CN111231878B - New energy automobile afterbody buffer stop - Google Patents

New energy automobile afterbody buffer stop Download PDF

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Publication number
CN111231878B
CN111231878B CN202010255410.6A CN202010255410A CN111231878B CN 111231878 B CN111231878 B CN 111231878B CN 202010255410 A CN202010255410 A CN 202010255410A CN 111231878 B CN111231878 B CN 111231878B
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fixedly connected
unit
buffer
collision
plate
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CN111231878A (en
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许昌文
张扬
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Individual
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    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60RVEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R19/00Wheel guards; Radiator guards, e.g. grilles; Obstruction removers; Fittings damping bouncing force in collisions
    • B60R19/02Bumpers, i.e. impact receiving or absorbing members for protecting vehicles or fending off blows from other vehicles or objects
    • B60R19/24Arrangements for mounting bumpers on vehicles
    • B60R19/26Arrangements for mounting bumpers on vehicles comprising yieldable mounting means
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60RVEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R19/00Wheel guards; Radiator guards, e.g. grilles; Obstruction removers; Fittings damping bouncing force in collisions
    • B60R19/02Bumpers, i.e. impact receiving or absorbing members for protecting vehicles or fending off blows from other vehicles or objects
    • B60R19/44Bumper guards

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Vibration Dampers (AREA)

Abstract

The invention relates to the technical field of new energy automobiles, in particular to a tail anti-collision device of a new energy automobile, which comprises a connecting unit, a cross frame unit, an anti-collision tail plate, an anti-collision side plate and a buffer unit, wherein the connecting unit is connected to the front end of the cross frame unit; the anti-collision tail plate is connected to the rear end of the transverse frame unit; the anti-collision tail plate is in transmission connection with the buffer unit; the buffer unit is connected to the transverse frame unit; the connecting unit is in transmission connection with the two anti-collision side plates; the two anti-collision side plates are symmetrically and slidably matched at the left end and the right end of the transverse frame unit. The anti-collision side plate is arranged inside the automobile anti-collision device, so that the impact from the side and the rear of the automobile can be buffered and protected through the anti-collision side plate, and the damage of an automobile accident to the automobile is reduced.

Description

New energy automobile afterbody buffer stop
Technical Field
The invention relates to the technical field of new energy vehicles, in particular to a tail anti-collision device of a new energy vehicle.
Background
The new energy automobile refers to all other energy automobiles except gasoline and diesel engines, including fuel cell automobiles, hybrid automobiles, hydrogen energy power automobiles, solar automobiles and the like, has low exhaust emission, has over 400 million liquefied petroleum gas automobiles and over 100 million natural gas automobiles in the world according to incomplete statistics, is a hybrid automobile and a pure electric automobile in most new energy automobiles sold in China market at present, and is defined according to the notice of development and reform committee of the people's republic of China. With the rapid development of the times, new energy automobiles gradually enter the lives of people, in the driving process of the automobiles, the automobiles are of fixed structures, and once the automobiles are impacted, the automobiles are easy to dent, so that the automobiles such as anti-collision beams appear in the market.
Disclosure of Invention
The invention aims to provide a new energy automobile tail anti-collision device which can effectively solve the problems in the prior art; the anti-collision side plate is arranged inside the automobile anti-collision device, so that the impact from the side and the rear of the automobile can be buffered and protected through the anti-collision side plate, and the damage of an automobile accident to the automobile is reduced.
In order to achieve the purpose, the application provides a new energy automobile tail anti-collision device which comprises a connecting unit, a cross frame unit, an anti-collision tail plate, an anti-collision side plate and a buffer unit, wherein the connecting unit is connected to the front end of the cross frame unit; the anti-collision tail plate is connected to the rear end of the transverse frame unit; the anti-collision tail plate is in transmission connection with the buffer unit; the buffer unit is connected to the transverse frame unit; the connecting unit is in transmission connection with the two anti-collision side plates; the two anti-collision side plates are symmetrically and slidably matched at the left end and the right end of the transverse frame unit.
The connecting unit comprises a connecting seat, an inner supporting plate, an outer supporting plate, a central seat, a movable seat, an adjusting rotating wheel, a bidirectional screw and a screw seat; the central seat is fixedly connected in the middle of the transverse frame unit; the left end and the right end of the central seat are respectively and rotatably connected with one end of one inner supporting plate, and the other ends of the two inner supporting plates are respectively and rotatably connected with one end of one outer supporting plate; the other ends of the two outer supporting plates are respectively matched on one movable seat in a rotating manner; the two movable seats are symmetrically connected to two ends of the two bidirectional screw rods through threads; two ends of the two-way screws are respectively matched with one screw seat in a rotating way, and the four screw seats are respectively and fixedly connected to four corners of the transverse frame unit; the middle of each two-way screw is fixedly connected with one adjusting rotating wheel; the joint of the two outer support plates and the joint of the two inner support plates are movably connected with the connecting seat respectively; the connecting base is provided with a bolt connecting hole; the two outer support plates are in transmission connection with the two anti-collision side plates.
A plurality of collapse grooves are arranged on the inner supporting plate side by side; and a rubber buffer pad is arranged on the inner side of the crumpling groove.
The anti-collision side plate comprises a linkage sliding block, a U-shaped side frame and a side plate assembly; the middle part of the linkage sliding block is in sliding fit with the horizontal slide way of the transverse frame unit; one end of the linkage sliding block is connected with the outer support plate in a rotating fit manner; the other end of the linkage sliding block is fixedly connected to the inner side of one end of the U-shaped side frame; two ends of the U-shaped side frame are in sliding fit with the side ends of the cross frame units; the side plate assembly is connected to the outer end of the U-shaped side frame.
The side plate assembly comprises a side plate body, a side support, a sliding groove frame, a cylindrical sliding shaft, a pushing rod, a first buffer spring and a first spring seat; the side support seat is fixedly connected with one end of the outer side of the U-shaped side frame; the side supporting seat is movably connected to one end of the chute frame; the chute frame is fixedly connected to the inner end of the side plate body; the cylindrical sliding shaft is in sliding fit with the groove-shaped slideway of the chute frame; the cylindrical sliding shaft is fixedly connected to one end of the pushing rod; the middle part of the pushing rod is in sliding fit with the middle of the U-shaped side frame; the other end of the push rod is fixedly connected with the first spring seat; the first buffer spring is fixedly connected between the first spring seat and the U-shaped side frame.
The pushing rod comprises a pressing rod body, an internal thread sleeve and an external thread rod; two ends of the compression bar body are respectively fixedly connected with the cylindrical sliding shaft and the internal thread sleeve; the middle part of the external thread rod is in sliding fit with the middle of the U-shaped side frame; one end of the external thread rod is connected to the first spring seat in a rotating fit manner; the other end of the external thread rod is matched in the internal thread sleeve through threads; and a tensioning pressure spring is arranged between the inner side surface of the internal thread sleeve and the external thread rod.
The side plate body is a door-shaped frame body; the outside normal running fit of curb plate body connects a plurality of guide rollers that set up side by side.
The anti-collision tail plate comprises a tail plate body, an elastic metal frame, a pressing shaft, a round pipe and a second buffer spring; the two ends of the inner side of the tail plate body are fixedly connected with the inner end of one elastic metal frame respectively, and the outer ends of the two elastic metal frames are rotatably connected with the two ends of the buffer unit respectively; the middle of the tail plate body is fixedly connected with one end of the pressing shaft; the other end of the pressing shaft is in sliding fit with the round pipe; the second buffer spring is fixedly connected between the inner side surface of the circular tube and the pressing shaft; the circular tube is fixedly connected in the middle of the rear end of the transverse frame unit.
The buffer unit comprises a connecting rod assembly, a rectangular sliding block, a buffer plate, a rectangular sliding rod, a third buffer spring, a fourth buffer spring and a limit baffle; the two connecting rod assemblies are arranged, and the outer ends of the two connecting rod assemblies are rotatably connected with the outer ends of the two elastic metal frames; the inner ends of the two connecting rod assemblies are fixedly connected with the outer end of one rectangular sliding block respectively; the two rectangular sliding blocks are symmetrically matched in the two horizontal slideways at the rear end of the transverse frame unit in a sliding manner; the inner ends of the two rectangular sliding blocks are fixedly connected with one buffer plate respectively; the two buffer plates are fixedly connected through the two third buffer springs; the outer ends of the two buffer plates are fixedly connected with the inner end of one rectangular slide bar respectively; the two rectangular sliding rods are in sliding fit with the two partition plates in the middle of the transverse frame unit, and the outer ends of the two rectangular sliding rods are fixedly connected with one limiting baffle respectively; the two limiting baffle plates are blocked at the outer ends of the two partition plates; the fourth buffer spring is fixedly connected between the two partition plates and the two buffer plates respectively; the fourth buffer spring is sleeved on the rectangular sliding rod.
The tail anti-collision device of the new energy automobile further comprises four turnover baffle units, wherein two turnover baffle units are rotatably matched on the left side of the rear end of the transverse frame unit, and the other two turnover baffle units are rotatably matched on the right side of the rear end of the transverse frame unit; the upper end and the lower end of each connecting rod assembly are in transmission connection with the two turnover baffle units respectively;
the turnover baffle plate unit comprises a gear, a wheel shaft and a turnover plate body; the gear is fixedly connected to the rear end of the wheel shaft; the wheel shaft is rotationally matched with the rear end of the transverse frame unit; the inner end of the turnover plate body is fixedly connected with the front end of the wheel shaft;
the connecting rod assembly comprises a double-sided rack, a linkage screw, a linkage seat and an adjusting baffle ring; the inner end and the outer end of the double-sided rack are respectively fixedly connected with the rectangular sliding block and one end of the linkage screw rod; the linkage seat is in sliding fit with the linkage screw; the linkage screw rod is connected with the adjusting baffle ring in a threaded fit manner; the adjusting baffle ring is positioned at the outer end of the linkage seat; the double-sided rack is in transmission connection with the two gears of the upper turnover baffle plate unit and the lower turnover baffle plate unit through the meshing of the teeth on the side surfaces of the upper side and the lower side.
The new energy automobile tail anti-collision device has the beneficial effects that: the anti-collision side plate is arranged inside the automobile, so that the impact from the side and the rear of the automobile can be buffered and protected through the anti-collision side plate, and the damage of an automobile accident to the automobile is reduced; the automobile bumper is internally provided with the anti-collision tail plate and the buffer unit, the anti-collision tail plate plays a role in primary impact buffer, and the buffer unit is driven to perform secondary buffer when being impacted by a large external force, so that the damage of external impact to an automobile is effectively reduced; when the buffer unit performs buffer operation, the buffer unit can synchronously drive the four turnover baffle units to perform turnover operation, so that the upper end and the lower end of the cross frame unit are effectively blocked, the protection range of the automobile bumper is expanded, the area of direct contact between a troublemaking automobile and an impacted automobile is reduced, and the damage to the tail part of the automobile provided with the automobile bumper is reduced; the adjustable connecting unit is arranged in the automobile body frame, can be adjusted according to automobiles with different automobile body widths and is installed on different automobiles for use, and the distance between the two anti-collision side plates can be synchronously driven to be adjusted when the connecting unit is adjusted, so that the automobile body frame is suitable for automobiles with different automobile body widths.
In order to make the aforementioned and other objects, features and advantages of the present invention comprehensible, preferred embodiments accompanied with figures are described in detail below.
Drawings
In order to more clearly illustrate the technical solutions of the embodiments of the present invention or related technologies, the drawings used in the description of the embodiments or related technologies will be briefly introduced below, and it is obvious that the drawings in the following description are some embodiments of the present invention, and other drawings can be obtained by those skilled in the art without creative efforts.
FIG. 1 is a first general schematic diagram provided in accordance with an embodiment of the present invention;
FIG. 2 is a second overall view provided in accordance with an embodiment of the present invention;
figure 3 is a schematic view of a tipping unit provided by an embodiment of the invention;
FIG. 4 is a schematic view of a cross-frame unit provided in accordance with an embodiment of the present invention;
FIG. 5 is a schematic view of an impact tailboard provided in accordance with an embodiment of the present invention;
FIG. 6 is a schematic view of a side impact panel according to an embodiment of the present invention;
FIG. 7 is a schematic view of a side plate assembly provided by an embodiment of the present invention;
FIG. 8 is a schematic view of a push rod provided in accordance with an embodiment of the present invention;
FIG. 9 is a diagram illustrating a buffer unit according to an embodiment of the present invention;
FIG. 10 is a schematic illustration of a connecting rod assembly provided in accordance with an embodiment of the present invention;
fig. 11 is a schematic view of a roll-over shutter unit according to an embodiment of the present invention.
Icon: a tipping unit 1; a tipping base 101; an inner support plate 102; an outer plate 103; a center seat 104; a movable base 105; an adjustment wheel 106; a bidirectional screw 107; a screw seat 108; a cross frame unit 2; an anti-collision tail plate 3; a tailgate body 301; a resilient metal frame 302; a pressing shaft 303; a circular tube 304; an anti-collision side plate 4; a linkage slider 401; a U-shaped sideframe 402; a side plate assembly 403; a side plate body 403A; side supports 403B; a chute frame 403C; a cylindrical slide shaft 403D; a push rod 403E; a compression bar body 403 Ea; an internally threaded sleeve 403 Eb; an externally threaded rod 403 Ec; the first buffer spring 403F; a first spring seat 403G; a guide roller 403H; a buffer unit 5; a connecting rod assembly 501; a double-sided rack 501A; a linkage screw 501B; a linkage seat 501C; adjusting the retainer ring 501D; a rectangular slider 502; a buffer plate 503; a rectangular slide bar 504; a third buffer spring 505; a fourth buffer spring 506; a limit baffle 507; a roll-over flapper unit 6; a gear 601; an axle 602; the plate body 603 is turned over.
Detailed Description
In order to make those skilled in the art better understand the technical solutions in the present application, the technical solutions in the embodiments of the present application will be clearly and completely described below, and it is obvious that the described embodiments are only a part of the embodiments of the present application, and not all embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present application.
It will be understood that when an element is referred to as being "fixed" or "disposed" on another element, it can be directly on the other element or be indirectly disposed on the other element; when an element is referred to as being "connected to" another element, it can be directly connected to the other element or be indirectly connected to the other element.
It will be understood that the terms "length," "width," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," and the like, refer to an orientation or positional relationship illustrated in the drawings for convenience in describing the present application and to simplify description, and do not indicate or imply that the referenced device or element must have a particular orientation, be constructed and operated in a particular orientation, and thus should not be construed as limiting the present application.
Furthermore, the terms "first", "second" and "first" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of the present application, the meaning of a plurality of or a plurality of is two or more unless specifically limited otherwise.
It should be understood that the structures, ratios, sizes, and the like shown in the drawings and described in the specification are only used for understanding and reading the contents disclosed in the specification, and are not used for limiting the conditions that the present application can implement, so the present invention has no technical significance, and any structural modification, ratio relationship change or size adjustment should still fall within the scope of the technical content disclosed in the present application without affecting the efficacy and the achievable purpose of the present application. In addition, the terms "upper", "lower", "left", "right", "middle" and "one" used in the present specification are for clarity of description, and are not intended to limit the scope of the present application, and changes or modifications in the relative relationship may be made without substantial technical changes.
The invention is described in further detail below with reference to fig. 1-11.
As shown in fig. 1-11, the new energy automobile tail anti-collision device comprises a tipping unit 1, a cross frame unit 2, an anti-collision tail plate 3, an anti-collision side plate 4 and a buffer unit 5, wherein the tipping unit 1 is connected to the front end of the cross frame unit 2; the anti-collision tail plate 3 is connected to the rear end of the transverse frame unit 2; the anti-collision tail plate 3 is in transmission connection with the buffer unit 5; the buffer unit 5 is connected to the cross frame unit 2; the connecting unit 1 is in transmission connection with the two anti-collision side plates 4; the two anti-collision side plates 4 are symmetrically and slidably matched at the left end and the right end of the transverse frame unit 2. The new energy automobile tail part anti-collision device is arranged at the tail part of a new energy automobile through the connecting unit 1, collision from the rear of the new energy automobile is buffered and energy-absorbed through the matching of the anti-collision tail plate 3 and the buffer unit 5, the anti-collision tail plate 3 plays a role in primary collision buffering, and the anti-collision tail plate 3 drives the buffer unit 5 to perform secondary buffering when being impacted by a large external force, so that the damage of the automobile caused by external collision is effectively reduced; the anti-collision side plates 4 can buffer and protect the collision from the side and the rear of the automobile, and reduce the damage of the automobile side caused by the accident.
The tipping unit 1 comprises a tipping seat 101, an inner support plate 102, an outer support plate 103, a center seat 104, a movable seat 105, an adjusting rotating wheel 106, a bidirectional screw 107 and a screw seat 108; the central seat 104 is fixedly connected to the middle of the cross frame unit 2; the left end and the right end of the central seat 104 are respectively and rotatably connected with one end of one inner support plate 102, and the other ends of the two inner support plates 102 are respectively and rotatably connected with one end of one outer support plate 103; the other ends of the two outer support plates 103 are respectively matched on one movable seat 105 in a rotating way; the two movable seats 105 are symmetrically connected to two ends of the two bidirectional screws 107 through threads; two ends of the two-way screw 107 are respectively matched with one screw seat 108 in a rotating way, and the four screw seats 108 are respectively and fixedly connected to four corners of the transverse frame unit 2; the middle of each two-way screw 107 is fixedly connected with one adjusting rotating wheel 106; the joint of the two outer support plates 103 and the two inner support plates 102 is movably connected with one of the tipping seats 101 respectively; the connecting base 101 is provided with a bolt connecting hole; the two outer support plates 103 are in transmission connection with the two anti-collision side plates 4. The adjustable tipping unit 1 is arranged in the automobile, the tipping unit 1 can be adjusted according to automobiles with different automobile body widths and is installed on different automobiles for use, and the distance between two anti-collision side plates 4 can be synchronously driven to be adjusted when the tipping unit 1 is adjusted, so that the automobile with different automobile body widths is suitable for use; the two adjusting rotating wheels 106 are rotated simultaneously to drive the two-way screws 107 to rotate simultaneously, the two-way screws 107 can drive the two movable seats 105 to move in opposite directions or move away when rotating simultaneously, the distance between the two movable seats 105 is adjusted, so that the two movable seats 105 drive the two outer support plates 103 and the two inner support plates 102 to adjust the included angle, the distance between the two tipping seats 101 and the cross frame unit 2 are further adjusted, and the two tipping seats are further suitable for being mounted on different automobiles or adjusting the overall length in the front-back direction of the automobile; two adjusting wheels 106 and two bidirectional screws 107 are arranged for matching adjustment, so that the stability after adjustment can be properly improved.
A plurality of collapse grooves are arranged on the inner support plate 102 side by side; and a rubber buffer pad is arranged on the inner side of the crumpling groove. The arrangement of the crumple groove and the rubber cushion enables the inner support plate 102 to crumple and absorb energy after the anti-collision tail plate 3, the anti-collision side plate 4 and the buffer unit 5 bear large impact force, the rubber cushion plays a role in further buffering, and the buffering and energy-absorbing effects of the invention are improved.
The anti-collision side plate 4 comprises a linkage sliding block 401, a U-shaped side frame 402 and a side plate assembly 403; the middle part of the linkage sliding block 401 is in sliding fit in the horizontal slide way of the transverse frame unit 2; one end of the linkage sliding block 401 is connected with the outer support plate 103 in a rotating fit manner; the other end of the linkage sliding block 401 is fixedly connected to the inner side of one end of the U-shaped side frame 402; the two ends of the U-shaped side frame 402 are in sliding fit with the side ends of the cross frame unit 2; the side plate assemblies 403 are attached to the outer ends of the U-shaped side frame 402. The side plate assembly 403 is used for buffering the impact generated at the side rear part of the automobile; the positions of the two side plate assemblies 403 can be properly adjusted under the driving of the two outer support plates 103, when the two outer support plates 103 move under the driving of the two movable seats 105, the distance between the two linkage sliders 401 can be synchronously driven to be adjusted, the two U-shaped side frames 402 are driven to slide at the two ends of the cross frame unit 2 through the two linkage sliders 401, and the two side plate assemblies 403 are adjusted along with the adjustment of the tipping unit 1, so that the two side plate assemblies 403 can be conveniently installed on automobiles with different automobile body widths to use, or the whole width of the automobile is reduced.
The side plate assembly 403 comprises a side plate body 403A, a side support seat 403B, a chute frame 403C, a cylindrical sliding shaft 403D, a pushing rod 403E, a first buffer spring 403F and a first spring seat 403G; the side support 403B is fixedly connected to one end of the outer side of the U-shaped side frame 402; the side support 403B is movably connected to one end of the chute frame 403C; the chute frame 403C is fixedly connected to the inner end of the side plate body 403A; the cylindrical sliding shaft 403D is in sliding fit in a groove-shaped slideway of the chute frame 403C; the cylindrical sliding shaft 403D is fixedly connected to one end of the pushing rod 403E; the middle part of the push rod 403E is in sliding fit with the middle of the U-shaped side frame 402; the other end of the push rod 403E is fixedly connected with the first spring seat 403G; the first buffer spring 403F is fixedly connected between the first spring seat 403G and the U-shaped side frame 402, and specifically, two ends of the first buffer spring 403F are respectively fixedly connected with the first spring seat 403G and the U-shaped side frame 402. The side plate assembly 403 can play a role in protecting a vehicle, when a vehicle at the rear and the side strikes the side plate body 403A, an inward thrust can be generated on the side plate body 403A, the side plate body 403A can slide in the chute frame 403C through the cylindrical sliding shaft 403D to drive the pushing rod 403E to be matched with the first spring seat 403G to stretch the first buffer spring 403F, and therefore the first buffer spring 403F plays a role in buffering and dissipating energy; one end of the side plate body 403A is hinged to the U-shaped side frame 402 through the side support 403B, the other end of the side plate body 403A is in a movable state, and when a vehicle in the rear side collides with the side plate body 403A, the side plate body 403A can enable the contact position of the vehicle in the rear side and the side plate body 403A to deviate outwards to a certain extent, so that the damage degree of the vehicle to the invention and the vehicle equipped with the invention is properly reduced.
The pushing rod 403E comprises a pushing rod body 403Ea, an internal thread bushing 403Eb and an external thread rod 403 Ec; two ends of the compression bar body 403Ea are respectively fixedly connected with the cylindrical sliding shaft 403D and the internal thread sleeve 403 Eb; the middle part of the external threaded rod 403Ec is in sliding fit with the middle of the U-shaped side frame 402; one end of the external threaded rod 403Ec is connected to the first spring seat 403G in a rotating fit manner; the other end of the male screw rod 403Ec is screwed into the female screw sleeve 403 Eb; a tension compression spring is arranged between the inner side surface of the internal thread sleeve 403Eb and the external thread rod 403 Ec. The structure of the pushing rod 403E is configured to enable the inclination angle of the side plate body 403A to be properly adjusted, and during adjustment, the external threaded rod 403Ec is rotated to change the depth of the insertion into the internal threaded sleeve 403Eb, so that the position of the cylindrical sliding shaft 403D in the sliding groove frame 403C in the normal state is changed by the pressing rod body 403Ea, and further the adjustment of the inclination angle of the side plate body 403A to the outside is realized.
The side plate body 403A is a door-shaped frame body; the outer side of the side plate body 403A is connected with a plurality of guide rollers 403H arranged side by side in a rotating fit manner. The guide roller 403H reduces the friction between the vehicle impacting the rear side of the invention and the side plate body 403A, and improves the effect of the vehicle impacting the invention inclining outward to a certain extent.
The anti-collision tail plate 3 comprises a tail plate body 301, an elastic metal frame 302, a pressing shaft 303, a round pipe 304 and a second buffer spring; the two ends of the inner side of the tail plate body 301 are fixedly connected with the inner end of one elastic metal frame 302 respectively, and the outer ends of the two elastic metal frames 302 are rotatably connected with the two ends of the buffer unit 5 respectively; the middle of the tail plate body 301 is fixedly connected with one end of the pressing shaft 303; the other end of the pressing shaft 303 is in sliding fit in the round pipe 304; the second buffer spring is fixedly connected between the inner side surface of the circular tube 304 and the pressure shaft 303; the round tube 304 is fixedly connected to the middle of the rear end of the cross frame unit 2. The inside tailboard body 301 of crashproof tailboard 3 is used for bearing the striking, and crashproof tailboard 3 at first transmits the impact to elasticity metal frame 302 to slide in pipe 304 through pressing axle 303 and carry out the buffering scattered energy to the second buffer spring, when the impact is great, elasticity metal frame 302 receives great pressure and can the transmission drive buffer unit 5 carries out cushioning effect.
The buffer unit 5 comprises a connecting rod assembly 501, a rectangular sliding block 502, a buffer plate 503, a rectangular sliding rod 504, a third buffer spring 505, a fourth buffer spring 506 and a limit baffle 507; the number of the connecting rod assemblies 501 is two, and the outer ends of the two connecting rod assemblies 501 are rotatably connected with the outer ends of the two elastic metal frames 302; the inner ends of the two connecting rod assemblies 501 are fixedly connected with the outer end of one rectangular sliding block 502 respectively; the two rectangular sliding blocks 502 are symmetrically and slidably matched in the two horizontal slide ways at the rear end of the transverse frame unit 2; the inner ends of the two rectangular sliding blocks 502 are respectively and fixedly connected with a buffer plate 503; the two buffer plates 503 are fixedly connected through two third buffer springs 505; the outer ends of the two buffer plates 503 are fixedly connected with the inner end of one rectangular slide bar 504 respectively; the two rectangular sliding rods 504 are in sliding fit with the two partition plates in the middle of the cross frame unit 2, and the outer ends of the two rectangular sliding rods 504 are fixedly connected with one limiting baffle 507 respectively; the two limiting baffle plates 507 are blocked at the outer ends of the two partition plates; the fourth buffer spring 506 is fixedly connected between the two partition plates and the two buffer plates 503 respectively; the fourth buffer spring 506 is sleeved on the rectangular sliding rod 504. The two connecting rod assemblies 501 in the buffer unit 5 can move outwards under the drive of the two elastic metal frames 302, when the two connecting rod assemblies 501 move outwards, the two rectangular sliders 502 drive the two buffer plates 503 to move outwards, the two buffer plates 503 stretch the two third buffer springs 505 and compress the two fourth buffer springs 506, and the fourth buffer springs 506 and the third buffer springs 505 play a role in secondary buffer; the rectangular sliding rod 504 and the limit baffle 507 are matched to play a role in guiding and limiting.
The anti-collision device for the tail of the new energy automobile further comprises four turnover baffle units 6, wherein two turnover baffle units 6 are rotatably matched on the left side of the rear end of the cross frame unit 2, and the other two turnover baffle units 6 are rotatably matched on the right side of the rear end of the cross frame unit 2; the upper end and the lower end of each of the two connecting rod assemblies 501 are in transmission connection with the two turnover baffle units 6 respectively; the buffer unit 5 can synchronously drive the four turnover baffle units 6 to turn over when buffering, thereby effectively blocking the upper end and the lower end of the cross frame unit 2, expanding the protection range of the invention, reducing the direct contact area between a troublemaking vehicle and an impacted vehicle, and reducing the damage of the troublemaking vehicle to the tail part of the vehicle provided by the invention.
The roll-over shutter unit 6 comprises a gear 601, a wheel shaft 602 and a roll-over plate body 603; the gear 601 is fixedly connected to the rear end of the wheel shaft 602; the wheel shaft 602 is rotatably fitted at the rear end of the cross frame unit 2; the inner end of the turning plate 603 is fixedly connected to the front end of the wheel shaft 602;
the connecting rod assembly 501 comprises a double-sided rack 501A, a linkage screw 501B, a linkage seat 501C and an adjusting baffle ring 501D; the inner end and the outer end of the double-sided rack 501A are respectively and fixedly connected with the rectangular sliding block 502 and one end of the linkage screw 501B; the linkage seat 501C is in sliding fit with the linkage screw 501B; the outer ends of the two elastic metal frames 302 are rotatably connected to the two linkage seats 501C of the two connecting rod assemblies 501; the linkage screw 501B is connected with the adjusting retaining ring 501D in a threaded fit manner; the adjusting baffle ring 501D is located at the outer end of the linkage seat 501C; the double-sided rack 501A is in transmission connection with the two gears 601 of the upper and lower turnover baffle units 6 through the tooth engagement of the side surfaces of the upper and lower sides. When the linkage seat 501C in the connecting rod assembly 501 is driven by the elastic metal frame 302 to move outwards to be in contact with the adjusting baffle ring 501D, the linkage screw 501B can be driven by the adjusting baffle ring 501D to move outwards, the linkage screw 501B drives the double-sided rack 501A to move outwards, and the two gears 601 which are in meshing transmission connection with the two turnover baffle plate units 6 rotate reversely so as to drive the two wheel shafts 602 to rotate reversely, further drive the two turnover plate bodies 603 to turn outwards through the two wheel shafts 602, and the turnover plate bodies 603 after turnover are matched with the transverse frame unit 2, so that the protection area of the automobile bumper is enlarged, the contact between a collided automobile and the collided automobile is reduced, and the protection effect on the automobile is improved; the relative position of the adjusting baffle ring 501D and the linkage screw 501B can be adjusted, so that the elastic metal frame 302 can drive the buffer unit 5 to buffer when receiving a certain impact force; the both ends that adjust and keep off ring 501D can install hexagon nut additional, thereby install on linkage screw 501B through two hexagon nuts adjust and keep off ring 501D's position and prescribe a limit to, prevent adjust and keep off relative not hard up displacement between ring 501D and the linkage screw 501B.
The principle is as follows: the new energy automobile tail part anti-collision device is arranged at the tail part of a new energy automobile through the connecting unit 1, collision from the rear of the new energy automobile is buffered and energy-absorbed through the matching of the anti-collision tail plate 3 and the buffer unit 5, the anti-collision tail plate 3 plays a role in primary collision buffering, and the anti-collision tail plate 3 drives the buffer unit 5 to perform secondary buffering when being impacted by a large external force, so that the damage of the automobile caused by external collision is effectively reduced; the anti-collision side plates 4 can buffer and protect the collision from the side and the rear of the automobile, and reduce the damage of the automobile side caused by the accident.
The embodiments are described in a progressive manner in the specification, each embodiment focuses on differences from other embodiments, and the same and similar parts among the embodiments are referred to each other. It should be noted that, for those skilled in the art, it is possible to make several improvements and modifications to the present application without departing from the principle of the present application, and such improvements and modifications also fall within the scope of the claims of the present application.
It is further noted that, in the present specification, relational terms such as first and second, and the like are used solely to distinguish one entity or action from another entity or action without necessarily requiring or implying any actual such relationship or order between such entities or actions. Also, the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising an … …" does not exclude the presence of other identical elements in a process, method, article, or apparatus that comprises the element.

Claims (9)

1. New energy automobile afterbody buffer stop, including connecing dress unit (1), crossbearer unit (2), anticollision tailboard (3), crashproof curb plate (4) and buffer unit (5), its characterized in that: the tipping unit (1) is connected to the front end of the transverse frame unit (2); the anti-collision tail plate (3) is connected to the rear end of the transverse frame unit (2); the anti-collision tail plate (3) is in transmission connection with the buffer unit (5); the buffer unit (5) is connected to the transverse frame unit (2); the connecting unit (1) is in transmission connection with the two anti-collision side plates (4); the two anti-collision side plates (4) are symmetrically matched at the left end and the right end of the transverse frame unit (2) in a sliding manner; the tipping unit (1) comprises a tipping seat (101), an inner supporting plate (102), an outer supporting plate (103), a center seat (104), a movable seat (105), an adjusting rotating wheel (106), a bidirectional screw (107) and a screw seat (108); the central seat (104) is fixedly connected in the middle of the transverse frame unit (2); the left end and the right end of the central seat (104) are respectively and rotatably connected with one end of one inner support plate (102), and the other ends of the two inner support plates (102) are respectively and rotatably connected with one end of one outer support plate (103); the other ends of the two outer support plates (103) are respectively matched on one movable seat (105) in a rotating way; the two movable seats (105) are symmetrically connected to two ends of the two bidirectional screw rods (107) through threads; two ends of the two-way screw rods (107) are respectively matched with one screw rod seat (108) in a rotating mode, and the four screw rod seats (108) are respectively and fixedly connected to four corners of the transverse frame unit (2); the middle parts of the two-way screw rods (107) are fixedly connected with the adjusting rotating wheels (106) respectively; the joint of the two outer support plates (103) and the two inner support plates (102) is movably connected with one tipping seat (101) respectively; the connecting base (101) is provided with a bolt connecting hole; the two outer support plates (103) are in transmission connection with the two anti-collision side plates (4).
2. The new energy automobile tail anti-collision device according to claim 1, characterized in that: a plurality of collapse grooves are arranged on the inner support plate (102) side by side; and a rubber buffer pad is arranged on the inner side of the crumpling groove.
3. The new energy automobile tail anti-collision device according to claim 2, characterized in that: the anti-collision side plate (4) comprises a linkage sliding block (401), a U-shaped side frame (402) and a side plate assembly (403); the middle part of the linkage sliding block (401) is in sliding fit in a horizontal slide way of the transverse frame unit (2); one end of the linkage sliding block (401) is connected with the outer support plate (103) in a rotating fit manner; the other end of the linkage sliding block (401) is fixedly connected to the inner side of one end of the U-shaped side frame (402); two ends of the U-shaped side frame (402) are in sliding fit with the side ends of the cross frame unit (2); the side plate assembly (403) is connected to the outer end of the U-shaped side frame (402).
4. The new energy automobile tail anti-collision device according to claim 3, characterized in that: the side plate assembly (403) comprises a side plate body (403A), a side support (403B), a chute frame (403C), a cylindrical sliding shaft (403D), a pushing rod (403E), a first buffer spring (403F) and a first spring seat (403G); the side support (403B) is fixedly connected to one end of the outer side of the U-shaped side frame (402); the side support (403B) is movably connected to one end of the chute frame (403C); the chute frame (403C) is fixedly connected to the inner end of the side plate body (403A); the cylindrical sliding shaft (403D) is in sliding fit with a groove-shaped slideway of the chute frame (403C); the cylindrical sliding shaft (403D) is fixedly connected to one end of the pushing rod (403E); the middle part of the pushing rod (403E) is in sliding fit with the middle of the U-shaped side frame (402); the other end of the push rod (403E) is fixedly connected with the first spring seat (403G); the first buffer spring (403F) is fixedly connected between the first spring seat (403G) and the U-shaped side frame (402).
5. The new energy automobile tail anti-collision device according to claim 4, characterized in that: the push rod (403E) comprises a push rod body (403Ea), an internal thread sleeve (403Eb) and an external thread rod (403 Ec); two ends of the compression bar body (403Ea) are respectively fixedly connected with the cylindrical sliding shaft (403D) and the internal thread sleeve (403 Eb); the middle part of the external thread rod (403Ec) is in sliding fit with the middle of the U-shaped side frame (402); one end of the external thread rod (403Ec) is connected to the first spring seat (403G) in a rotating fit manner; the other end of the male screw rod (403Ec) is screw-fitted into the female screw sleeve (403 Eb); and a tension compression spring is arranged between the inner side surface of the internal thread sleeve (403Eb) and the external thread rod (403 Ec).
6. The new energy automobile tail anti-collision device according to claim 5, characterized in that: the side plate body (403A) is a door-shaped frame body; the outer side of the side plate body (403A) is connected with a plurality of guide rollers (403H) which are arranged side by side in a rotating fit mode.
7. The new energy automobile tail anti-collision device according to claim 6, characterized in that: the anti-collision tail plate (3) comprises a tail plate body (301), an elastic metal frame (302), a pressing shaft (303), a round pipe (304) and a second buffer spring; the two ends of the inner side of the tail plate body (301) are fixedly connected with the inner end of one elastic metal frame (302) respectively, and the outer ends of the two elastic metal frames (302) are rotatably connected with the two ends of the buffer unit (5) respectively; the middle of the tail plate body (301) is fixedly connected with one end of the pressing shaft (303); the other end of the pressing shaft (303) is in sliding fit with the round pipe (304); the second buffer spring is fixedly connected between the inner side surface of the round pipe (304) and the pressure shaft (303); the round pipe (304) is fixedly connected in the middle of the rear end of the transverse frame unit (2).
8. The new energy automobile tail anti-collision device according to claim 7, characterized in that: the buffer unit (5) comprises a connecting rod assembly (501), a rectangular sliding block (502), a buffer plate (503), a rectangular sliding rod (504), a third buffer spring (505), a fourth buffer spring (506) and a limit baffle (507); the number of the connecting rod assemblies (501) is two, and the outer ends of the two connecting rod assemblies (501) are rotatably connected with the outer ends of the two elastic metal frames (302); the inner ends of the two connecting rod assemblies (501) are fixedly connected with the outer end of one rectangular sliding block (502) respectively; the two rectangular sliding blocks (502) are symmetrically matched in the two horizontal slideways at the rear end of the transverse frame unit (2) in a sliding manner; the inner ends of the two rectangular sliding blocks (502) are fixedly connected with a buffer plate (503) respectively; the two buffer plates (503) are fixedly connected through two third buffer springs (505); the outer ends of the two buffer plates (503) are fixedly connected with the inner end of one rectangular sliding rod (504) respectively; the two rectangular sliding rods (504) are in sliding fit with the two partition plates in the middle of the cross frame unit (2), and the outer ends of the two rectangular sliding rods (504) are fixedly connected with one limiting baffle (507) respectively; the two limiting baffle plates (507) are blocked at the outer ends of the two partition plates; the fourth buffer spring (506) is fixedly connected between the two partition plates and the two buffer plates (503) respectively; the fourth buffer spring (506) is sleeved on the rectangular sliding rod (504).
9. The new energy automobile tail anti-collision device according to claim 8, characterized in that: the turnover baffle plate unit is characterized by further comprising four turnover baffle plate units (6), wherein two turnover baffle plate units (6) are rotationally matched on the left side of the rear end of the transverse frame unit (2), and the other two turnover baffle plate units (6) are rotationally matched on the right side of the rear end of the transverse frame unit (2); the upper end and the lower end of each connecting rod assembly (501) are in transmission connection with the two turnover baffle units (6) respectively;
the turnover baffle plate unit (6) comprises a gear (601), a wheel shaft (602) and a turnover plate body (603); the gear (601) is fixedly connected to the rear end of the wheel shaft (602); the wheel shaft (602) is rotationally matched at the rear end of the transverse frame unit (2); the inner end of the turnover plate body (603) is fixedly connected to the front end of the wheel shaft (602);
the connecting rod assembly (501) comprises a double-sided rack (501A), a linkage screw (501B), a linkage seat (501C) and an adjusting baffle ring (501D); the inner end and the outer end of the double-sided rack (501A) are respectively and fixedly connected with one end of the rectangular sliding block (502) and one end of the linkage screw rod (501B); the linkage seat (501C) is in sliding fit with the linkage screw (501B); the outer ends of the two elastic metal frames (302) are rotatably connected to the two linkage seats (501C) of the two connecting rod assemblies (501); the linkage screw rod (501B) is connected with the adjusting retaining ring (501D) in a threaded fit manner; the adjusting baffle ring (501D) is positioned at the outer end of the linkage seat (501C); the double-sided rack (501A) is in transmission connection with the two gears (601) of the upper and lower turnover baffle units (6) through the meshing of the teeth on the side surfaces of the upper and lower sides.
CN202010255410.6A 2020-04-02 2020-04-02 New energy automobile afterbody buffer stop Active CN111231878B (en)

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CN112498211A (en) * 2020-12-04 2021-03-16 中山市易路美道路养护科技有限公司 Self-adaptive anti-collision buffer device and anti-collision buffer vehicle
CN116533914B (en) * 2023-06-29 2023-11-03 华能酒泉风电有限责任公司 Anti-collision device of inspection vehicle

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