。
优选的，所述缓冲模组1侧壁上设有上铰接座12和下铰接座13；所述转动机构6包括前端与位于前侧的所述缓冲模组1上的上铰接座12铰接、后端与位于后侧的所述缓冲模组1上的所述下铰接座13铰接的连接杆61，且所述连接杆61为伸缩结构。通过连接杆61将前缓冲模组1和后缓冲模组1之间连接。
优选的， 所述缓冲模组1数量为3-5个；本申请将缓冲装置设置成多个，被撞后只需将损坏的缓冲模组局部更换即可，无需将缓冲装置整体更换，提高了维修效率以及降低了成本。
位于后侧的所述缓冲模组1可相对位于前侧的所述缓冲模组1往左侧或右侧转动角度为5°-15°。通过此设计，可偏移一定角度，以适应撞击角度。
优选的，还包括设于所述安装板3与所述缓冲模组1之间的防撞模组4，所述防撞模组4包括防撞壳体40，所述防撞壳体40内靠近所述安装板3侧设有前防撞组41，所述防撞壳体40内靠近所述缓冲模组1侧设有后防撞组42，所述前防撞组41和所述后防撞组42相对设置，当所述缓冲模组1往所述安装板3靠近时，所述后防撞组42带动所述缓冲模组1朝远离所述安装板3的方向移动，所述后防撞组42带动所述安装板3朝远离所述缓冲模组1的方向移动。
本申请通过设置在缓冲模组1和安装板3之间设置防撞模组4，所述防撞模组4包括设置在安装板3侧的前防撞组41以及设置在缓冲模组1侧的后防撞组42，在缓冲模组1受到撞击时，缓冲模组1带动后防撞组42向安装板3和前防撞组41靠近，此时通过后防撞组42和前防撞组41之间的相斥作用，后防撞组42带动缓冲模组1朝远离安装板3的方向移动，后防撞组42带动安装板3朝远离缓冲模组1的方向移动，通过此设计避免缓冲模组1撞向安装板3，从而对油缸驱动装置进行保护，本申请通过设置防撞模组4能够起到后方车辆撞击时对油缸驱动装置起保护作用，避免油缸驱动装置因撞击损坏而报废，降低更换成本。
优选的，所述前防撞组41上设有前磁性件411，所述后防撞组42上设有后磁性件421，所述前磁性件411和所述后磁性件421相对端磁极相同并彼此相斥。本申请利用磁性材料同性相斥原理，分别在缓冲模组1和安装板3设置有后磁性件421和前磁性件411，想对面设置成相同的S极或N极，在缓冲模组1收到高速撞击时，缓冲模组1驱使后磁性件421向前磁性件411靠近，通过磁极同性相斥原理，后磁性件421提供相斥力，防止缓冲模组1撞上油缸驱动装置，进而对油缸驱动装置进行保护。
优选的，所述前防撞组41还包括设于所述防撞壳体40靠近所述安装板3侧上的前底座412，所述前底座412上设有向内凹陷的前嵌槽，所述前磁性件411嵌设于所述前嵌槽内；通过设置前底座412，用于固定前磁性件411，优选前磁性件411嵌设在前底座412后，表面通过聚氨酯树脂进行密封包装，起到保护效果。
所述后防撞组42还包括设于所述防撞壳体40靠近所述缓冲模组1侧上的后底座422，所述后底座422上设有向内凹陷的后嵌槽，所述后磁性件421嵌设于所述后嵌槽内；通过设置后底座422，用于固定后磁性件421，优选后磁性件421嵌设在后底座422后，表面通过聚氨酯树脂进行密封包装，起到保护效果。
优选的，所述前底座412上共设有多个呈矩形阵列分布的所述前嵌槽，所述前磁性件411共设置有多个并分别嵌设于多个所述前嵌槽内，且相邻2个所述前磁性件411的磁极相反；相邻磁铁的磁极相反，即对角磁铁的磁极相同，同为N极或S极，而另一对角磁铁的磁极相同，同位S极或N极，设计磁铁阵列方式排布和相邻磁铁的磁极相反，其优点是磁力较强，可稳固提供排斥力。
所述后底座422上共设有多个呈矩形阵列分布的所述后嵌槽，所述后磁性件421共设置有多个并分别嵌设于多个所述后嵌槽内，且相邻2个所述后磁性件421的磁极相反；相邻磁铁的磁极相反，即对角磁铁的磁极相同，同为N极或S极，而另一对角磁铁的磁极相同，同位S极或N极，设计磁铁阵列方式排布和相邻磁铁的磁极相反，其优点是磁力较强，可稳固提供排斥力。
优选的，所述前防撞组41沿垂直方向共设置有多组，包括位于上侧的上前防撞组415、位于中间的中前防撞组416及位于下侧的下前防撞组417，所述上前防撞组415上的所述前底座412后侧设有朝前下侧倾斜的上前斜面413，所述前磁性件411呈倾斜设置在所述上前斜面413上，所述下前防撞组417上的所述前底座412后侧设有朝后下侧倾斜的下前斜面414，所述前磁性件411呈倾斜设置在所述下前斜面414上；
所述后防撞组42沿垂直方向共设置有多组，包括位于上侧并与所述上前防撞组415相对设置的上后防撞组425、位于中间并与所述中前防撞组416相对设置的中后防撞组426及位于下侧并与所述下前防撞组417相对设置的下后防撞组427，所述上后防撞组425上的所述后底座422前侧设有朝前下侧倾斜的上后斜面423，所述后磁性件421呈倾斜设置在所述上后斜面423上，所述下后防撞组427上的所述后底座422前侧设有朝后下侧倾斜的下后斜面424，所述后磁性件421呈倾斜设置在所述下后斜面424上。
将上前防撞组415和上后防撞组425均设置成向前下侧倾斜，在受到撞击时，可提供向前下侧方向的排斥力，避免因排斥力向上侧错位排斥开，将下前防撞组417和下后防撞组427均设置成向前下侧倾斜，在受到撞击时，可提供向前下侧方向的排斥力，避免因排斥力向下侧错位排斥开，通过此设计使得总排斥力方向先后侧，起到稳固排斥作用。
优选的，所述前防撞组41和所述后防撞组42均设置有多组并呈等间距间隔分布。本申请上侧设置2组前防撞组41和所述后防撞组42，中间设置3组前防撞组41和所述后防撞组42，下侧设置2组前防撞组41和所述后防撞组42，通过间隔设置的设计，能够提供稳定的排斥力。
优选的，所述防撞壳体40包括与所述安装板3连接的前壳体401、与所述缓冲模组1连接的后壳体402，以及连接于前壳体401和所述后壳体402间的中间壳体403，所述中间壳体403为柔性材料。通过将前防撞组41和所述后防撞组42分别固定在前壳体401和所述后壳体402内部，同时使用中间壳体403将前壳体401和所述后壳体402连接起来，通过将中间壳体403设计为柔性材料，可在发生碰撞时，给与缓冲空间，所述柔性材料可以为防水帆布或其他具有弹性材料。
优选的，所述防撞模组4还包括设于所述防撞壳体40四周用于沿前后方向导向的导向组43，所述导向组43包括设于所述前壳体401上的前套管431、设于所述后壳体402上的后套管432以及两端分别套设于所述前套管431和所述后套管432内的导向杆433，所述前壳体401与所述导向杆433前端之间设有前复位件434，所述后壳体402与所述导向杆433后端之间设有后复位件435。通过设置导向组43起到横向导向作用，避免前壳体401和所述后壳体402错位，影响缓冲效果。
优选的，所述防撞壳体40内部还填充有液体。防撞壳体40为密闭容器，通过在其内部填充液体，起到了水阻效果，进一步提高缓冲效果及保护驱动装置5。
所述缓冲模组1内填充有多个中部为中空并用于吸收车辆碰撞时所产生能量的缓冲单元10，且位于前侧所述缓冲模组1内填充的所述缓冲单元10的内径尺寸小于位于后侧所述缓冲模组1内填充的所述缓冲单元10的内径尺寸。
本申请通过将缓冲装置设置成多个由前向后依次连接的缓冲模组1,每个缓冲模组1内部均填充有多个中部为中空的缓冲单元10，同时由前向后设置的缓冲模组1的缓冲单元10设置成，位于前侧缓冲模组1内缓冲单元10的内径尺寸小于位于后侧缓冲模组1内缓冲单元10的内径尺寸，利用梯度递增变化的多孔缓冲单元10，在高速撞击时，不仅建立了仿生柚子皮表皮多层复合的缓冲结构，同时也利用中空的多层分级结构，有效改善应力波的传递，增加了能量吸收能力，提高了缓冲装置的抗冲击和缓冲吸能效果，保障后方撞击车辆和防撞缓冲车的安全，同时将缓冲装置设置成多个，被撞后只需将损坏的缓冲模组1局部更换即可，无需将缓冲装置整体更换，提高了维修效率以及降低了成本。
优选的，所述缓冲单元10的横截面为内凹六边形，且同一所述缓冲模组1内部的多个所述缓冲单元10呈交错排列分布。采用负泊松比结构，将缓冲单元设置成交错排列分布的内凹六边形结构，通过依次排布的缓冲单元10共同吸收撞击能量，降低撞击峰值力。一方面，负泊松比结构能够约束内部缓冲材料的横向膨胀变形，提高撞击荷载沿夹周向的应力传递能力，更好的实现应力扩散，并且能够有效地防止泡缓冲单元在冲击荷载作用下发生飞溅或者因结构性脆断而不能被完全压实，提高了缓冲单元的吸能能力；另一方面，缓冲单元能够为负泊松比机构提供侧向支撑，从而提高负泊松比骨架的竖向刚度，继而提高整个牺牲结构的承载能力。
优选的，同一所述缓冲模组1内部的多个所述缓冲单元10的横截面相同，并呈阵列排布。按照特定形式阵列排列，使得到的缓冲单元呈现各向同性，进而实现车辆撞击时良好的缓冲吸能效果。
优选的，所述缓冲单元10包括位于前后两侧的前连接部101和后连接部102、分别连接所述前连接部101和所述后连接部102上端并呈∨型的上凹部103，以及分别连接所述前连接部101和所述后连接部102下端并呈∧型的下凹部104。可以有效提高结构的稳定性，使结构在缓冲吸能的过程中，具有更加平稳的平台应力阶段，这一优势在高速冲击下尤为明显。
优选的，所述前连接部101和所述后连接部102的高度相同，所述上凹部103和所述下凹部104的宽度相同。有利于交错排布，形成相互连接，防止撞击时材料飞溅，沿竖向方向延伸变形，提供横向缓冲能力。
优选的，所述前连接部101和所述后连接部102高度大于所述上凹部103和所述下凹部104的宽度。可进一步提高缓冲效果，能够很好的吸收能量。
优选的，由前向后依次连接的所述缓冲模组1内部的所述缓冲单元10的内径尺寸依次呈阶梯递增。利用梯度递增变化的多孔缓冲单元10，在高速撞击时，不仅建立了仿生柚子皮表皮多层复合的缓冲结构，同时也利用中空的多层分级结构，有效改善应力波的传递，增加了能量吸收能力，提高了缓冲装置的抗冲击和缓冲吸能效果，保障后方撞击车辆和防撞缓冲车的安全。
优选的，所述缓冲模组1包括模组外壳11；所述缓冲单元10为长条状，并沿左右方向和/或上下方向设置在所述模组外壳11内。使用时，将缓冲单元10依序交错层叠放入模组外壳11内，可将缓冲单元10沿左右方向横向放置，也可沿上下方向的竖向放置，当然也可横向和竖向的缓冲单元相隔依次放置，形成的缓冲效果更佳。
优选的，所述缓冲单元10材质为镁合金、铝合金、聚丙乙烯泡沫塑料、聚乙烯泡沫塑料、聚氨酯泡沫塑料或聚丙烯泡沫塑料中的一种或多种组合。具有质轻易变性的优点，可起到很好缓冲效果。
防撞缓冲车，包括车体2，所述车体2后端设有上述的组合式防撞缓冲装置，所述防撞缓冲车还包括设于所述车体2上且可往复驱使所述组合式防撞缓冲装置相对所述车体2转动的驱动装置5，所述驱动装置5可驱动组合式防撞缓冲装置转动至水平状态或垂直状态。
以上所述仅为本申请的较佳实施例而已，并不用以限制本申请，凡在本申请的精神和原则之内所作的任何修改、等同替换和改进等，均应包含在本申请的保护范围之内。

Claims (10)

  1. 组合式防撞缓冲装置，包括用于连接在车辆后端的安装板（3），其特征在于：所述安装板（3）后侧由前向后依次设有多个用于吸收车辆碰撞时所产生能量的缓冲模组（1）；
    相邻的两个所述缓冲模组（1）之间设有转动机构（6），所述转动机构（6）用于将位于后侧的所述缓冲模组（1）翻转至位于前侧的所述缓冲模组（1）上侧；
    所述缓冲模组（1）内填充有多个中部为中空并用于吸收车辆碰撞时所产生能量的缓冲单元（10），且位于前侧所述缓冲模组（1）内填充的所述缓冲单元（10）的内径尺寸小于位于后侧所述缓冲模组（1）内填充的所述缓冲单元（10）的内径尺寸。
  2. 根据权利要求1所述的组合式防撞缓冲装置，其特征在于：所述转动机构（6）设于所述缓冲模组（1）左右两侧，且其一端与位于前侧的所述缓冲模组（1）铰接，另一端与位于后侧的所述缓冲模组（1）铰接。
  3. 根据权利要求2所述的组合式防撞缓冲装置，其特征在于：所述转动机构（6）的上端与位于前侧的所述缓冲模组（1）铰接，下端与位于后侧的所述缓冲模组（1）铰接。
  4. 根据权利要求1所述的组合式防撞缓冲装置，其特征在于：所述缓冲单元（10）的横截面为内凹六边形，且同一所述缓冲模组（1）内部的多个所述缓冲单元（10）呈交错排列分布。
  5. 根据权利要求4所述的组合式防撞缓冲装置，其特征在于：所述缓冲单元（10）材质为镁合金、铝合金、聚丙乙烯泡沫塑料、聚乙烯泡沫塑料、聚氨酯泡沫塑料或聚丙烯泡沫塑料中的一种或多种组合。
  6. 根据权利要求1所述的组合式防撞缓冲装置，其特征在于：相邻的两个所述缓冲模组（1）中，位于后侧的所述缓冲模组（1）可相对位于前侧的所述缓冲模组（1）往左侧或右侧转动。
  7. 根据权利要求6所述的组合式防撞缓冲装置，其特征在于：相邻的两个所述缓冲模组（1）的中部通过铰接机构（7）铰接，所述缓冲模组（1）前侧端面和/或后侧端面设有弧形部（15）。
  8. 根据权利要求1所述的组合式防撞缓冲装置，其特征在于：还包括设于所述安装板（3）与所述缓冲模组（1）之间的防撞模组（4），所述防撞模组（4）包括防撞壳体（40），所述防撞壳体（40）内靠近所述安装板（3）侧设有前防撞组（41），所述防撞壳体（40）内靠近所述缓冲模组（1）侧设有后防撞组（42），所述前防撞组（41）和所述后防撞组（42）相对设置，当所述缓冲模组（1）往所述安装板（3）靠近时，所述后防撞组（42）带动所述缓冲模组（1）朝远离所述安装板（3）的方向移动，所述后防撞组（42）带动所述安装板（3）朝远离所述缓冲模组（1）的方向移动。
  9. 根据权利要求8所述的组合式防撞缓冲装置，其特征在于：所述前防撞组（41）上设有前磁性件（411），所述后防撞组（42）上设有后磁性件（421），所述前磁性件（411）和所述后磁性件（421）相对端磁极相同并彼此相斥。
  10. 防撞缓冲车，包括车体（2），其特征在于：所述车体（2）后端设有如权利要求1-9任一项所述的组合式防撞缓冲装置，所述防撞缓冲车还包括设于所述车体（2）和所述安装板（3）之间且可往复驱使所述组合式防撞缓冲装置相对所述车体（2）转动的驱动装置（5），所述驱动装置（5）可驱动所述组合式防撞缓冲装置转动至水平状态或垂直状态。
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