A collision protection structure for bus driver

Abstract

The present invention belongs to the field of passenger car protection structures, and specifically is a passenger car driver collision protection structure. The structure includes a cab structure, a frontal collision driver protection structure, a left-side collision driver protection structure, and a right-side collision driver protection structure, and each structure and each component are connected by welding. Each component includes a plurality of dispersed anti-collision beams and energy absorption box structures, wherein the anti-collision beams are made of thin-walled steel pipes with corrugated cross-sections, and the energy absorption box is made of thin-walled steel pipes with variable cross-sections, and the energy absorption characteristics are improved by reasonably setting arc-shaped induction grooves and "V-shaped" energy absorption grooves. By dispersing and arranging the driver protection structure in multiple directions, reasonably matching the structural stiffness, and optimizing the energy absorption box structure, the energy absorption rate and energy absorption efficiency are synchronously controlled to minimize the transmission of collision energy into the cab, thereby achieving comprehensive protection of the driver's safety.

Description

Technical Field

[0001] The invention belongs to the field of passenger car protection structures, in particular to a passenger car driver collision protection structure. Background Art

[0002] At present, in the field of passive safety of buses, people are accustomed to focusing on the safety of bus passengers, and pay less attention to the safety of bus drivers. As a professional operator of buses, drivers are responsible for emergency operations when the bus is in danger. Their safety is not only related to the safety of all passengers in the bus, but also to the safety of other vehicles and pedestrians. When a frontal or side collision occurs, the collision energy cannot be effectively absorbed in a limited space, resulting in severe deformation of the cab or excessive collision impact, which in turn causes injury to the driver. Especially for the full-load body structure widely used in large buses, since there is no beam structure specifically designed to bear the collision load, the traditional centrally arranged bus collision protection structure cannot meet the safety requirements of modern buses. At present, common passenger car collision protection structures are mainly divided into the following three types: the first type is to absorb energy by utilizing the plastic deformation of the structure, such as the invention patent with the Chinese patent authorization announcement number of CN 102398559A and the authorization announcement date of April 4, 2012, which discloses a passenger car frontal collision collapse mechanism, which includes an anti-collision beam, an energy absorption box, an energy absorption box guide plate, a connecting seat and a frame longitudinal beam, and clearly states that the structure is installed at the outer ends of two frame longitudinal beams; the Chinese patent authorization announcement number is CN 103020233 A; the invention patent with the authorization announcement date of April 3, 2013 discloses a passenger car anti-collision beam structure, which includes an anti-collision beam and an energy absorption longitudinal beam, and clearly states that the anti-collision beam is connected to the passenger car beam through the energy absorption longitudinal beam; the Chinese patent authorization announcement number is CN 202847620 U, the utility model patent with the authorization announcement date of April 3, 2013 discloses a bus head-on collision energy absorption structure and a bus with the structure, the structure includes a bumper and two frame longitudinal beams, the front ends of the two frame longitudinal beams are connected together by a frame cross beam; the Chinese patent authorization announcement number is: CN 205524080 U, the utility model patent with the authorization announcement date of August 31, 2016 discloses a bus anti-collision device and a bus using the device, the device includes an energy absorption frame, the energy absorption frame includes a connecting part and an energy absorption part fixedly connected to the connecting part, the connecting part includes a horizontal connecting profile used for connecting to the bus frame, the energy absorption part includes an energy absorption frame and an energy absorption profile obliquely arranged on one side of the energy absorption frame close to the connecting part to form a crushed diagonal brace structure.The second is to absorb energy through sliding friction between moving parts. For example, a utility model patent dated January 9, 2005 disclosed a multi-friction version safety bumper, the inner side of the bumper is connected to a force transmission rod extending backward through a rib plate, and a group of movable friction plates are connected to the rear end of the force transmission rod; an invention patent dated September 18, 2013 disclosed a passenger car collision energy absorption mechanism and a passenger car using the mechanism, the mechanism includes an energy absorption box and a buffer rod extending along the front-to-rear direction for being fixedly mounted on the passenger car bumper, a friction buffer body is installed in the energy absorption box, a friction buffer head is provided at the rear end of the buffer rod, and a stop hole corresponding to the friction buffer head is provided on the friction buffer body for the friction buffer head to be inserted backward, and the stop hole is smaller than the corresponding friction buffer head. The third is to absorb energy by using the incompressibility and viscous resistance of the fluid. For example, the invention patent with the Chinese patent authorization announcement number: CN 106904217 A and the authorization announcement date: June 30, 2016 discloses a front collision protection device for a bus, which includes a mounting bracket assembly, an outer cylinder assembly, an inner cylinder embedded in the outer cylinder assembly and coaxially arranged with the outer cylinder assembly, a guide rod, a guide seat assembly arranged at the left end of the outer cylinder assembly and the inner cylinder, a piston assembly embedded in the inner cylinder, and a base assembly arranged at the inner side of the right end of the outer cylinder and the right end of the inner cylinder; the left end of the guide rod is connected to the mounting bracket assembly, and the right end passes through the guide seat assembly and the piston assembly in turn and is locked with a locking nut. Among them, the first structure has the widest application range, but the existing patent structures mostly design the energy absorption structure at the front end of the beam of the traditional non-load-bearing bus, and mainly use the beam of the bus to bear the collision load and transmit it to the entire body structure. However, for the full-load-type bus structure, there is no beam structure specifically designed to bear the collision load, so these structures cannot be well applied to the full-load-type bus body structure that is widely used now. Summary of the invention

[0003] The present invention proposes a bus driver collision protection structure which has a simple structure, stable performance, light weight, high efficiency and can be used for a full-load bus structure according to the load transfer characteristics of a full-load bus structure. When the bus collides head-on and sideways, the driver protection structure can efficiently absorb collision energy and mitigate collision impact in a limited space, effectively protecting the driver's safety, thereby solving the above-mentioned shortcomings of existing bus collision protection structures.

[0004] The technical solution of the present invention is described as follows in conjunction with the accompanying drawings:

[0005] A bus driver collision protection structure is located in the bus cab, specifically at the front end and left and right sides of the bus cab. The structure includes a cab main structure 01, a frontal collision driver protection structure 02 distributed at the front end of the cab main structure 01, a left-side collision driver protection structure 03 distributed on the left side of the cab main structure 01, and a right-side collision driver protection structure 04 distributed on the right side of the cab main structure 01; the rear end of the frontal collision driver protection structure 02 is welded to the cab main structure 01; the left-side collision driver protection structure 03 and the right-side collision driver protection structure 04 are respectively welded to the left and right sides of the cab main structure 01.

[0006] The main structure 01 includes a left side enclosure structure 011, a right side enclosure structure 012, a top cover structure 013 and a bottom frame structure 014; the upper ends and lower ends of the left side enclosure structure 011 and the right side enclosure structure 012 are respectively welded to the left and right sides of the top cover structure 013 and the bottom frame structure 014; the left side enclosure structure 011, the right side enclosure structure 012, the top cover structure 013 and the bottom frame structure 014 are all composed of high-strength rectangular-section thin-walled steel pipes. The left side wall structure 011 comprises a first left side wall column 0111, a second left side wall column 0112, a third left side wall column 0113, a small left side wall longitudinal beam 0114, a left side wall longitudinal beam 0115 and a left side wall diagonal brace 0116; the third left side wall column 0113 and the left side wall longitudinal beam 0115 are both made of two parallel rectangular cross-section thin-walled steel pipes; the front and rear ends of the eight left side wall longitudinal beams 0114 are respectively connected to the second left side wall column 0112 and the third left side wall column 0113. Vertically connected by welding; the front and rear ends of the left side enclosure longitudinal beam 0115 are respectively vertically connected to the upper end of the left side enclosure first column 0111 and the left side enclosure second column 0112 by welding; the lower end of the left side enclosure diagonal brace 0116 is welded to the upper end of the left side enclosure first column 0111, the upper end of the left side enclosure diagonal brace 0116 is welded to the left end of the first cross beam 01306 of the top cover, and the lower end of the left side enclosure first column is connected to the left end of the front side beam 0145 of the chassis by welding. The right side enclosure structure 012 comprises a right side enclosure first column 0121, a right side enclosure second column 0122, a right side enclosure third column 0123, a right side enclosure small longitudinal beam 0124, a right side enclosure longitudinal beam 0125 and a right side enclosure diagonal brace 0126; the right side enclosure first column 0121, the right side enclosure third column 0123 and the right side enclosure longitudinal beam 0125 are all made of two parallel rectangular cross-section thin-walled steel pipes; the front and rear ends of the eight right side enclosure small longitudinal beams 0124 are respectively vertically connected to the right side enclosure second column 0122 and the right side enclosure third column 0123 by welding; the front end of the right side enclosure longitudinal beam 0125 is welded to the upper end of the right side enclosure first column 0121, and the rear end of the right side enclosure longitudinal beam 0125 is welded to the right side enclosure third column 0123. The two columns 0122 are vertically connected by welding; the upper and lower ends of the right side enclosure diagonal brace 0126 are respectively welded to the right end of the first crossbeam 01306 of the top cover and the upper end of the first column 0121 of the right side enclosure, and the lower end of the first column 0121 of the right side enclosure is connected to the right end of the front side beam 0145 of the chassis; the top cover structure 013 is composed of two layers, specifically including the first curved beam 01301 of the top cover, the second curved beam 01302 of the top cover, the third curved beam 01303 of the top cover, the diagonal brace 01304 of the top cover, the upper longitudinal beam 01305 of the top cover, the first crossbeam 01306 of the top cover, the second crossbeam 01307 of the top cover, the third crossbeam 01308 of the top cover, the lower side beam 01309 of the top cover, and the lower longitudinal beam 01310 of the top cover;The upper layer of the roof structure 013 is composed of a first curved beam 01301, a second curved beam 01302, a third curved beam 01303 and four diagonal braces 01304 located therebetween; the diagonal braces 01304 are arranged at equal intervals between the first curved beam 01301 and the second curved beam 01302, and the front and rear ends thereof are vertically connected to the first curved beam 01301 and the second curved beam 01302 by welding respectively; the angle between the plane where the first curved beam 01301 is located and the transverse plane of the vehicle is 60°; the plane formed by the second curved beam 01302 and the third curved beam 01303 is parallel to the transverse plane of the vehicle and is through The top cover structure 013 is vertically connected by welding through four longitudinally arranged top cover upper longitudinal beams 01305 which are evenly spaced between them; the lower layer of the top cover structure 013 is composed of the first top cover cross beam 01306, the second top cover cross beam 01307, the third top cover cross beam 01308, the top cover lower longitudinal beam 01310 and the top cover lower side beam 01309; wherein the first top cover cross beam 01306 and the second top cover cross beam 01307 are welded and connected by two symmetrically arranged top cover lower side beams 01309; the second top cover cross beam 01307 and the third top cover cross beam 01308 are vertically connected by welding through 6 underframe lower longitudinal beams 01310 which are evenly spaced; the top cover structure The upper and lower layers of 013 are respectively connected by welding through the two ends of the first curved beam 01301, the second curved beam 01302, the third curved beam 01303 and the two ends of the first cross beam 01306, the second cross beam 01307, and the third cross beam 01308; the third curved beam 01303 and the third cross beam 01308 are both composed of two high-strength rectangular cross-section thin-walled steel pipes arranged in parallel; the chassis structure 014 includes an upper longitudinal beam 0141, a lower longitudinal beam 0142, a left cross beam 0143, a right cross beam 0144, a front side beam 0145 and a rear side beam 0146, wherein the upper longitudinal beam 014 1 and the underframe longitudinal beam 0142 are composed of four high-strength rectangular cross-section thin-walled steel pipes arranged at equal intervals in the longitudinal direction, and the underframe left crossbeam 0143 and the underframe right crossbeam 0144 are respectively composed of eight high-strength rectangular cross-section thin-walled steel pipes arranged at equal intervals in the transverse direction in two layers; the front and rear ends of the underframe upper longitudinal beam 0141 and the underframe lower longitudinal beam 0142 are respectively vertically connected to the underframe front side beam 0145 and the underframe rear side beam 0146 by welding; the underframe left crossbeam 0143 and the underframe right crossbeam 0144 are arranged at equal intervals between the underframe upper longitudinal beam 0141 and the underframe lower longitudinal beam 0142, and their two ends are vertically connected to the underframe upper longitudinal beam 0141 and the underframe lower longitudinal beam 0142 by welding. ;

[0007] The frontal collision driver protection structure 02 comprises a frontal collision driver protection substructure 1 021, a frontal collision driver protection substructure 2 022, an intermediate anti-collision beam 023 and a connecting column 024; the left and right ends of the frontal collision substructure 1 021 are respectively connected to the front ends of the left side surrounding longitudinal beam 0115 and the right side surrounding longitudinal beam 0125 of the cab main structure 01 by welding, the left and right ends of the intermediate anti-collision beam 023 are respectively connected to the left side surrounding first column 0111 and the right side surrounding first column 0121 of the cab main structure 01 by welding, the rear end of the frontal collision driver protection substructure 2 022 is connected to the upper longitudinal beam 0141 of the chassis The front end of the chassis lower longitudinal beam 0142 is connected by welding; the front collision driver protection substructure 2 022 and the middle anti-collision beam 023 are welded by two connecting columns 024; the front collision driver protection substructure 1 021 includes a front first anti-collision beam 0211, a front first reinforcement beam 0212, a front second reinforcement beam 0213, a front third reinforcement beam 0214, a front first connecting beam 0215, a front second connecting beam 0216, a front first energy absorption box 0217, a front second energy absorption box 0218 and a front third energy absorption box 0219; the front first anti-collision beam 0211 is an arc-shaped structure, and its two ends are welded to the left and right ends of the front first reinforcement beam 0212; The front first energy absorption box 0217, the front third energy absorption box 0219 and the three front second energy absorption boxes 0218 are arranged at equal intervals between the front first anti-collision beam 0211 and the front first reinforcement beam 0212, and the front and rear ends thereof are welded to the front first anti-collision beam 0211 and the front first reinforcement beam 0212 respectively; the three front second energy absorption boxes 0218 are vertically connected to the front first reinforcement beam 0212 by welding; the angle between the front first energy absorption box 0217 and the front third energy absorption box 0219 and the longitudinal axis of the vehicle is 22° and they are coaxially arranged with the front first connecting beam 0215 and the front second connecting beam 0216 respectively; the front second reinforcement beam 0213 and the front third reinforcement beam 0124 One end of the front first reinforcing beam 0212 is connected to the midpoint by welding, the front and rear ends of the front first connecting beam 0215 are respectively connected to the first reinforcing beam 0212 and the second reinforcing beam 0213 by welding, and the front and rear ends of the front second connecting beam 0216 are respectively connected to the first reinforcing beam 0212 and the third reinforcing beam 0214 by welding; the front first reinforcing beam 0212, the front second reinforcing beam 0213 and the front first connecting beam 0215 form a right triangle, wherein the front first connecting beam 0215 is perpendicular to the second reinforcing beam 0213, and the angle between the front first reinforcing beam 0212 and the front second reinforcing beam 0213 is 22°;The front first reinforcing beam 0212, the front third reinforcing beam 0214 and the front second connecting beam 0216 form a right triangle, wherein the front second connecting beam 0216 is perpendicular to the third reinforcing beam 0214, and the angle between the front first reinforcing beam 0212 and the front third reinforcing beam 0214 is 22°; the front collision driver protection substructure 2 022 comprises the front second anti-collision beam 0221, the front third anti-collision beam 0222, four front fourth energy absorption boxes 0223, and four front fifth energy absorption boxes 0224; the front and rear ends of the front fourth energy absorption box 0223 are respectively connected to the front second anti-collision beam 0221 and the upper longitudinal beam 0141 of the chassis by welding; the front and rear ends of the front fifth energy absorption box 0224 are respectively connected to the front third anti-collision beam 0222 and the lower longitudinal beam 0142 of the chassis by welding. ;

[0008] The left-side collision driver protection structure 03 includes a left-side first anti-collision beam 031, a left-side second anti-collision beam 032, two left-side first energy absorption boxes 033 and two left-side second energy absorption boxes 034; the two ends of the left-side first energy absorption box 033 and the left-side second energy absorption box 034 are respectively welded to the left-side first anti-collision beam 031 and the left cross beam 0143 of the chassis; the two ends of the left-side second energy absorption box 034 are respectively welded to the left-side second anti-collision beam 032 and the left cross beam 0143 of the chassis.

[0009] The right-side collision driver protection structure 04 comprises a right-side anti-collision beam 041 and two right-side energy absorption boxes 042 ; two ends of the right-side energy absorption box 042 are respectively welded to the right-side anti-collision beam 041 and the right cross beam 0144 of the chassis.

[0010] The first front anti-collision beam 0211, the second front anti-collision beam 0221, the middle anti-collision beam 023, the first left anti-collision beam 031, the second left anti-collision beam 032 and the right anti-collision beam 041 are all composed of corrugated cross-section thin-walled steel pipes; the corrugated cross-section thin-walled steel pipes include corrugated plates 051, lower plates 052, back plates 053, partitions 054 and upper plates 055; the corrugated plates 051, lower plates 052, back plates 053, partitions 054 and upper plates 055 are welded together after being stamped; the corrugated plates 051 include 4 large-angle corrugations 0511 and 3 small-angle corrugations 0512; the cross-section of the large-angle corrugation 0511 is an isosceles triangle with a vertex angle of 120° and a waist length of 10 mm, and the cross-section of the small-angle corrugation 0512 is also an isosceles triangle with a vertex angle of 90° and a waist length of 8 mm.

[0011] The described front first energy absorption box 0217, front second energy absorption box 0218, front third energy absorption box 0219, front fourth energy absorption box 0223, front fifth energy absorption box 0224, left first energy absorption box 032, left second energy absorption box 034, and right energy absorption box 042 are all composed of thin-walled steel pipes with variable cross-sections; the overall design of the thin-walled steel pipe with variable cross-section is trapezoidal, and its cross-section is "day-shaped" hollow or filled with other energy absorption materials; the side surface of the thin-walled steel pipe with variable cross-section is provided with an annular induction groove 061; the annular induction groove 061 is an arc with a diameter of 20 mm and a groove depth of 5 mm; two "V-shaped" energy absorption grooves 062 are also provided at the upper and lower ends of the thin-walled steel pipe with variable cross-section; the included angle of the "V-shaped" energy absorption groove 062 is 60°.

[0012] The beneficial effects of the present invention are as follows:

[0013] When designing this driver collision protection structure, the characteristics of the full-load bus body structure and the load transfer path are fully considered. By dispersing the driver protection structure in multiple directions, reasonably matching the structural stiffness, and optimizing the energy absorption box structure, the functions of anti-collision and energy absorption are achieved simultaneously, and the energy absorption rate and the total energy absorption are synchronously controlled, so as to achieve the purpose of comprehensively protecting the driver's collision safety, specifically including the following aspects:

[0014] 1. This driving collision protection structure fully considers the uncertainty of collisions, and specifically designed special driver protection devices for frontal collisions and left and right side collisions respectively to achieve more reliable driver protection performance.

[0015] 2. This driving collision protection structure fully considers the asymmetry of the cab structure and the position of the driver, and adopts a left-right asymmetric driver protection device. Since the energy absorption space on the left is limited, in order to balance the energy absorption efficiency and the intrusion amount of the bus, two sets of collision protection structures are designed for the upper and lower parts. While on the right, due to sufficient energy absorption space, only one set of collision protection structure is designed mainly considering the energy absorption efficiency when designing the energy absorption structure.

[0016] 3. This driver collision protection structure fully considers the structural feature that the full-load body structure has no girder. When designing the driver protection structure for frontal collisions, the upper, middle, and lower level protection devices are dispersed to effectively absorb the collision energy and reasonably transfer the collision load.

[0017] 4. When designing the anti-collision beam structure, this driver collision protection structure adopts a thin-walled steel pipe structure with a corrugated cross-section and a partition. When designing the corrugated plate, the adaptability to different collision intensities is fully considered, and two different corrugated structures are adopted, effectively improving the stability and energy absorption efficiency of this structure.

[0018] 5. When designing the energy-absorbing box of the driver collision protection structure, thin-walled steel pipes with a "day-shaped" cross-section are used, and two "V-shaped" energy-absorbing grooves are added in the middle position, which not only improves the energy absorption efficiency of the energy-absorbing box, but also improves the structural stability. In addition, the energy-absorbing box is designed as a trapezoid and annular induction grooves are opened on its surface, which can adapt to different collision intensities and achieve progressive energy absorption at the same time, and well balances the energy absorption efficiency, energy absorption rate and energy absorption stability of the energy-absorbing box structure. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] Figure 1 is the exploded view of the bus driver collision protection structure in the present invention;

[0020] Figure 2 is the exploded view of the main body structure of the bus cab in the present invention;

[0021] Figure 3 is the left side wall structure diagram of the main body structure of the bus cab in the present invention;

[0022] Figure 4 is the right side wall structure diagram of the main body structure of the bus cab in the present invention;

[0023] Figure 5 is the top cover structure diagram of the main body structure of the bus cab in the present invention;

[0024] Figure 6 is the underframe structure diagram of the main body structure of the bus cab in the present invention;

[0025] Figure 7 is the driver protection structure diagram for the frontal collision of the bus in the present invention;

[0026] Figure 8 is the structure diagram of the first sub-structure for the frontal collision of the bus driver in the present invention;

[0027] Fig. 9 is the structure diagram of the second sub-structure for the frontal collision of the bus driver in the present invention;

[0028] Fig.10 is the driver protection structure diagram for the left side collision of the bus in the present invention;

[0029] Fig.11 is the driver protection structure diagram for the right side collision of the bus in the present invention;

[0030] Fig.12 is the structure diagram of the corrugated cross-section thin-walled steel pipe in the present invention;

[0031] Fig.13 is Fig.12 the cross-sectional view at A-A in

[0032] Fig.14This is a structural diagram of a thin-walled steel pipe with a variable cross-section in the present invention.

[0033] In the figure: 01, main structure of the cab; 02, driver protection structure for frontal collision; 03, driver protection structure for left collision; 04, driver protection structure for right collision; 011, left side wall structure; 012, right side wall structure; 013, top cover structure; 014, chassis structure; 0111, first column of left side wall; 0112, second column of left side wall; 0113, third column of left side wall; 0114, small longitudinal beam of left side wall; 0115, longitudinal beam of left side wall; 0116, diagonal brace of left side wall; 0121, first column of right side wall; 0122, second column of right side wall; 01 23. The third upright column of the right side enclosure; 0124. The small longitudinal beam of the right side enclosure; 0125. The longitudinal beam of the right side enclosure; 0126. The diagonal brace of the right side enclosure; 01301. The first curved beam of the top cover; 01302. The second curved beam of the top cover; 01303. The third curved beam of the top cover; 01304. The diagonal brace of the top cover; 01305. The upper longitudinal beam of the top cover; 01306. The first horizontal beam of the top cover; 01307. The second horizontal beam of the top cover; 01308. The third horizontal beam of the top cover; 01309. The lower side beam of the top cover; 01310. The lower longitudinal beam of the top cover; 0141. The upper longitudinal beam of the bottom frame; 0142. The lower longitudinal beam of the bottom frame; 0143. The bottom frame Left crossbeam; 0144, right crossbeam of chassis; 0145, front side beam of chassis; 0146, rear side beam of chassis; 021, front collision driver protection substructure 1; 022, front collision driver protection substructure 2; 023, middle anti-collision beam; 024, connecting column; 0211, first front anti-collision beam; 0212, first front reinforcement beam; 0213, second front reinforcement beam; 0214, third front reinforcement beam; 0215, first front connecting beam; 0216, second front connecting beam; 0217, first front energy absorption box; 0218, second front energy absorption box; 0219, third front energy absorption box Box; 0221, second front anti-collision beam; 0222, third front anti-collision beam; 0223, fourth front energy absorption box; 0224, fifth front energy absorption box; 031, first left anti-collision beam; 032, second left anti-collision beam; 033, first left energy absorption box; 034, second left energy absorption box; 041, right anti-collision beam; 042, right energy absorption box; 051, corrugated plate; 052, lower plate; 053, back plate; 054, partition; 055, upper plate; 0511, large-angle corrugation; 0512, small-angle corrugation; 061, annular induction groove; 062, "V-shaped" energy absorption groove. DETAILED DESCRIPTION

[0034] See also Figure 1A bus collision driver protection structure, the structure includes a cab main structure 01, a frontal collision driver protection structure 02, a left collision driver protection structure 03 and a right collision driver protection structure 04, wherein the rear end of the frontal collision driver protection structure 02 is connected to the bus cab main structure 01 by welding, and the left collision driver protection structure 03 and the right collision driver protection structure 04 are respectively connected to the left and right sides of the cab main structure 01 by welding. The bus driver collision protection structure designed in this embodiment and the bus cab having the structure can be applied to a full-load bus structure, wherein the specific dimensions of the cab main structure are: 1.48m long, 2.4m wide, and 3.5m high.

[0035] See also Figure 2-6The main structure 01 of the cab includes a left side enclosure structure 011, a right side enclosure structure 012, a top cover structure 013 and a bottom frame structure 014, wherein the upper end and the lower end of the left side enclosure structure 011 and the right side enclosure structure 012 are respectively connected to the left and right sides of the top cover structure 013 and the bottom frame structure 014 by welding, and each component is composed of a high-strength rectangular cross-section thin-walled steel pipe, which can effectively increase the rigidity and strength of the main structure of the cab, ensure that the intrusion of the main structure of the cab during a collision is minimized, thereby effectively ensuring the driver's survival space. The left side enclosure structure 011 comprises a first left side enclosure column 0111, a second left side enclosure column 0112, a third left side enclosure column 0113, a small left side enclosure longitudinal beam 0114, a left side enclosure longitudinal beam 0115 and a left side enclosure diagonal brace 0116; the third left side enclosure column 0113 and the left side enclosure longitudinal beam 0115 are both made of two parallel rectangular cross-section thin-walled steel pipes to increase the collision strength of the structure; the front and rear ends of the eight left side enclosure longitudinal beams 0114 are respectively connected to the second left side enclosure column 0111 2 and the third left side column 0113 are vertically connected by welding; the front and rear ends of the left side column longitudinal beam 0115 are respectively vertically connected to the upper end of the first left side column 0111 and the second left side column 0112 by welding; the lower end of the left side column diagonal brace 0116 is welded to the upper end of the first left side column 0111, and the upper end of the left side column diagonal brace 0116 is welded to the left end of the first cross beam 01306 of the top cover; the right side column structure 012 includes the first right side column The right side first column 0121, the right side third column 0122, the right side third column 0123, the right side small longitudinal beam 0124, the right side longitudinal beam 0125 and the right side diagonal brace 0126; the right side first column 0121, the right side third column 0123 and the right side longitudinal beam 0125 are all made of two parallel rectangular cross-section thin-walled steel pipes, which have compensated for the asymmetry of the structural strength caused by the opening of the door on the right side of the driver; the front and rear ends of the eight right side small longitudinal beams 0124 are respectively connected to the right The second upright column 0122 and the third upright column 0123 of the right side are vertically connected by welding; the front end of the right side longitudinal beam 0125 is welded to the upper end of the first upright column 0121 of the right side, and the rear end of the right side longitudinal beam 0125 is vertically connected to the second upright column 0122 of the right side by welding; the upper end of the right side diagonal brace 0126 is welded to the right end of the first cross beam 01306 of the top cover, and the lower end of the first upright column 0121 of the right side is welded to the upper end of the first upright column 0121 of the right side;The roof structure 013 is composed of two layers, namely, the first curved beam 01301, the second curved beam 01302, the third curved beam 01303, the diagonal support 01304, the upper longitudinal beam 01305, the first cross beam 01306, the second cross beam 01307, the third cross beam 01308, the lower side beam 01309 and the lower longitudinal beam 01310. The beneficial effect of this design is that it can effectively increase the strength of the top structure of the cab when the bus rolls over, and maximize the survival space of the bus driver. In addition, this design can also effectively reduce the driver's The heat transfer from the top of the cab ensures that the cab temperature is appropriate; the upper layer of the roof structure 013 is composed of the first roof curved beam 01301, the second roof curved beam 01302, the third roof curved beam 01303 and four roof diagonal braces 01304 located therebetween, the roof diagonal braces 01304 are arranged at equal intervals between the first roof curved beam 01301 and the second roof curved beam 01302, and the front and rear ends thereof are respectively vertically connected to the first roof curved beam 01301 and the second roof curved beam 01302 by welding, wherein the angle between the plane where the first curved beam 01301 is located and the transverse plane of the vehicle is 60°, the second curved beam 01302 and the third curved beam 01303 of the roof are vertically connected by welding through four longitudinally arranged upper longitudinal beams 01305 of the roof that are evenly spaced and distributed between them. The beneficial effect of this design is that it can effectively mitigate the impact on the top of the bus cab when the bus rolls over, reducing the degree of injury to the bus driver; the lower layer of the roof structure 013 is composed of the first cross beam 01306 of the roof, the second cross beam 01307 of the roof, the third cross beam 01308 of the roof, the lower longitudinal beam 01310 of the roof and the lower side beam 01309 of the roof, wherein the first cross beam 01306 of the roof 1306 and the second cross beam 01307 of the top cover are welded and connected by two symmetrically arranged lower side beams 01309 of the top cover, and the second cross beam 01307 of the top cover is vertically connected with the third cross beam 01308 of the top cover by six lower longitudinal beams 01310 of the chassis distributed at equal intervals by welding; the upper layer and the lower layer of the top cover structure 013 are respectively connected by welding through the left and right ends of the first curved beam 01301 of the top cover, the second curved beam 01302 of the top cover, and the third curved beam 01303 of the top cover and the left and right ends of the first cross beam 01306, the second cross beam 01307 of the top cover, and the third cross beam 01308 of the top cover;The third curved beam 01303 of the top cover and the third cross beam 01308 of the top cover are both composed of two high-strength thin-walled steel pipes with rectangular cross sections arranged in parallel to increase the compressive strength of the cab structure. The chassis structure 014 includes an upper longitudinal beam 0141 of the chassis, a lower longitudinal beam 0142 of the chassis, a left cross beam 0143 of the chassis, a right cross beam 0144 of the chassis, a front side beam 0145 of the chassis and a rear side beam 0146 of the chassis, wherein the upper longitudinal beam 0141 of the chassis and the lower longitudinal beam 0142 of the chassis are composed of four high-strength thin-walled steel pipes with rectangular cross sections arranged at equal intervals in the longitudinal direction, and the left cross beam 0143 of the chassis and the right cross beam 0144 of the chassis are respectively composed of two layers of high-strength thin-walled steel pipes arranged at equal intervals in the transverse direction. The chassis is composed of a thin-walled steel pipe with a rectangular cross section; the front and rear ends of the chassis upper longitudinal beam 0141 and the chassis lower longitudinal beam 0142 are respectively vertically connected to the chassis front side beam 0145 and the chassis rear side beam 0146 by welding; the chassis left cross beam 0143 and the chassis right cross beam 0144 are arranged at equal intervals between the chassis upper longitudinal beam 0141 and the chassis lower longitudinal beam 0142, and their two ends are vertically connected to the chassis upper longitudinal beam 0141 and the chassis lower longitudinal beam 0142 by welding. The present invention ensures the smoothness of the frontal collision and side collision load transmission by ensuring the integrity of the chassis upper longitudinal beam 0141 and the chassis lower longitudinal beam 0142 and the uniform distribution of the chassis left cross beam 0143 and the chassis right cross beam 0144. In this embodiment, a thin-walled steel pipe with a rectangular cross section of 50mm in height, 50mm in width and 3mm in thickness is used. ;

[0036] See also Figure 7 — Fig. 9The frontal collision driver protection structure 02 comprises a frontal collision driver protection substructure 1 021, a frontal collision driver protection substructure 2 022, an intermediate anti-collision beam 023 and a connecting column 024, wherein the frontal collision driver protection substructure 2 022 is connected to the intermediate anti-collision beam 023 via the connecting column 024; the frontal collision driver protection substructure 1 021 comprises a front first anti-collision beam 0211, a front first reinforcement beam 0212, a front second reinforcement beam 0213, a front third reinforcement beam 0214, a front first connecting beam 0215, a front second connecting beam 0216, a front first energy absorption beam 0271, a front first energy absorption beam 0272, a front first energy absorption beam 0273, a front first energy absorption beam 0274, a front first energy absorption beam 0275, a front first energy absorption beam 0276, a front first energy absorption beam 0277, a front first energy absorption beam 0278, a front first energy absorption beam 0279, a front first energy absorption beam 0280, a front first energy absorption beam 0281, a front first energy absorption beam 0282, a front first energy absorption beam 0283, a front first energy absorption beam 0284, a front first energy absorption beam 0285, a front first energy absorption beam 0286, a front first energy absorption beam 0287, a front first energy absorption beam 0288, a front first energy absorption beam 0289, a front first energy absorption beam 0290, a front first energy absorption beam 0291, a front first energy absorption beam 0292, a front first energy absorption beam 0293, a front first energy absorption beam 0294, a front first energy absorption beam 0295, a front first energy absorption beam 0296, a front first energy absorption beam 0297, a The front second energy absorption box 0218 and the front third energy absorption box 0219 are connected to the left and right ends of the front first anti-collision beam 0211 and the front first reinforcement beam 0212 by welding. The front first energy absorption box 0217, the front second energy absorption box 0218 and the front third energy absorption box 0219 are arranged at equal intervals between the front first anti-collision beam 0211 and the front first reinforcement beam 0212 and are connected to the first anti-collision beam 0211 and the first reinforcement beam 0212 by welding. The front second energy absorption box 0218 is vertically connected to the front first reinforcement beam 0212, and the front first energy absorption box 0217 and the front third energy absorption box 0219 are connected to the front first anti-collision beam 0211 and the front first reinforcement beam 0212 by welding. The three energy absorption boxes 0219 form an angle of 22° with the main axis of the vehicle and are coaxially arranged with the first front connecting beam 0215 and the second front connecting beam 0216, which can ensure the smoothness of collision load transmission and increase the robustness of the structure; the first front reinforcing beam 0212 and the second front reinforcing beam 0213, the third front reinforcing beam 0214, the first front connecting beam 0215 and the second front connecting beam 0216 form right triangles ΔOAB and ΔOCD, and ∠AOB and ∠COD are both 22°. The friendly effect of such a design is that it can ensure that the first front reinforcing beam has sufficient bending stiffness in the event of a head-on collision, and at the same time The collision load can be transferred to the left side enclosure structure 011 and the right side enclosure structure 012 to achieve a reasonable distribution of the load; the frontal collision driver protection substructure 2 022 includes a front second anti-collision beam 0221, a front third anti-collision beam 0222, a front fourth energy absorption box 0223, and a front fifth energy absorption box 0224, wherein the two ends of the front fourth energy absorption box 0223 are respectively connected to the front second anti-collision beam 0221 and the upper longitudinal beam 0141 of the chassis by welding, and the two ends of the front fourth energy absorption box 0224 are respectively connected to the front third anti-collision beam 0222 and the lower longitudinal beam 0142 of the chassis by welding. In this embodiment, the first reinforcing beam 0212, the second reinforcing beam 0213 and the third reinforcing beam 0214 are made of high-strength rectangular cross-section thin-walled steel pipes with dimensions of 50 mm wide, 60 mm high and 3 mm thick. The length of the front first energy absorption box 0217 and the front third energy absorption box 0219 is 140 mm, the length of the front second energy absorption box is 203 mm, and the average length of the front fourth energy absorption box 0223 and the front fifth energy absorption box 0224 is 244 mm.

[0037] See also Fig.10 The left-side collision driver protection structure 03 includes a left first anti-collision beam 031, a left second anti-collision beam 032, a left first energy absorption box 033, and a left second energy absorption box 034, wherein the two ends of the left first energy absorption box 033 and the left second energy absorption box 034 are respectively connected to the left first anti-collision beam 031, the left second anti-collision beam 032 and the left cross beam 0143 of the chassis by welding. In this embodiment, the lengths of the left first energy absorption box 033 and the left second energy absorption box 034 are both 236 mm.

[0038] See also Fig.12 The right driver protection structure 04 includes a right anti-collision beam 041 and a right energy absorption box 042, wherein the two ends of the right energy absorption box 042 are respectively connected to the right anti-collision beam 041 and the right cross beam 0144 of the chassis by welding. In this embodiment, the length of the right energy absorption box 042 is 276 mm.

[0039] See also Fig.12 and Fig.13 The first front anti-collision beam 0211, the second front anti-collision beam 0221, the middle anti-collision beam 023, the first left anti-collision beam 031, the second left anti-collision beam 032 and the right anti-collision beam 041 are all made of corrugated cross-section thin-walled steel pipes, and the corrugated cross-section thin-walled steel pipes include corrugated plates 051, lower plates 052, back plates 053, partitions 054 and upper plates 055, wherein the corrugated plates 051, lower plates 052, back plates 053 , partition 054 and upper plate 055 are welded together after being stamped; the corrugated plate 051 is composed of 4 large-angle corrugations 0511 and 3 small-angle corrugations 0512. The cross section of the large-angle corrugation 0511 is an isosceles triangle ΔFGH, the vertex angle ∠FGH is 120°, and the sides FG and GH are equal. The cross section of the small-angle corrugation 0512 is ΔHIJ, the vertex angle ∠HIJ is 90°, and the sides HI and IJ are equal. The beneficial effect of this design is that a thin-walled steel pipe structure with a partition of a corrugated cross section is adopted, and the adaptability to different collision intensities is fully considered when designing the corrugated plate. Two different corrugated structures are adopted, which effectively improves the stability and energy absorption efficiency of the structure, and at the same time, takes into account the energy absorption characteristics and impact strength of the structure during the collision. In this embodiment, the length and axis shape of the anti-collision beam are determined according to the specific position, and the anti-collision beam is made of high-strength steel; the thickness of the anti-collision beam back plate 053 is 3 mm, the upper plate 055, the partition plate 054 and the lower plate 052 are all made of 2 mm thick steel plates, and the corrugated plate 051 is made of 2.5 mm thick steel plates.

[0040] See also Figure 8 , Fig. 9 , Fig.10 , Fig.11 and Fig.14, the front first energy absorption box 0217, front second energy absorption box 0218, front third energy absorption box 0219, front fourth energy absorption box 0223, front fifth energy absorption box 0224, left first energy absorption box 032, left second energy absorption box 034, and right energy absorption box 042 are all composed of variable cross-section thin-walled steel pipes, and their small ends and large ends are respectively connected to the corresponding anti-collision beam and cab structure by welding. The variable cross-section thin-walled steel pipe is integrally designed as a trapezoid, and its cross-section is a "day-shaped" hollow or filled with other energy absorption materials. An annular induction groove 061 is provided on the surface of the energy absorption box. The annular induction groove 061 is an arc with a diameter of 20 mm and a groove depth of 5 mm. To increase the energy absorption efficiency, two "V-shaped" energy absorption grooves 062 are also provided on the variable cross-section thin-walled steel pipe 06. The included angle of the "V-shaped" energy absorption grooves 062 is 60°. The beneficial effect of this design is to maximize the absorption of collision energy on the premise of ensuring the stability of the structural collision, so as to minimize the collision energy transmitted into the cab, thereby protecting the safety of the driver. When designing the energy absorption box, a thin-walled steel pipe with a "day-shaped" cross-section is used and two "V-shaped" energy absorption grooves are added in the middle position, which not only improves the energy absorption efficiency of the energy absorption box, but also improves the structural stability. In addition, the energy absorption box is designed as a trapezoid and an annular induction groove is opened on its surface, which can adapt to different collision intensities and achieve progressive energy absorption at the same time, and well balances the energy absorption efficiency, energy absorption rate and energy absorption stability of the energy absorption box structure. In this embodiment, the large end dimensions of all energy absorption boxes are: width 75 mm, height 44 mm, thickness 2 mm; the small end dimensions are: width 40 mm, height 23 mm, thickness 2 mm; the annular induction groove 061 is an arc with a diameter of 20 mm and a groove depth of 5 mm; the included angle of the "V-shaped" energy absorption grooves 062 is 60°.

[0041] The inventor designed a bus collision driver protection structure and a cab with this structure that can be used for a 12-meter fully loaded bus according to the above design method, and carried out a collision simulation analysis on it. The analysis results show that the present invention can effectively reduce the peak collision acceleration value without increasing the intrusion amount of the cab during the collision, thereby reducing the injury of the driver during the collision.

Claims

1. A bus driver collision protection structure, which is located in the bus cab, specifically at the front end and left and right sides of the bus cab, characterized in that: The structure comprises a cab main structure (01), a frontal collision driver protection structure (02) distributed at the front end of the cab main structure (01), a left-side collision driver protection structure (03) distributed at the left side of the cab main structure (01), and a right-side collision driver protection structure (04) distributed at the right side of the cab main structure (01); the rear end of the frontal collision driver protection structure (02) is welded to the cab main structure (01); the left-side collision driver protection structure (03) and the right-side collision driver protection structure (04) are respectively welded to the left and right sides of the cab main structure (01); The main structure (01) of the cab comprises a left side enclosure structure (011), a right side enclosure structure (012), a top cover structure (013) and a bottom frame structure (014); the upper ends and lower ends of the left side enclosure structure (011) and the right side enclosure structure (012) are respectively welded to the left and right sides of the top cover structure (013) and the bottom frame structure (014); the left side enclosure structure (011), the right side enclosure structure (012), the top cover structure (013) and the bottom frame structure (014) are all made of high-strength rectangular cross-section thin-walled steel pipes; the left side enclosure structure (011) comprises a left side enclosure first column (0111), a left side enclosure second column (0112), a left side enclosure third column (0113), a left side enclosure small longitudinal beam (0114), a left side enclosure longitudinal beam (0115) and a left side enclosure diagonal brace (0116); the left side enclosure third column (0113) and the left side enclosure longitudinal beam (0115) are both made of two parallel rectangular cross-section thin-walled steel pipes; The two ends of the eight left side enclosure small longitudinal beams (0114) are respectively welded to the left side enclosure third column (0113) and the left side enclosure second column (0112); one end of the left side enclosure longitudinal beam (0115) is welded to the left side enclosure second column (0112), and the other end is welded to the upper end of the left side enclosure first column (0111); the lower end of the left side enclosure diagonal brace (0116) is welded to the upper end of the left side enclosure first column (0111), and the upper end of the left side enclosure diagonal brace (0116) is welded to the top cover structure (013); the right side enclosure structure (012) includes the right side enclosure first column (0121), the right side enclosure second column (0122), the right side enclosure third column (0123), the right side enclosure small longitudinal beam (0124), the right side enclosure longitudinal beam (0125) and The right side enclosure diagonal brace (0126); the right side enclosure first column (0121), the right side enclosure third column (0123), and the right side enclosure longitudinal beam (0125) are all made of two parallel rectangular cross-section thin-walled steel pipes; the two ends of the eight right side enclosure small longitudinal beams (0124) are respectively welded to the right side enclosure second column (0122) and the right side enclosure third column (0123); one end of the right side enclosure longitudinal beam (0125) is welded to the right side enclosure second column (0122), and the other end is welded to the upper end of the right side enclosure first column (0121); the lower end of the right side enclosure diagonal brace (0126) is welded to the upper end of the right side enclosure first column (0121), and the upper end of the right side enclosure diagonal brace (0126) is welded to the top cover structure (013); the top cover structure (013) It is composed of two layers, namely, a first curved beam (01301) of the top cover, a second curved beam (01302) of the top cover, a third curved beam (01303) of the top cover, a diagonal brace (01304) of the top cover, an upper longitudinal beam (01305) of the top cover, a first cross beam (01306) of the top cover, a second cross beam (01307) of the top cover, a third cross beam (01308) of the top cover, a lower side beam (01309) of the top cover, and a lower longitudinal beam (01310) of the top cover;The upper layer of the roof structure (013) is composed of a first roof curved beam (01301), a second roof curved beam (01302), a third roof curved beam (01303) and four roof diagonal braces (01304) located therebetween; the roof diagonal braces (01304) are arranged at equal intervals between the first roof curved beam (01301) and the second roof curved beam (01302), and the front and rear ends thereof are respectively vertically connected to the first roof curved beam (01301) and the second roof curved beam (01302) by welding; the angle between the plane where the first roof curved beam (01301) is located and the transverse plane of the vehicle is 60°; the second roof curved beam (01302) is arranged at equal intervals between the first roof curved beam (01301) and the second roof curved beam (01302) The plane formed by the curved beam (01302) and the third curved beam (01303) of the top cover is parallel to the transverse plane of the vehicle and is vertically connected by welding through four longitudinally arranged top cover upper longitudinal beams (01305) located between them and distributed at equal intervals; the lower layer of the top cover structure (013) is composed of a first cross beam (01306) of the top cover, a second cross beam (01307) of the top cover, a third cross beam (01308) of the top cover, a lower longitudinal beam (01310) of the top cover and a lower side beam (01309) of the top cover; wherein the first cross beam (01306) of the top cover and the second cross beam (01307) of the top cover are welded by two symmetrically arranged lower side beams (01309) of the top cover. The second cross beam (01307) and the third cross beam (01308) of the top cover are vertically connected by welding through 6 top cover lower longitudinal beams (01310) distributed at equal intervals; the upper and lower layers of the top cover structure (013) are respectively connected by welding through the two ends of the first curved beam (01301), the second curved beam (01302) and the third curved beam (01303) of the top cover and the two ends of the first cross beam (01306), the second cross beam (01307) and the third cross beam (01308) of the top cover; the third curved beam (01303) and the third cross beam (01308) of the top cover are parallel to each other. The chassis structure (014) comprises an upper chassis longitudinal beam (0141), a lower chassis longitudinal beam (0142), a left chassis cross beam (0143), a right chassis cross beam (0144), a front chassis side beam (0145) and a rear chassis side beam (0146); the front and rear ends of the upper chassis longitudinal beam (0141) and the lower chassis longitudinal beam (0142) are welded to the front chassis side beam (0145) and the rear chassis side beam (0146) respectively; the left and right ends of the left chassis cross beam (0143) and the right chassis cross beam (0144) are welded to the upper chassis longitudinal beam (0141) and the lower chassis longitudinal beam (0142); The frontal collision driver protection structure (02) comprises a frontal collision driver protection substructure 1 (021), a frontal collision driver protection substructure 2 (022), an intermediate anti-collision beam (023) and a connecting column (024); the left and right ends of the frontal collision driver protection substructure 1 (021) are respectively connected to the front ends of the left side longitudinal beam (0115) and the right side longitudinal beam (0125) of the cab main structure (01) by welding; the left and right ends of the intermediate anti-collision beam (023) are respectively connected to the front ends of the cab main structure (01) by welding; The left side first column (0111) and the right side first column (0121) of the structure (01) are connected by welding; the rear end of the front collision driver protection substructure 2 (022) is connected to the upper longitudinal beam (0141) of the chassis and the front end of the lower longitudinal beam (0142) of the chassis by welding; the front collision driver protection substructure 2 (022) is connected to the middle anti-collision beam (023) by two connecting columns (024); the front collision driver protection substructure 1 (021) includes a front first anti-collision beam (0 211), a front first reinforcing beam (0212), a front second reinforcing beam (0213), a front third reinforcing beam (0214), a front first connecting beam (0215), a front second connecting beam (0216), a front first energy absorption box (0217), a front second energy absorption box (0218) and a front third energy absorption box (0219); the front first anti-collision beam (0211) is an arc-shaped structure, and its two ends are welded to the left and right ends of the front first reinforcing beam (0212); the front first energy absorption box (0217), the front third energy absorption box (0219) and the three The front second energy absorption boxes (0218) are arranged at equal intervals between the front first anti-collision beam (0211) and the front first reinforcement beam (0212), and are welded to the front first anti-collision beam (0211) and the front first reinforcement beam (0212); the three front second energy absorption boxes (0218) are perpendicular to the front first reinforcement beam (0212); the front first energy absorption box (0217) and the front third energy absorption box (0219) have an angle of 22° with the longitudinal axis of the vehicle and are coaxially arranged with the front first connecting beam (0215) and the front second connecting beam (0216), respectively; One end of the front second reinforcing beam (0213) and the front third reinforcing beam (0214) are connected to the midpoint of the front first reinforcing beam (0212) by welding; the front and rear ends of the front first connecting beam (0215) are respectively connected to the front first reinforcing beam (0212) and the front second reinforcing beam (0213) by welding; the front and rear ends of the front second connecting beam (0216) are respectively connected to the front first reinforcing beam (0212) and the front third reinforcing beam (0214) by welding; the front first reinforcing beam (0212), the front second reinforcing beam (0213) and the front first connecting beam (0215) form a right triangle, wherein the front first connecting beam (0215) is perpendicular to the front second reinforcing beam (0213), and the angle between the front first reinforcing beam (0212) and the front second reinforcing beam (0213) is 22°. The front first reinforcing beam (0212), the front third reinforcing beam (0214), and the front second connecting beam (0216) form a right triangle, wherein the front second connecting beam (0216) is perpendicular to the front third reinforcing beam (0214), and the angle between the front first reinforcing beam (0212) and the front third reinforcing beam (0214) is 22°; the front collision driver protection substructure II (022) comprises a front second anti-collision beam (0221), a front third anti-collision beam (0222), four front fourth energy absorption boxes (0223), and four front fifth energy absorption boxes (0224); the two ends of the front fourth energy absorption box (0223) are respectively welded to the front second anti-collision beam (0221) and the upper longitudinal beam (0141) of the chassis; the two ends of the front fifth energy absorption box (0224) are respectively welded to the front third anti-collision beam (0222) and the lower longitudinal beam (0142) of the chassis; The first front anti-collision beam (0211), the second front anti-collision beam (0221) and the middle anti-collision beam (023) are all composed of a corrugated cross-section thin-walled steel pipe; the corrugated cross-section thin-walled steel pipe includes a corrugated plate (051), a lower plate (052), a back plate (053), a partition (054) and an upper plate (055); the corrugated plate (051), the lower plate (052), the back plate (053), the partition (054) and the upper plate (055) are welded together after being stamped; the corrugated plate (051) includes 4 large-angle corrugations (0511) and 3 small-angle corrugations (0512); the cross-section of the large-angle corrugation (0511) is an isosceles triangle with a vertex angle of 120° and a waist length of 10 mm, and the cross-section of the small-angle corrugation (0512) is an isosceles triangle with a vertex angle of 90° and a waist length of 8 mm; The described front first energy absorption box (0217), front second energy absorption box (0218), front third energy absorption box (0219), front fourth energy absorption box (0223) and front fifth energy absorption box (0224) are all composed of thin-walled steel tubes with variable cross-sections; the overall design of the thin-walled steel tube with variable cross-sections is trapezoidal, and its cross-section is a "day-shaped" hollow; the side surface of the thin-walled steel tube with variable cross-sections is provided with an annular induction groove (061); the annular induction groove (061) is an arc with a diameter of 20 mm and a groove depth of 5 mm; the upper and lower ends of the thin-walled steel tube with variable cross-sections are also provided with two "V-shaped" energy absorption grooves (062); the included angle of the "V-shaped" energy absorption groove (062) is 60°.

2. A passenger car driver collision protection structure according to claim 1, characterized in that: The described left-side collision driver protection structure (03) includes a left first anti-collision beam (031), a left second anti-collision beam (032), two left first energy absorption boxes (033) and two left second energy absorption boxes (034); the two ends of the left first energy absorption box (033) and the left second energy absorption box (034) are respectively welded to the left first anti-collision beam (031) and the left cross-beam of the chassis (0143); the two ends of the left second energy absorption box (034) are respectively welded to the left second anti-collision beam (032) and the left cross-beam of the chassis (0143).

3. A passenger car driver collision protection structure according to claim 2, characterized in that: The described right-side collision driver protection structure (04) includes a right anti-collision beam (041) and two right energy absorption boxes (042); the two ends of the right energy absorption box (042) are respectively welded to the right anti-collision beam (041) and the right cross-beam of the chassis (0144).

4. A passenger car driver collision protection structure according to claim 3, characterized in that: The described left first anti-collision beam (031), left second anti-collision beam (032) and right anti-collision beam (041) are all composed of thin-walled steel tubes with corrugated cross-sections; the thin-walled steel tube with corrugated cross-sections includes a corrugated plate (051), a lower plate (052), a back plate (053), a partition plate (054) and an upper plate (055); the corrugated plate (051), the lower plate (052), the back plate (053), the partition plate (054) and the upper plate (055) are welded together after being formed by stamping; the corrugated plate (051) includes 4 large-angle corrugations (0511) and 3 small-angle corrugations (0512); the cross-section of the large-angle corrugation (0511) is an isosceles triangle with a vertex angle of 120° and a waist length of 10 mm, and the cross-section of the small-angle corrugation (0512) is an isosceles triangle with a vertex angle of 90° and a waist length of 8 mm.

5. A passenger car driver collision protection structure according to claim 3, characterized in that: The described left first energy absorption box (033), left second energy absorption box (034) and right energy absorption box (042) are all composed of thin-walled steel tubes with variable cross-sections; the overall design of the thin-walled steel tube with variable cross-sections is trapezoidal, and its cross-section is a "day-shaped" hollow; the side surface of the thin-walled steel tube with variable cross-sections is provided with an annular induction groove (061); the annular induction groove (061) is an arc with a diameter of 20 mm and a groove depth of 5 mm; the upper and lower ends of the thin-walled steel tube with variable cross-sections are also provided with two "V-shaped" energy absorption grooves (062); the included angle of the "V-shaped" energy absorption groove (062) is 60°.

Images