A passenger car rollover collision energy absorption structure

Abstract

The present invention belongs to the technical field of bus rollover collision safety, and specifically relates to a bus rollover collision energy absorption structure with efficient and reasonable energy absorption characteristics during rollover collision. The structure includes a diagonal brace beam, a bent beam, a first energy absorption box, a second energy absorption box, a third energy absorption box, and a fourth energy absorption box, and each component of the structure is connected by welding. Among them, the diagonal brace beam and the bent beam are made of "day"-shaped hollow steel pipes. Among them, the first, second, third, and fourth energy absorption boxes are all composed of rectangular cross-section thin-walled trapezoidal steel pipes. To accurately control its energy absorption mode and the maximum bearing capacity during axial crushing, trapezoidal induction grooves are provided on the pipe wall, and the induction grooves are only provided in two wider planes of the energy absorption box symmetric about the central axis, and no induction grooves are provided on the other two planes. The present invention is a high-efficiency energy absorption structure specifically used for absorbing collision energy during the rollover of a bus, so as to minimize the collision energy transmitted into the occupant survival space and protect the safety of the occupants.

Description

Technical Field

[0001] The invention belongs to the technical field of bus rollover collision safety, in particular to a bus rollover collision energy absorption structure with high efficiency and reasonable energy absorption characteristics in a rollover collision. Background Art

[0002] With the construction of expressways and the rapid development of the road transport industry, road traffic accidents have become the main cause of major casualties, serious economic losses and strong social repercussions. Among them, bus rollover collision accidents are recognized as the culprit for major casualties and economic losses. The existing bus frame is composed of 6 large structures (left and right side frame structures, front and rear side frame structures, roof structure and chassis structure), and the six parts are connected by welding. The connection between the left and right side frame and the roof frame is the first position to contact the ground when the bus rolls over. The force on the body structure of the bus during the rollover collision is approximately a lateral horizontal impact load. The torque generated under its action is mainly borne by the torque formed in the closed loop structure of the body structure. The lateral displacement generated is mainly composed of the lateral displacement caused by the bending deformation of the closed loop structure and the axial deformation of the beams and columns that constitute the closed loop structure. Therefore, when a bus rolls over, the energy is mainly absorbed by the bending deformation of the side wall pillars and the roof beams in the closed loop structure. Since this energy absorption method is inefficient, it often causes the side wall frame to deform too much and invade the living space, seriously threatening the safety of the passengers. The bus superstructure strength requirements (GB / T17578) stipulate that when a bus rolls over on a test bench 800mm high, the bus structure must not invade the living space ( Figure 4 ). To meet this requirement, bus companies strengthen the side wall structure to prevent the occupant survival space from being invaded during a rollover collision. However, due to unreasonable structural strength matching, the energy during a rollover collision is not absorbed promptly and effectively by the energy absorption box and is transferred into the occupant survival space, causing occupant injuries. Therefore, the existing bus structure has the following main shortcomings:

[0003] (1) During a rollover collision, the existing bus structure absorbs energy mainly through the bending deformation of the side pillars and roof crossbeams that form a closed loop structure. This inefficient energy absorption method causes the side pillars to deform too much and invade the living space, seriously threatening the safety of passengers.

[0004] (2) In order to meet the requirements of the upper structure strength of buses stipulated by laws and regulations, existing buses have greatly enhanced the strength of the closed loop structure to ensure that the occupant's survival space is not invaded. However, due to the unreasonable matching of structural strength, the acceleration during the collision is too large, causing greater damage to the occupants. In addition, the increase in structural strength will lead to an increase in the weight of the entire vehicle, the center of gravity height and the manufacturing cost. The invention patent with the Chinese patent authorization announcement number: CN105383569A and the authorization announcement date: March 9, 2016 discloses a double-gradient strength bus pillar structure. The structure consists of a longitudinal gradient strength column and a transverse filling gradient density foam material. It can ensure that during the rollover of the bus, the collision force of the key components of the closed loop structure of the bus matches the strength of the corresponding position, so that the various components of the bus side are more evenly stressed, avoiding excessive plastic deformation of the bus side and invading the survival space. However, the collision energy is mainly absorbed by the bending deformation of the closed loop structure, and the energy absorption efficiency of the structure is not improved and the peak acceleration during the collision is not reduced;

[0005] (3) The existing bus structure has an unreasonable energy transfer path and low energy absorption efficiency during rollover collision. During rollover collision, the collision energy is mainly transferred to the side pillars through the roof crossbeam in the closed loop structure, and the energy is absorbed by bending deformation, resulting in excessive deformation of the side pillars and invasion of the living space. To solve this problem, some bus skeleton structures are equipped with closed loop reinforcement structures. For example, the utility model patent with the Chinese patent authorization announcement number: CN202806893U and the authorization announcement date: March 20, 2013 discloses a closed loop reinforcement structure for tourist buses to increase the stiffness of the closed loop structure during rollover and reduce the deformation of the bus structure during rollover. However, these methods still reduce the deformation by increasing the strength, and do not fundamentally reduce the energy transmitted to the living space, and increase the mass of the vehicle.

[0006] (4) The existing bus structure is not designed with a dedicated rollover collision energy absorption structure, resulting in the collision energy being directly transferred to the bus structure, causing the bus structure to undergo large deformation or large collision acceleration, which in turn causes damage to the passengers in the vehicle. To solve this problem, some patents have proposed methods of adding energy absorption structures to the side window pillars of buses. For example, the invention patent with the Chinese patent authorization announcement number: CN105172899A and the authorization announcement date: December 23, 2015 discloses a bus energy absorption window pillar assembly. The structure can absorb a certain amount of energy and reduce the deformation of the window pillar. However, due to the low efficiency and low energy absorption of this energy absorption method, it fails to effectively suppress the energy from being transmitted into the living space. Summary of the invention

[0007] The present invention provides an energy absorbing structure for a bus rollover collision, the structure is located in a connection area between a left side wall and a right side wall and a roof structure, specifically in a closed loop structure in the area, the energy absorbing structure absorbs collision energy through efficient axial plastic deformation rather than inefficient lateral deformation, so that when the bus rolls over, the energy absorbing area between the first column of the bus side wall, the upper end of the second column of the side wall and the roof cross beam first contacts the ground and absorbs most of the energy generated by the collision, thereby reducing the collision acceleration and the bending deformation of the side wall column to the greatest extent, ensuring that the occupant injury during the collision is minimized, thereby overcoming the shortcomings of the existing bus body structure.

[0008] The technical solution of the present invention is described as follows in conjunction with the accompanying drawings:

[0009] A passenger car rollover collision energy absorption structure, the structure is a transition area II located between the passenger car side wall structure and the roof structure, the transition area II is divided into 6 closed loop structures I, the 6 closed loop structures I divide the luggage rack into 5 areas; the closed loop structure I includes a roof cross beam 01, a side wall first column 02, a side wall second column 03, a rollover collision energy absorption structure 04, a bottom frame first cross beam 05, a bottom frame second cross beam 06, a bottom frame The first column 07, the second column 08 of the chassis, the first diagonal brace 09 of the chassis, the second diagonal brace 10 of the chassis, the third diagonal brace 11 of the chassis and the fourth diagonal brace 12 of the chassis; wherein two of the rollover collision energy absorbing structures 04 are welded to the two ends of the top cover cross beam 01; the first column 02 of the side enclosure and the second column 03 of the side enclosure are arranged in parallel, and the first cross beam 01 of the chassis is respectively passed through at the one-seventh point of the second column 03 of the side enclosure and the first column 02 of the side enclosure, i.e., point f, point q and the three-seventh point of the second column 03 of the side enclosure and the first column 02, i.e., point d, point e. 5 and the second crossbeam 06 of the chassis are vertically connected by welding; the upper ends of the first side column 02 and the second side column 03 are connected to the rollover collision energy absorption structure 04 by welding; the first crossbeam 05 and the second crossbeam 06 of the chassis are arranged in parallel and are vertically welded at their three equally divided points, namely, points c, b and points h, g, through the first chassis column 07 and the second chassis column 08 which are parallel to each other; the two ends of the first diagonal brace 09 of the chassis are respectively connected to the third side column 03 The one-seventh point, i.e., point f, and the one-third point, i.e., point g, of the second cross beam 06 of the chassis are welded; the two ends of the second diagonal brace 10 of the chassis are respectively welded to the three-seventh point, i.e., point d, of the first upright column 02 of the side enclosure and the trisection point, i.e., point c, of the first cross beam 05 of the chassis; the third diagonal brace of the chassis includes two cross-arranged diagonal brace beams, and the two ends of the two diagonal brace beams are respectively welded to the trisection points, i.e., point c and point h, of the first cross beam 05 of the chassis and the trisection points, i.e., points b and g, of the second cross beam 06 of the chassis.

[0010] The first diagonal brace 09 of the chassis, the second vertical column 03 of the side wall, and the second cross beam 06 of the chassis are connected by welding to form a right triangle, where the included angle between the second cross beam 06 of the chassis and the first diagonal brace 09 of the chassis is 41°; the second diagonal brace 10 of the chassis, the first vertical column 07 of the chassis, and the second cross beam 06 of the chassis are connected by welding to form a right triangle, where the included angle between the first vertical column 07 of the chassis and the second diagonal brace 10 of the chassis is 41°; the third diagonal brace 11 and the fourth diagonal brace 12 of the chassis are symmetrically and cross - arranged, and form two equilateral triangles with the first vertical column 07 and the second vertical column 08 of the chassis.

[0011] The top cover cross beam 01, the first vertical column 02 of the side wall, the second vertical column 03 of the side wall, the first cross beam 05 of the chassis, the second cross beam 06 of the chassis, the first vertical column 07 of the chassis, the second vertical column 08 of the chassis, the first diagonal brace 09 of the chassis, the second diagonal brace 10 of the chassis, the third diagonal brace 11 of the chassis, and the fourth diagonal brace 12 of the chassis are all made of square steel pipes with a cross - section size of 40 - 50 mm in height, 40 - 50 mm in width, and 1.5 - 2 mm in thickness.

[0012] The roll - over collision energy - absorbing structure 04 includes a diagonal brace beam 041, a bent beam 042, a first energy - absorbing box 043, a second energy - absorbing box 044, a third energy - absorbing box 045, and a fourth energy - absorbing box 046; both ends of the diagonal brace beam 041 are welded to both ends of the bent beam 042; both ends of the first energy - absorbing box 043, the second energy - absorbing box 044, the third energy - absorbing box 045, and the fourth energy - absorbing box 046 are respectively welded to both ends of the diagonal brace beam 041 and the bent beam 042; the diagonal brace beam 041 is a hollow steel pipe with a "day" - shaped cross - section of 80 - 100 mm in height, 40 - 50 mm in width, and 1.5 - 2 mm in thickness; the bent beam 042 is a hollow steel pipe with a "day" - shaped cross - section of 40 - 50 mm in height, 40 - 50 mm in width, and 1 - 1.5 mm in thickness; the first energy - absorbing box 043, the second energy - absorbing box 044, the third energy - absorbing box 045, and the fourth energy - absorbing box 046 are all composed of rectangular - section thin - walled trapezoidal steel pipes, with a large - end cross - section size of 40 - 50 mm in width, 80 - 100 mm in height, and 1 - 3 mm in thickness, a small - end cross - section size of 40 - 50 mm in width, 40 - 50 mm in height, and 1 - 2 mm in thickness, and a length of 120 - 360 mm.

[0013] The first energy absorption box 043, the fourth energy absorption box 046 and the diagonal bracing beam 041 form a triangle △mni, wherein point n is located directly above point A, the point where the vehicle body touches the ground at the moment of collision on the inner side of the curved beam 042, and point m is located at the outer fifth of the top cover cross beam 01, wherein the angle between the diagonal bracing beam 041 and the top cover cross beam 01 is 30° to 45°; the angle between the first energy absorption box 043 and the fourth energy absorption box 046 is 41°; the third energy absorption box 045, the diagonal bracing beam 041 and the fourth energy absorption box 046 form a right triangle, wherein the third energy absorption box 045 and the diagonal bracing beam 041 are perpendicular to point k; the second energy absorption box 044 and the third energy absorption box 045 intersect at point k, and the second energy absorption box 044 and the curved beam 042 are perpendicular to point p.

[0014] The first energy absorption box 043, the second energy absorption box 044, the third energy absorption box 045 and the fourth energy absorption box 046 are all provided with trapezoidal induction grooves, and the angle between the trapezoidal induction groove bottom line 0442 and the energy absorption box center axis 0441 on the first energy absorption box 043, the second energy absorption box 044, the third energy absorption box 045 and the fourth energy absorption box 046 is 0-26°.

[0015] The first energy absorption box 043, the second energy absorption box 044, the third energy absorption box 045 and the fourth energy absorption box 046 are plane symmetrical structures; the depth of the trapezoidal induction groove is 5-15mm.

[0016] The beneficial effects of the present invention are:

[0017] The closed-loop structure is designed based on the concept of energy management, rationally optimizes the collision energy distribution and transfer path, fully considers the stress characteristics of bus rollover collision and the structural characteristics of bus frame structure, uses efficient energy absorption mode, and designs energy absorption structure for bus rollover collision, so that the performance of the whole vehicle is optimized. Specifically, it includes the following aspects:

[0018] 1. The energy absorption structure makes the rollover collision energy distribution more reasonable and effectively ensures the survival space of the passengers. By analyzing the rollover collision process and the energy transfer path, the energy absorption structure is designed at the location where the rollover collision occurs to absorb most of the energy generated by the collision, so that the lateral deformation of the side pillars of the bus is as small as possible to ensure the survival space of the passengers;

[0019] 2. The energy absorption structure can effectively reduce the acceleration during rollover collision. By designing a rollover collision energy absorption structure, the peak value of collision acceleration can be reduced, and the damage to passengers can be reduced while ensuring that the living space is not invaded;

[0020] 3. The rollover collision energy absorption structure has better robustness. Considering the uncertainty of load during rollover collision, the energy absorption box is arranged in a wide angle range, which has better adaptability to the constantly changing load during collision;

[0021] 4. The rollover collision energy absorption structure has better stability. The energy absorption boxes arranged in four different directions form four triangular structures of different shapes, making full use of the stability of the triangular structure to ensure the stability and rationality of the deformation of the energy absorption structure during the collision;

[0022] 5. The energy absorption method of this structure is more efficient and reasonable. The traditional bus structure mainly absorbs energy through the bending deformation of the side pillars and the roof beam in the closed ring structure. The present invention absorbs energy by adopting the efficient axial crushing deformation method, ensuring that the collision energy absorption is effectively increased under the premise of a slight increase in the structural mass;

[0023] 6. This structure can effectively compensate for the asymmetry of the vehicle body rigidity and ensure the symmetry of the vehicle structure performance. The asymmetric arrangement of the underframe diagonal braces can effectively compensate for the asymmetry of the rigidity of the bus frame structure caused by the single-sided door opening, ensuring the symmetry of the vehicle structure performance. BRIEF DESCRIPTION OF THE DRAWINGS

[0024] Figure 1 It is a three-dimensional structural diagram of the coach skeleton structure;

[0025] Figure 2 It is the front view of the coach skeleton structure;

[0026] Figure 3 yes Figure 2 Sectional view at A-A in the middle;

[0027] Figure 4 It is a cross-sectional view at point A-A at the moment of rollover collision;

[0028] Figure 5 This is an enlarged view of the energy absorption structure in a rollover collision;

[0029] Figure 6 yes Figure 5 Sectional view at B-B in the middle;

[0030] Figure 7 yes Figure 5 Sectional view at C-C in the middle;

[0031] Figure 8 It is the front view of the energy absorption box;

[0032] Fig. 9 It is a top view of the energy absorption box;

[0033] Fig.10 This is a bottom view of the energy absorption box.

[0034] In the figure: Ⅰ, closed loop structure; Ⅱ, transition area; 01, top cover crossbeam; 02, first side enclosure column; 03, second side enclosure column; 04, rollover collision energy absorption structure; 05, first frame crossbeam; 06, second frame crossbeam; 07, first frame column; 08, second frame column; 09, first frame diagonal brace; 10, second frame diagonal brace; 11, third frame diagonal brace; 12, fourth frame diagonal brace; 041, diagonal brace beam; 042, bent beam; 043, first energy absorption box; 044, second energy absorption box; 045, fourth energy absorption box; 0441, center axis of energy absorption box; 0442, bottom line of trapezoidal induction groove. DETAILED DESCRIPTION

[0035] In order to improve the energy absorption efficiency during rollover collision, effectively increase the amount of energy absorbed, and reasonably distribute the structural stiffness and strength, the present invention designs an energy absorption structure for bus rollover collision. The energy absorption structure is mainly used for long-distance passenger transport buses, so the passenger doors are respectively arranged in the front overhang section and the middle section of the vehicle body, resulting in the asymmetry of the vehicle body middle section structure. The rollover collision energy absorption structure designed in this embodiment is used for a full-load bus with a total length of 12m, a width of 2.5m, and a height of 3.5m.

[0036] See also Figure 1 — Figure 3 A bus rollover collision energy absorption structure is provided, which is a transition area II located between the bus side wall structure and the top cover structure. The transition area II is divided into 6 closed loop structures I. The 6 closed loop structures I divide the body structure into 5 areas.

[0037] See also Figure 4 The closed loop structure I includes a top cover crossbeam 01, a first side panel column 02, a second side panel column 03, a rollover collision energy absorption structure 04, a first underframe crossbeam 05, a second underframe crossbeam 06, a first underframe column 07, a second underframe column 08, a first underframe diagonal brace 09, a second underframe diagonal brace 10, a third underframe diagonal brace 11 and a fourth underframe diagonal brace 12.

[0038] Among them, one end of the first side column 02 and the second side column 03 are welded to one end of the rollover collision energy absorbing structure 04, and the other end is welded to both ends of the first chassis beam 05 and the second chassis beam 06, and both ends of the top cover beam 01 are welded to the other end of the rollover collision energy absorbing structure 04; the first chassis column 07 and the second chassis column 08 are arranged in parallel between the first chassis beam 05 and the second chassis beam 06 and divide the first chassis beam 05 and the second chassis beam 06 into three equal parts, and the two ends of the first chassis column 07 and the second chassis column 08 are respectively connected to the three-division points on the first chassis beam 05, namely point c, point h and the second chassis beam 06. The three equal division points, namely, point b and point g, are welded; the first underframe diagonal brace 09 and the second underframe diagonal brace 10 are arranged in parallel between the first underframe crossbeam 05 and the second underframe crossbeam 06, and the two ends are respectively welded to point c and point f on the first underframe crossbeam 05 and point d and point g on the second underframe crossbeam 06. The beneficial effect of this asymmetric design is that it can compensate for the asymmetry of the vehicle body structure, so that the mechanical properties of the whole vehicle are optimized; the third underframe diagonal brace 11 and the fourth underframe diagonal brace 12 are cross-arranged between the first underframe crossbeam 05 and the second underframe crossbeam 06, and are respectively welded to point c and point h on the first underframe crossbeam 05 and point b and point g on the second underframe crossbeam 06. The first diagonal brace 09 of the chassis, the second side column 03 and the second cross beam 06 of the chassis are connected by welding to form a right triangle △efg, wherein the angle ∠egf is 41°; the second diagonal brace 10 of the chassis, the first column 07 of the chassis and the second cross beam 06 of the chassis are connected by welding to form a right triangle △bcd, wherein ∠bcd is 41°; the third diagonal brace 11 of the chassis and the fourth diagonal brace 12 of the chassis are symmetrically arranged crosswise, and form two equilateral triangles △oef and △ogh with the first column 07 of the chassis and the second column 08 of the chassis. The beneficial effect of such a design is to ensure the uniformity of the load borne by the structure. The top cover crossbeam 01, the first side wall column 02, the second side wall column 03, the first bottom frame crossbeam 05, the second bottom frame crossbeam 06, the first bottom frame column 07, the second bottom frame column 08, the first bottom frame diagonal brace 09, the second bottom frame diagonal brace 10, the third bottom frame diagonal brace 11 and the fourth bottom frame diagonal brace 12 are all made of square steel pipes with a cross-sectional size of 40-50mm in height, 40-50mm in width and 1.5-2mm in thickness. According to the requirements of the national standard GB / T17578, when a bus rolls over on a rollover platform with a height of 800mm, the upper structure of the bus cannot invade the living space. Figure 2 The upper space of the bus is the occupant survival space, and point A is the initial grounding point when the bus rolls over.

[0039] See also Figure 5 — Figure 7, the side roll collision energy absorption structure 04 includes a diagonal brace beam 041, a bent beam 042, a first energy absorption box 043, a second energy absorption box 044, a third energy absorption box 045, and a fourth energy absorption box 046. Both ends of the diagonal brace beam 041 are welded to both ends of the bent beam 042; both ends of the first energy absorption box 043, the second energy absorption box 044, the third energy absorption box 045, and the fourth energy absorption box 046 are respectively welded to both ends of the diagonal brace beam 041 and the bent beam 042; the diagonal brace beam 041 is a "day"-shaped hollow steel pipe with a cross-sectional dimension of 80 - 100 mm in height, 40 - 50 mm in width, and 1.5 - 2 mm in thickness. The beneficial effect of this design is that the energy absorption box structure can efficiently absorb collision energy during the collision process; the bent beam 042 is a "day"-shaped hollow steel pipe with a cross-sectional dimension of 40 - 50 mm in height, 40 - 50 mm in width, and 1 - 1.5 mm in thickness; the first energy absorption box 043, the second energy absorption box 044, the third energy absorption box 045, and the fourth energy absorption box 046 are all composed of rectangular cross-section thin-walled trapezoidal steel pipes. The large-end cross-sectional dimension is 40 - 50 mm in width, 80 - 100 mm in height, and 1 - 3 mm in thickness, and the small-end cross-sectional dimension is 40 - 50 mm in width, 40 - 50 mm in height, and 1 - 2 mm in thickness, with a length of 120 - 360 mm. The beneficial effect of this design is that it can enable the energy absorption box to adapt to different collision loads, thereby effectively increasing the stability of the structure. In this embodiment, the diagonal brace beam 041 is a "day"-shaped hollow steel pipe made of a square steel pipe with a cross-sectional dimension of 40 mm in height, 80 mm in width, and 2 mm in thickness, and the bent beam 042 is a "day"-shaped hollow steel pipe with a cross-sectional dimension of 40 mm in height, 40 mm in width, and 1 mm in thickness. The first energy absorption box 043, the fourth energy absorption box 046, and the diagonal brace beam 041 form a triangle △mni, where point n is directly above point A, which is the ground contact point of the vehicle body at the moment of collision on the inner side of the bent beam 042, and the included angle ∠mni between the first energy absorption box 043 and the fourth energy absorption box 046 is 41°; the third energy absorption box 045 is perpendicular to the diagonal brace beam 041 and forms a right triangle △lnk with the fourth energy absorption box 046; the second energy absorption box 044 and the third energy absorption box 045 intersect at point k, and the second energy absorption box 044 is perpendicular to the bent beam 042. The beneficial effect of this design is that it can ensure that when the vehicle undergoes a side roll collision, the collision load is transmitted along the axial direction of the energy absorption box, ensuring that the energy absorption box undergoes plastic collapse deformation along the axial direction, thereby improving the energy absorption efficiency of the energy absorption box.

[0040] Refer to Figure 8—10. In order to accurately control its energy absorption mode and the maximum bearing capacity during axial compression, a trapezoidal induction groove is provided on the tube wall; the angle between the bottom line 0442 of the trapezoidal induction groove and the central axis 0441 of the energy absorption box on the first energy absorption box 043, the second energy absorption box 044, the third energy absorption box 045 and the fourth energy absorption box 046 is 0-26°. The induction groove is only arranged in two wider planes of the energy absorption box that are symmetrical about the central axis, and the other two planes are not provided with induction grooves. The first energy absorption box 043, the second energy absorption box 044, the third energy absorption box 045 and the fourth energy absorption box 046 are plane symmetrical structures; the depth of the trapezoidal induction groove is 5-15mm, which is formed separately by a stamping process and then spliced ​​by welding. The energy absorption box in this embodiment has a large end size of 40mm wide, 80mm high and 1.5mm thick, and a small end cross-sectional size of 40mm wide, 40mm high and 1.5mm thick. The length of the first energy absorption box 043 is 328mm, the length of the second energy absorption box 044 is 129mm, the length of the third energy absorption box is 128mm, and the length of the fourth energy absorption box is 160mm. The bottom line of the trapezoidal induction groove and the central axis of the energy absorption box are at an angle of 18°. The induction groove is only arranged in two wider planes of the energy absorption box that are symmetrical about the central axis, and the other two planes are not provided with the induction groove. The average depth of the induction groove is 10mm and the width is 15mm. The beneficial effect of such a design is that while ensuring the energy absorption efficiency of the energy absorption box, the collision acceleration is effectively reduced, and the collision stability of the energy absorption box is ensured at the same time.

[0041] Although the energy absorption device occupies a certain amount of luggage rack space, it will not affect the storage of passengers' belongings. In addition, during a rollover collision, the top of the side frame of the entire vehicle body first contacts the ground, and the collision load is mainly borne and transmitted through the side column and the roof crossbeam of the bus. Therefore, the energy absorption structure located in the closed loop structure can absorb the rollover collision energy to the greatest extent, reduce the deformation of the entire vehicle body structure and the collision acceleration, and thus effectively protect the safety of the passengers.

Claims

1. A passenger car rollover collision energy absorption structure, characterized in that: The structure is a transition area II located between the side structure and the roof structure of the bus, wherein the transition area II is divided into six closed loop structures I, and the six closed loop structures I divide the luggage rack into five areas; the closed loop structure I includes a roof crossbeam (01), a first side column (02), a second side column (03), a rollover collision energy absorption structure (04), a first underframe crossbeam (05), a second underframe crossbeam (06), a first underframe column (07), a second underframe column (08), a first underframe diagonal brace (09), a second underframe diagonal brace (10), a third underframe diagonal brace (11) and a fourth underframe diagonal brace (12), all of which are made of rectangular cross-section thin-walled steel pipes. The collision energy absorption structure (04) is welded to both ends of the top cover crossbeam (01); the first side column (02) and the second side column (03) are arranged in parallel, and are vertically connected by welding at one seventh of the second side column (03) and the first side column (02), namely, point f, point q, and three sevenths of the second side column (03) and the first side column (02), namely, point d and point e, respectively, through the first underframe crossbeam (05) and the second underframe crossbeam (06); the upper ends of the first side column (02) and the second side column (03) are connected to the rollover collision energy absorption structure (04) by welding; the first underframe crossbeam (05) and the second underframe crossbeam (06) are arranged in parallel, and at their three equally divided points, namely, point c, point b, point g, and point h, the first underframe crossbeam (05) and the second underframe crossbeam (06) are vertically connected by welding at one seventh of the second side column (03) and the first side column (02), namely, point d, and point e, respectively. The first frame column (07) and the second frame column (08) are vertically welded to each other in parallel; the two ends of the first frame diagonal brace (09) are respectively welded to the one-seventh point of the third frame column (03) of the side enclosure, i.e., point f, and the one-third point of the second frame cross beam (06), i.e., point g; the two ends of the second frame diagonal brace (10) are respectively welded to the three-seventh point of the first frame column (02), i.e., point d, and the three-division point of the first frame cross beam (05), i.e., point c; the third frame diagonal brace includes two cross-arranged diagonal brace beams, the two ends of the two diagonal brace beams are respectively welded to the three-division points of the first frame cross beam (05), i.e., point c and point h, and the three-division points of the second frame cross beam (06), i.e., points b and g. The first diagonal brace (09) of the chassis, the second side column (03) and the second cross beam (06) of the chassis are connected by welding to form a right triangle, wherein the angle between the second cross beam (06) of the chassis and the first diagonal brace (09) is 41°; the second diagonal brace (10) of the chassis, the first column (07) of the chassis and the second cross beam (06) of the chassis are connected by welding to form a right triangle, wherein the angle between the first column (07) of the chassis and the second diagonal brace (10) of the chassis is 41°; the third diagonal brace (11) of the chassis and the fourth diagonal brace (12) of the chassis are symmetrically arranged in an intersecting manner, and form two equilateral triangles with the first column (07) of the chassis and the second column (08) of the chassis;The side roll collision energy absorption structure (04) described above includes a diagonal brace beam (041), a bent beam (042), a first energy absorption box (043), a second energy absorption box (044), a third energy absorption box (045), and a fourth energy absorption box (046); both ends of the diagonal brace beam (041) are welded to both ends of the bent beam (042); both ends of the first energy absorption box (043), the second energy absorption box (044), the third energy absorption box (045), and the fourth energy absorption box (046) are respectively welded to both ends of the diagonal brace beam (041) and the bent beam (042); the diagonal brace beam (041) is a hollow steel pipe with a "day" - shaped cross - section, and its cross - sectional dimensions are 80 - 100 mm in height, 40 - 50 mm in width, and 1.5 - 2 mm in thickness; the bent beam 042 is a hollow steel pipe with a "day" - shaped cross - section, and its cross - sectional dimensions are 40 - 50 mm in height, 40 - 50 mm in width, and 1 - 1.5 mm in thickness; the first energy absorption box (043), the second energy absorption box (044), the third energy absorption box (045), and the fourth energy absorption box (046) are all composed of rectangular - cross - section thin - walled trapezoidal steel pipes. The large - end cross - sectional dimensions are 40 - 50 mm in width, 80 - 100 mm in height, and 1 - 3 mm in thickness, and the small - end cross - sectional dimensions are 40 - 50 mm in width, 40 - 50 mm in height, and 1 - 2 mm in thickness, and the length is 120 - 360 mm; the first energy absorption box (043), the fourth energy absorption box (046), and the diagonal brace beam (041) form a triangle △mni, where point n is directly above point A, which is the ground contact point of the vehicle body at the moment of collision on the inner side of the bent beam (042), and point m is at the outer one - fifth of the roof cross - beam (01). The included angle between the diagonal brace beam (041) and the roof cross - beam (01) is 30° to 45°; the included angle between the first energy absorption box (043) and the fourth energy absorption box (046) is 41°; the third energy absorption box (045), the diagonal brace beam (041), and the fourth energy absorption box (046) form a right - angled triangle, where the third energy absorption box (045) and the diagonal brace beam (041) are perpendicular at point k; the second energy absorption box (044) and the third energy absorption box (045) intersect at point k, and the second energy absorption box (044) is perpendicular to the bent beam (042) at point p.; 2. The bus rollover collision energy absorption structure according to claim 1, characterized in that: The top cover crossbeam (01), the first side wall column (02), the second side wall column (03), the first bottom frame crossbeam (05), the second bottom frame crossbeam (06), the first bottom frame column (07), the second bottom frame column (08), the first bottom frame diagonal brace (09), the second bottom frame diagonal brace (10), the third bottom frame diagonal brace (11) and the fourth bottom frame diagonal brace (12) are all made of square steel pipes with cross-sectional dimensions of 40 to 50 mm in height, 40 to 50 mm in width and 1.5 to 2 mm in thickness.

3. The bus rollover collision energy absorption structure according to claim 1, characterized in that: The first energy absorption box (043), the second energy absorption box (044), the third energy absorption box (045) and the fourth energy absorption box (046) are all provided with a trapezoidal induction groove, and the angle between the bottom line (0442) of the trapezoidal induction groove and the center axis (0441) of the energy absorption box on the first energy absorption box (043), the second energy absorption box (044), the third energy absorption box (045) and the fourth energy absorption box (046) is 0-26°.

4. The bus rollover collision energy absorption structure according to claim 3, characterized in that: The first energy absorption box (043), the second energy absorption box (044), the third energy absorption box (045) and the fourth energy absorption box (046) are plane symmetrical structures; the depth of the trapezoidal induction groove is 5-15 mm.

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