CN219096638U

CN219096638U - Rigidity-variable vehicle anti-collision device

Info

Publication number: CN219096638U
Application number: CN202320075464.3U
Authority: CN
Inventors: 王剑锋; 唐浩; 吕远; 宋金平
Original assignee: Weihai Tiante Intelligent Technology Co ltd
Current assignee: Weihai Tiante Intelligent Technology Co ltd
Priority date: 2023-01-09
Filing date: 2023-01-09
Publication date: 2023-05-30
Anticipated expiration: 2033-01-09

Abstract

The application provides a variable-rigidity vehicle anti-collision device, which comprises a strip-shaped anti-collision beam and two variable-rigidity damping units which are arranged in mirror symmetry relative to a midplane of the anti-collision beam; the variable stiffness damping unit comprises a main support arm, a front fixed rod, a rear fixed rod, a front fixed seat, a rear fixed seat and a spring damper; the front end of the main support arm is fixedly connected with the anti-collision beam, the rear end of the main support arm is hinged with the front end of the front fixing rod and the front fixing seat, and the rear end of the rear fixing rod is hinged with the rear fixing seat; the front end of the spring damper is hinged with the main support, and the rear end of the spring damper is hinged with the rear end of the front fixing rod and the front end of the rear fixing rod; the front fixing seat and the rear fixing seat are respectively and fixedly connected with the frame. The variable-rigidity vehicle anti-collision device can protect a vehicle body in a high-rigidity state during high-speed large-distance collision and can elastically buffer during low-speed small-distance collision, and buffer kinetic energy impact is absorbed, so that effective protection is provided for vehicles and personnel under various conditions.

Description

Rigidity-variable vehicle anti-collision device

Technical Field

The application belongs to the technical field of vehicle anti-collision, and particularly relates to a variable-rigidity vehicle anti-collision device.

Background

An anti-collision structure such as a vehicle anti-collision beam is an important device for protecting a vehicle body and a human body when various collision accidents occur. The existing vehicle anti-collision beam generally adopts a high-strength steel structure, plays a role in rigid protection in high-speed large-distance collision, cannot solve the problem that the buffer and the force at low-speed collision and small-distance stage are conducted to a vehicle body, and if the elastic buffer function is to be compatible, a set of bumper is required to be added, and when the possible collision under different conditions is to be met, two sets of systems respectively meet and play different roles: when a vehicle encounters a low-speed small-distance collision, deformation of the bumper is required to absorb the impact of buffering kinetic energy, so that the impacted pedestrian or object is protected to a certain extent, and the impact, deformation and pressure transmitted to other positions of the vehicle body are reduced, so that the damage of other positions is avoided.

However, a set of bumper structure is additionally added on the basis of the existing anti-collision beam, and the two sets of structures not only occupy large space and increase weight, so that the overall size of the vehicle body is increased, and the trafficability in specific occasions is reduced; and the two-part structure has complex process in the assembly process, the production efficiency is reduced, the process control difficulty is high, and the structural characteristics of mutually matched areas of all parts are complex, so that the production, manufacturing and maintenance costs of the anti-collision device are obviously increased.

Therefore, there is a need for a vehicle collision avoidance device that can effectively combine the rigid collision avoidance characteristics of a high strength collision avoidance beam structure with the deformation cushioning and energy absorption characteristics of a bumper structure to provide more comprehensive protection for the vehicle itself and for personnel on the vehicle.

Disclosure of Invention

The present application aims to solve the above-mentioned drawbacks in the prior art, and provide a vehicle anti-collision device with variable rigidity, which can provide an effective anti-collision protection for a vehicle when the vehicle is impacted at a high speed and a small distance and the vehicle is impacted at a low speed.

The embodiment of the application can be realized through the following technical scheme:

a variable-rigidity vehicle anti-collision device comprises an elongated anti-collision beam and two variable-rigidity shock absorption units which are arranged in mirror symmetry relative to a midplane of the anti-collision beam; the variable stiffness damping unit comprises a main support arm, a front fixing rod, a rear fixing rod, a front fixing seat, a rear fixing seat and a spring damper; the front end of the main support is fixedly connected with the anti-collision beam, the rear end of the main support is hinged with the front end of the front fixing rod and the front fixing seat, and the rear end of the rear fixing rod is hinged with the rear fixing seat; the front end of the spring damper is hinged with the main support, and the rear end of the spring damper is hinged with the rear end of the front fixing rod and the front end of the rear fixing rod; the front fixing seat and the rear fixing seat are respectively and fixedly connected with the frame.

Preferably, the main support arm is formed by bending the upper section of the main support arm and the lower section of the main support arm at an included angle, and the front end of the spring damper is hinged with the main support arm and is positioned at the lower part of the upper section of the main support arm.

Further, the spring shock absorber comprises a damping telescopic device and a damping spring; the damping expansion device comprises a sleeve and an expansion rod, wherein the expansion rod axially reciprocates relative to the sleeve, and the damping spring axially sleeves the sleeve and the expansion rod.

Specifically, a first fixing plate and a first connector are fixedly arranged at one end, facing the anti-collision beam, of the telescopic rod, the front end of the damping spring is fixedly connected with the first fixing plate, and the first connector is hinged with the main support through a through hole;

the sleeve is kept away from the fixed second fixed plate and the second joint of being provided with of one end of anticollision roof beam, damping spring's rear end with second fixed plate fixed connection, the second connect through the through-hole that link up with the rear end of preceding dead lever and the front end of back dead lever articulates.

Preferably, the variable stiffness damping unit further comprises a side support arm, and two ends of the side support arm are fixedly connected with the main support arm and the anti-collision beam respectively.

Preferably, the front surface of the anti-collision beam is fixedly provided with a C-shaped energy-absorbing column body, and the length of the energy-absorbing column body is greater than or equal to that of the anti-collision beam.

Preferably, the front surface of the energy absorption column body is covered with a contact sensor, and the length of the contact sensor is greater than or equal to the length of the energy absorption column body.

The variable-rigidity vehicle anti-collision device can adapt to the collision under different conditions, can realize protecting the vehicle body in a high-rigidity state when the bumper is not installed under the condition of collision at a high speed and a small distance, has the elastic buffering function when the bumper is collided at a low speed and a small distance, absorbs the impact of buffering kinetic energy, protects the collided pedestrians or objects to a certain extent, and enables the impact, deformation and pressure conducted to other positions of the vehicle body to be reduced, so that the damage of other positions is avoided, particularly when the bumper is collided at a high speed and a large distance, the anti-collision beam can firstly absorb collision energy in an elastic buffering stage, when the travel of a spring damper is reached, the vehicle body is protected in a high-rigidity state, the multiple buffering function is realized, the impact resistance and the use safety of the vehicle are improved, the vehicle is high in practicability, and the vehicle anti-collision device is suitable for large-scale popularization.

Meanwhile, the elastic buffer function of the bumper is integrated on the anti-collision beam, so that an anti-collision device system is simplified, the weight is reduced, the energy consumption is reduced, the space occupied by the anti-collision device is saved, the integration level is improved, and the overall cost of the anti-collision device is reduced. In particular, the problems of complex process, low production efficiency, high process control difficulty, increased later maintenance cost of the anti-collision device and the like of the anti-collision beam and the bumper in the assembly process are solved.

Drawings

FIG. 1 is a schematic structural view of a variable stiffness vehicle bumper according to an embodiment of the present application;

FIG. 2 is a side view of a variable stiffness vehicle bumper according to an embodiment of the present application;

FIG. 3 is a schematic view of a spring damper according to an embodiment of the present application

FIG. 4 is a schematic view of a variable stiffness vehicle bumper fixedly mounted to a frame according to an embodiment of the present application;

fig. 5 is a side view of a variable stiffness vehicle bumper fixedly mounted to a frame in accordance with an embodiment of the present application.

Reference numerals in the figures

100: variable stiffness vehicle bump guard, 200: frame, 1: crashproof roof beam, 11: energy absorbing cylinders, 12: touch sensor, 2: variable stiffness damping unit, 21: main arm, 211: upper section of main arm, 212: main arm lower section, 22: front fixed lever, 23: rear fixing rod, 24: spring damper, 241: sleeve, 242: telescoping rod, 243: first fixed plate, 244: first joint, 245: second fixing plate, 246: second joint, 247: damping spring, 25: front fixing base, 26: rear fixing base, 27: side support arm, 3: variable stiffness damping unit, 41: bolt for reaming hole, 42: and (3) a nut.

Detailed Description

The present application will be further described below based on preferred embodiments and with reference to the accompanying drawings. Various components on the drawings have been enlarged or reduced for ease of understanding, but this is not intended to limit the scope of the present application.

In the description of the embodiments of the present application, it should be noted that, if the terms "upper," "lower," "inner," "outer," and the like indicate an azimuth or a positional relationship based on the azimuth or the positional relationship shown in the drawings, or an azimuth or a positional relationship that a product of the embodiments of the present application conventionally puts in use, it is merely for convenience of describing the present application and simplifying the description, and does not indicate or imply that the device or element to be referred to must have a specific azimuth, be configured and operated in a specific azimuth, and therefore should not be construed as limiting the present application. Furthermore, in the description of the present application, the terms first, second, etc. are used herein for distinguishing between different elements, but not necessarily for describing a sequential or chronological order of manufacture, and may not be construed to indicate or imply a relative importance, and their names may be different in the detailed description of the present application and the claims.

The terminology used in this description is for the purpose of describing the embodiments of the present application and is not intended to be limiting of the present application. It should also be noted that unless explicitly stated or limited otherwise, the terms "disposed," "connected," and "connected" should be construed broadly, and may be, for example, fixedly connected, detachably connected, or integrally connected; the two components can be connected mechanically, directly or indirectly through an intermediate medium, and can be communicated internally. The specific meaning of the terms in this application will be specifically understood by those skilled in the art.

Fig. 1 and 2 respectively show a schematic structural view and a side view of a variable stiffness vehicle collision avoidance device 100 according to a preferred embodiment of the present application, and as shown in fig. 1 and 2, the variable stiffness vehicle collision avoidance device 100 includes a collision avoidance beam 1 and two variable stiffness damping units 2 and 3. In a specific embodiment, the anti-collision beam 1 may be made of a high-strength steel plate bent into an L-shaped, i-shaped or square-shaped strip structure by metal plates, and the two stiffness-variable damping units 2 and 3 are arranged in mirror symmetry relative to the sagging surface of the anti-collision beam 1.

The variable stiffness damper unit 2 will be described with reference to the drawings and the preferred embodiments, and it is easy to understand that each component included in the variable stiffness damper unit 3 and the connection and installation manner of each other are disposed in mirror symmetry with the variable stiffness damper unit 2.

As shown in fig. 1 and 2, the variable stiffness damper unit 2 includes a main arm 21, a front fixing lever 22, a rear fixing lever 23, a front fixing base 25, a rear fixing base 26, and a spring damper 24.

The front end of the main support arm 21 is fixedly connected with the anti-collision beam 1 through welding, riveting or bolts and nuts, the rear end of the main support arm 21 is hinged with the front end of the front fixing rod 22 and the front fixing seat 25, and the rear end of the rear fixing rod 23 is hinged with the rear fixing seat 26; the front end of the spring damper 24 is hinged to the main arm 21, and the rear end of the spring damper 24 is hinged to the rear end of the front fixing lever 22 and the front end of the rear fixing lever 23.

In a specific embodiment, the main arm 21, the front fixing rod 22, the rear fixing rod 23, the front fixing seat 25 and the rear fixing seat 26 may be made of high-strength steel plates by sheet metal processing, through holes are respectively formed at the rear end of the main arm 21, the two ends of the front fixing rod 22, the two ends of the rear fixing rod 23, the two ends of the spring damper 24, the front fixing seat 25 and the rear fixing seat 26, and the hinging of the corresponding parts can be achieved by using the bolt 41 and the matched nut 42 for hinging holes passing through the through holes.

In some preferred embodiments, as shown in FIG. 2, the primary arm 21 is formed from a primary arm upper section 211 bent at an angle to a primary arm lower section 212 to conform to the shape of the vehicle's housing. Accordingly, the front end of the spring damper 24 is located below the upper main arm section 211 at a position where it is hinged to the main arm 21.

Fig. 3 illustrates a specific structure of the spring damper 24 in some specific embodiments. As shown in fig. 3, the spring damper 24 is composed of a damper bellows and a damper spring 247, wherein the damper bellows further includes a sleeve 241 and a telescopic rod 242, and the telescopic rod 242 is axially reciprocated relative to the sleeve 241 by a sealing gas or a damping liquid in the sleeve 241, and the damper spring 247 is axially sleeved outside the sleeve 241 and the telescopic rod 242.

Further, in some specific embodiments, a first fixing plate 243 and a first joint 242 are fixedly disposed at an end of the telescopic rod 242 facing the impact beam 1, and a front end of the damping spring 247 is fixedly connected to the first fixing plate 243. The first joint 242 is provided with a through hole therethrough for enabling the articulation of the first joint 242 with the main arm 21.

Further, in some specific embodiments, the end of the sleeve 241 away from the impact beam 1 is fixedly provided with a second fixing plate 245 and a second joint 246, and the rear end of the damping spring 247 is fixedly connected with the second fixing plate 245. The second joint 246 is provided with a through hole therethrough for enabling the second joint 246 to be hinged with the rear end of the front fixing lever 22 and the front end of the rear fixing lever 23.

Fig. 4 and 5 show a schematic perspective view and a schematic side view, respectively, of the variable stiffness vehicle collision avoidance device 100 mounted to a vehicle frame 200, wherein the vehicle frame 200 only schematically shows a part of the structure. As shown in fig. 4 and 5, in a specific embodiment, the lengths of the front fixing rod 22 and the rear fixing rod 23 may be adjusted according to the size and shape of a specific vehicle, and the front fixing seat 25 and the rear fixing seat 26 may be fixedly mounted at appropriate positions on the frame 200 by welding, bolting, or the like.

Referring to fig. 4 and 5, the specific working principle of the variable stiffness vehicle collision avoidance device 100 is as follows: a stable tripod structure is formed by the front fixing rod 22, the rear fixing rod 23 and the frame, and the bottom edge length L1 is fixed; the main arm 21, the front fixing lever 22 and the spring damper 24 form a cushioning damper structure with a variable bottom edge length L2. The main arm 21 serves as a rocker, the front fixing rod 22 corresponds to a rack in a four-rod mechanism, and the spring damper 24 hinged with the front fixing rod 22 and the rear fixing rod 23 swings backwards around the hinge shaft of the main arm 21 and the front fixing seat 25, swings downwards around the hinge shaft at the rear end of the main arm 21 and shortens along the axial direction of the spring damper 24, so that elastic compression is generated, and the buffer effect of the anti-collision beam is realized. The spring damper 24 corresponds to two collinear rods, and has a motion relationship of one pair of movement pairs together with a motion relationship of a pair of rotation pairs, and constitutes a planar four-rod mechanism. When the anti-collision beam 1 is impacted at a short distance and low speed, the main support arm 21 is driven to swing backwards around the hinge axis of the main support arm 21 and the front fixing seat 25, so that the axial length L2 of the spring damper 24 is driven to be shortened, elastic compression is generated, and the buffering and damping effects on the anti-collision beam 1 are achieved. When the anti-collision beam 1 is impacted at a long distance and high speed, the main support arm 21 continuously swings backwards and drives the axial length L2 of the spring damper 24 to be shortened, and when the front end of the spring damper 24 is retracted backwards to a limit position, relative movement among the main support arm 21, the front fixing rod 22, the rear fixing rod 23 and the spring damper 24 cannot occur, so that a rigid connecting rod structure is formed, and rigid protection is provided for a vehicle body.

In some preferred embodiments, as shown in fig. 1, the variable stiffness damping unit 2 further includes a side arm 27, where the side arm 27 is made of a high-strength steel plate by a sheet metal process, and two ends of the side arm are fixedly connected to the main arm 21 and the impact beam 1 by welding, bolting, or the like. The side support arms 27, the main support arms 21 and the anti-collision beam 1 form a lateral stable triangular bracket structure, so that an anti-collision effect for collision in a larger angle range is realized.

In some preferred embodiments, the front surface of the anti-collision beam 1 is fixedly provided with a C-shaped energy-absorbing column 11, and the length of the energy-absorbing column 11 is greater than or equal to the length of the anti-collision beam 1. Specifically, the energy-absorbing column 11 is formed by bending a thin steel plate, and energy absorption of impact is achieved by collapsing deformation when the impact beam 1 is subjected to impact.

In some preferred embodiments, the front surface of the energy absorbing cylinder 11 is covered with a touch sensor 12, the length of the touch sensor 12 being equal to or greater than the length of the energy absorbing cylinder 11. The contact sensor 12 covering the vehicle body range is arranged at the forefront end of the variable-rigidity anti-collision device, so that a braking signal can be timely obtained when a vehicle collides, and the anti-collision effect is enhanced.

While the foregoing is directed to embodiments of the present application, other and further embodiments of the utility model may be devised without departing from the basic scope thereof, and the scope thereof is determined by the claims that follow.

Claims

1. The utility model provides a become rigidity vehicle buffer stop, includes long banding crashproof roof beam and for two become rigidity shock attenuation units that perpendicular to face mirror symmetry set up in crashproof roof beam, its characterized in that:

the variable stiffness damping unit comprises a main support arm, a front fixing rod, a rear fixing rod, a front fixing seat, a rear fixing seat and a spring damper;

the front end of the main support is fixedly connected with the anti-collision beam, the rear end of the main support is hinged with the front end of the front fixing rod and the front fixing seat, and the rear end of the rear fixing rod is hinged with the rear fixing seat;

the front end of the spring damper is hinged with the main support, and the rear end of the spring damper is hinged with the rear end of the front fixing rod and the front end of the rear fixing rod;

the front fixing seat and the rear fixing seat are respectively and fixedly connected with the frame.

2. A variable stiffness vehicle bumper according to claim 1, wherein:

the main support arm is formed by bending the upper section of the main support arm and the lower section of the main support arm at an included angle, and the position where the front end of the spring damper is hinged with the main support arm is positioned at the lower part of the upper section of the main support arm.

3. A variable stiffness vehicle bumper according to claim 1, wherein:

the spring shock absorber comprises a damping expansion device and a damping spring;

the damping expansion device comprises a sleeve and an expansion rod, wherein the expansion rod axially reciprocates relative to the sleeve, and the damping spring axially sleeves the sleeve and the expansion rod.

4. A variable stiffness vehicle bumper according to claim 3, wherein:

a first fixing plate and a first connector are fixedly arranged at one end of the telescopic rod, which faces the anti-collision beam, the front end of the damping spring is fixedly connected with the first fixing plate, and the first connector is hinged with the main support through a through hole;

5. A variable stiffness vehicle bumper according to claim 1, wherein:

the variable stiffness damping unit further comprises side support arms, and two ends of each side support arm are fixedly connected with the main support arm and the anti-collision beam respectively.

6. The variable stiffness vehicle bumper according to claim 1, wherein:

the front surface of the anti-collision beam is fixedly provided with a C-shaped energy-absorbing column body, and the length of the energy-absorbing column body is greater than or equal to that of the anti-collision beam.

7. The variable stiffness vehicle bumper according to claim 6, wherein:

the front surface of the energy-absorbing column body is covered with a contact sensor, and the length of the contact sensor is greater than or equal to that of the energy-absorbing column body.