Adaptive Angle Adjustment Buffer Device and Anti-Collision Buffer Truck

Abstract

The present application provides an angle self - adapting adjustment buffer device and an anti - collision buffer vehicle. By arranging a plurality of buffer modules hinged in sequence from front to back, and in two adjacent buffer modules, the buffer module located at the rear can rotate left or right relative to the buffer module located at the front. Through this design, when a vehicle behind does not hit the buffer module exactly in the middle, the buffer module at the rear rotates towards the side of the impact position relative to the buffer module hinged at the front, adjusts the buffer angle by self - adapting to the position of the impact vehicle, achieves the purpose of protecting the vehicle behind, and plays a very good buffer protection role.

Description

[0001] This application is a divisional application. The application number of the original application is 2021114006874, the application date is November 24, 2021, and the invention patent name is: Impact-resistant and Durable Anti-collision Device and Anti-collision Buffer Truck. Technical Field

[0002] This application relates to the technical field of anti-collision buffer truck equipment, and specifically relates to an adaptive angle-adjusting buffer device and an anti-collision buffer truck. Background Art

[0003] During road construction, in order to ensure the safety of construction workers, an anti-collision truck needs to be placed behind the construction location. The existing anti-collision truck includes a vehicle body and an anti-collision device provided at the rear of the vehicle body. When the anti-collision truck is operating, the oil cylinder driving device drives the anti-collision device to flip to a horizontal state. When a vehicle hits the buffer truck from behind, the anti-collision device provides buffering for the moving vehicle body to reduce the harm to construction workers. After the operation is completed, the anti-collision device flips to a position perpendicular to the vehicle body.

[0004] However, the existing anti-collision device has limited anti-collision ability, average buffer stability and energy absorption effect. When the vehicle behind does not hit the anti-collision device directly in the middle, but hits the left or right side of the anti-collision device, only one side of the anti-collision device works, the anti-collision effect decreases, and it cannot provide a good buffer protection effect. Moreover, since the buffer device is integrally arranged, it needs to be replaced as a whole after being hit.

[0005] Therefore, it is urgent to further improve the existing anti-collision device. Summary of the Invention

[0006] To solve the above technical problems, this application provides an adaptive angle-adjusting buffer device.

[0007] Another object of this application is to provide an anti-collision buffer truck.

[0008] The adaptive angle-adjusting buffer device includes a plurality of buffer modules sequentially hinged from front to back, and in two adjacent buffer modules, the buffer module located at the rear can rotate to the left or right relative to the buffer module located at the front.

[0009] For the adaptive angle-adjusting buffer device as described above, the middle parts of two adjacent buffer modules are hinged through a hinge mechanism.

[0010] For the adaptive angle-adjusting buffer device as described above, the hinge mechanism includes a hinge hook provided in the middle of the front side of the buffer module, and a hinge protrusion protruding upward in the middle of the rear side of the buffer module. The hinge hook on the buffer module located at the rear is hinged on the hinge protrusion on the buffer module located at the front.

[0011] The adaptive angle-adjusting buffer device as described above, wherein the hinged mechanism includes a hinged hook disposed at the middle of the rear side of the buffer module, and a hinged protrusion protruding upward at the middle of the front side of the buffer module, and the hinged hook on the buffer module located at the front side is hinged to the hinged protrusion on the buffer module located at the rear side.

[0012] The adaptive angle-adjusting buffer device as described above, wherein an arc portion is provided on the front end face and / or the rear end face of the buffer module.

[0013] The adaptive angle-adjusting buffer device as described above, wherein the radian of the arc portion is 100°-120°.

[0014] The adaptive angle-adjusting buffer device as described above, wherein a rotating mechanism is provided on the left and right side walls of two adjacent buffer modules, and the rotating mechanism is used for elastically limiting the rotation of the buffer module located at the rear side relative to the buffer module located at the front side.

[0015] The adaptive angle-adjusting buffer device as described above, wherein an upper hinged seat and a lower hinged seat are provided on the side wall of the buffer module;

[0016] The rotating mechanism includes a connecting rod whose front end is hinged to the upper hinged seat on the buffer module located at the front side and whose rear end is hinged to the lower hinged seat on the buffer module located at the rear side, and the connecting rod is a telescopic structure.

[0017] The adaptive angle-adjusting buffer device as described above, wherein the number of the buffer modules is 3-5;

[0018] The buffer module located at the rear side can rotate relative to the buffer module located at the front side to the left or right by an angle of 5°-15°.

[0019] An anti-collision buffer vehicle, comprising a vehicle body, and the above-mentioned adaptive angle-adjusting buffer device is provided at the rear end of the vehicle body.

[0020] Compared with the prior art, the beneficial effects of the present application are as follows:

[0021] 1. In the present application, by providing a plurality of buffer modules hinged in sequence from front to back, and in two adjacent buffer modules, the buffer module located at the rear side can rotate relative to the buffer module located at the front side to the left or right. Through this design, when the vehicle behind does not hit the buffer module exactly in the middle, the buffer module at the rear rotates relative to the buffer module hinged in front to the side of the impact position, and adjusts the buffer angle by adapting to the position of the impact vehicle, so as to achieve the purpose of protecting the vehicle behind and play a good buffer protection role.

[0022] 2. The anti-collision buffer vehicle of the present application is provided with an adaptive angle adjustment buffer device at the rear end of the vehicle body, which can adaptively adjust the buffer angle according to the position of the impact vehicle, so as to protect the vehicle behind and play a good buffer protection role. BRIEF DESCRIPTION OF THE DRAWINGS

[0023] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the following will briefly introduce the drawings required for the description of the embodiments.

[0024] Figure 1 It is a three-dimensional schematic diagram of the anti-collision buffer vehicle in the embodiment of the present application.

[0025] Figure 2 It is a three-dimensional schematic diagram when the buffer module 1 located at the rear side rotates to the left relative to the buffer module 1 located at the front side in the embodiment.

[0026] Figure 3 It is a three-dimensional schematic diagram of the adaptive angle adjustment buffer device in the embodiment of the present application.

[0027] Figure 4 It is Figure 3 a cross-sectional view taken along the line A-A in

[0028] Figure 5 It is Figure 3 a partial enlarged view of part Ⅰ in

[0029] Figure 6 It is Figure 4 a partial enlarged view of part Ⅱ in

[0030] Figure 7 It is a structural schematic diagram of the buffer unit 10 in the embodiment of the present application.

[0031] Figure 8 It is a three-dimensional schematic diagram of the anti-collision module 4 in the embodiment of the present application.

[0032] Figure 9 It is a three-dimensional schematic diagram of the anti-collision module 4 after hiding the rear housing 402 in the embodiment of the present application.

[0033] Figure 10 It is Figure 8 a cross-sectional view taken along the line B-B in

[0034] Figure 11 It is an internal schematic diagram of the anti-collision module 4 in the embodiment of the present application. DETAILED DESCRIPTION OF THE EMBODIMENTS

[0035] As Figure 1-11As shown in the figure, the adaptive angle adjustment buffer device includes a plurality of buffer modules 1 hinged in sequence from front to back. Among two adjacent buffer modules 1, the buffer module 1 located at the rear can rotate left or right relative to the buffer module 1 located at the front.

[0036] In the prior art, when a rear vehicle does not hit the anti-collision device exactly in the middle, but hits the left or right side of the anti-collision device, only one side of the anti-collision device takes effect, the anti-collision effect decreases, and a good buffering and protecting effect cannot be achieved. In this application, by setting a plurality of buffer modules 1 hinged in sequence from front to back, and among two adjacent buffer modules 1, the buffer module 1 located at the rear can rotate left or right relative to the buffer module 1 located at the front. Through this design, when the rear vehicle does not hit the buffer module exactly in the middle, the rear buffer module rotates towards the impact position side relative to the front-hinged buffer module, adjusts the buffer angle by adapting to the position of the impact vehicle, achieves the purpose of protecting the rear vehicle, and plays a good buffering and protecting role.

[0037] Preferably, the middle parts of two adjacent buffer modules 1 are hinged by a hinge mechanism 7. The middle parts of the buffer modules 1 in this application are hinged. When the impact direction is on the left side of the buffer module 1, the rear buffer module rotates left relative to the front buffer module to adapt to the adjustment of the impact position and transmit the impact force to the entire buffer device, avoiding only the left buffer device from taking the buffering effect. The principle is the same when the impact direction is on the right side.

[0038] Preferably, the hinge mechanism 7 includes a hinge hook 71 provided in the middle of the front side of the buffer module 1, and a hinge protrusion 72 protruding upward in the middle of the rear side of the buffer module 1. The hinge hook 71 on the buffer module 1 located at the rear is hinged on the hinge protrusion 72 on the buffer module 1 located at the front. By providing the hinge protrusion 72 on the rear side of the buffer module 1 and the hinge hook 71 on the front side of the buffer module 1, the rear buffer module 1 is hinged to the front buffer module 1 and can rotate to both left and right sides to adapt to the impact angle.

[0039] In another embodiment of this application, the hinge mechanism 7 includes a hinge hook 71 provided in the middle of the rear side of the buffer module 1, and a hinge protrusion 72 protruding upward in the middle of the front side of the buffer module 1. The hinge hook 71 on the buffer module 1 located at the front is hinged on the hinge protrusion 72 on the buffer module 1 located at the rear. Through this design, the rear buffer module 1 is hinged to the front buffer module 1 and can rotate to both left and right sides to adapt to the impact angle.

[0040] Preferably, an arc portion 15 is provided on the front end face and / or the rear end face of the buffer module 1. Preferably, an arc portion is provided on either the front end face or the rear end face of the buffer module 1. Through this arc portion, the buffer module 1 at the rear side can be hinged to the buffer module 1 at the front side and can rotate to the left and right to adapt to the impact angle.

[0041] Preferably, the radian of the arc portion 15 is 100°-120°. When within this range, it can prevent the last buffer module 1 from rotating to be perpendicular to the vehicle body.

[0042] Preferably, the buffer device includes a mounting plate 3 for connecting to the rear end of the vehicle and a buffer module 1 provided at the rear side of the mounting plate 3 for absorbing the energy generated during vehicle collision. The adaptive angle adjustment buffer device further includes an anti-collision module 4 provided between the mounting plate 3 and the buffer module 1. The anti-collision module 4 includes an anti-collision housing 40. A front anti-collision group 41 is provided on the side of the anti-collision housing 40 close to the mounting plate 3, and a rear anti-collision group 42 is provided on the side of the anti-collision housing 40 close to the buffer module 1. The front anti-collision group 41 and the rear anti-collision group 42 are arranged oppositely. When the buffer module 1 moves closer to the mounting plate 3, the rear anti-collision group 42 drives the buffer module 1 to move away from the mounting plate 3, and the front anti-collision group 41 drives the mounting plate 3 to move away from the buffer module 1.

[0043] In this application, by providing an anti-collision module 4 between the buffer module 1 and the mounting plate 3, the anti-collision module 4 includes a front anti-collision group 41 provided on the side of the mounting plate 3 and a rear anti-collision group 42 provided on the side of the buffer module 1. When the buffer module 1 is impacted, the buffer module 1 drives the rear anti-collision group 42 to approach the mounting plate 3 and the front anti-collision group 41. At this time, through the repulsive action between the rear anti-collision group 42 and the front anti-collision group 41, the rear anti-collision group 42 drives the buffer module 1 to move away from the mounting plate 3, and the front anti-collision group 41 drives the mounting plate 3 to move away from the buffer module 1. Through this design, it is avoided that the buffer module 1 collides with the mounting plate 3, thereby protecting the oil cylinder driving device. In this application, by providing the anti-collision module 4, it can play a role in protecting the oil cylinder driving device when the vehicle is impacted from the rear, avoiding the oil cylinder driving device from being damaged and scrapped due to impact, and reducing the replacement cost.

[0044] Preferably, a front magnetic member 411 is provided on the front anti-collision group 41, and a rear magnetic member 421 is provided on the rear anti-collision group 42. The opposite ends of the front magnetic member 411 and the rear magnetic member 421 have the same magnetic poles and repel each other. In this application, based on the principle that like magnetic poles repel each other, the rear magnetic member 421 and the front magnetic member 411 are respectively provided on the buffer module 1 and the mounting plate 3, and the opposite surfaces are set to the same S pole or N pole. When the buffer module 1 is subjected to a high-speed impact, the buffer module 1 drives the rear magnetic member 421 to approach the front magnetic member 411. Through the principle that like magnetic poles repel each other, the rear magnetic member 421 provides a repulsive force to prevent the buffer module 1 from hitting the oil cylinder driving device, thereby protecting the oil cylinder driving device.

[0045] Preferably, the front anti-collision group 41 further includes a front base 412 provided on the side of the anti-collision housing 40 close to the mounting plate 3. An inwardly recessed front embedding groove is provided on the front base 412, and the front magnetic member 411 is embedded in the front embedding groove. By providing the front base 412, it is used to fix the front magnetic member 411. Preferably, after the front magnetic member 411 is embedded in the front base 412, the surface is sealed and packaged with polyurethane resin to achieve a protective effect.

[0046] The rear anti-collision group 42 further includes a rear base 422 provided on the side of the anti-collision housing 40 close to the buffer module 1. An inwardly recessed rear embedding groove is provided on the rear base 422, and the rear magnetic member 421 is embedded in the rear embedding groove. By providing the rear base 422, it is used to fix the rear magnetic member 421. Preferably, after the rear magnetic member 421 is embedded in the rear base 422, the surface is sealed and packaged with polyurethane resin to achieve a protective effect.

[0047] Preferably, a plurality of the front embedding grooves are provided on the front base 412 and are distributed in a rectangular array. A plurality of the front magnetic members 411 are provided and are respectively embedded in the plurality of front embedding grooves, and the magnetic poles of two adjacent front magnetic members 411 are opposite; the magnetic poles of adjacent magnets are opposite, that is, the magnetic poles of diagonal magnets are the same, both being N poles or S poles, while the magnetic poles of the other diagonal magnets are the same, both being S poles or N poles. Designing the magnet array in this way and having the magnetic poles of adjacent magnets opposite has the advantage of strong magnetic force and can stably provide a repulsive force.

[0048] A plurality of the rear embedding grooves are provided on the rear base 422 and are distributed in a rectangular array. A plurality of the rear magnetic members 421 are provided and are respectively embedded in the plurality of rear embedding grooves, and the magnetic poles of two adjacent rear magnetic members 421 are opposite; the magnetic poles of adjacent magnets are opposite, that is, the magnetic poles of diagonal magnets are the same, both being N poles or S poles, while the magnetic poles of the other diagonal magnets are the same, both being S poles or N poles. Designing the magnet array in this way and having the magnetic poles of adjacent magnets opposite has the advantage of strong magnetic force and can stably provide a repulsive force.

[0049] Preferably, a plurality of front anti-collision groups 41 are arranged in the vertical direction, including an upper front anti-collision group 415 located on the upper side, a middle front anti-collision group 416 located in the middle, and a lower front anti-collision group 417 located on the lower side. A front upper inclined surface 413 inclined forward and downward is provided at the rear side of the front base 412 on the upper front anti-collision group 415, and the front magnetic member 411 is inclined and arranged on the front upper inclined surface 413. A front lower inclined surface 414 inclined backward and downward is provided at the rear side of the front base 412 on the lower front anti-collision group 417, and the front magnetic member 411 is inclined and arranged on the front lower inclined surface 414.

[0050] A plurality of rear anti-collision groups 42 are arranged in the vertical direction, including an upper rear anti-collision group 425 located on the upper side and arranged opposite to the upper front anti-collision group 415, a middle rear anti-collision group 426 located in the middle and arranged opposite to the middle front anti-collision group 416, and a lower rear anti-collision group 427 located on the lower side and arranged opposite to the lower front anti-collision group 417. A rear upper inclined surface 423 inclined forward and downward is provided at the front side of the rear base 422 on the upper rear anti-collision group 425, and the rear magnetic member 421 is inclined and arranged on the rear upper inclined surface 423. A rear lower inclined surface 424 inclined backward and downward is provided at the front side of the rear base 422 on the lower rear anti-collision group 427, and the rear magnetic member 421 is inclined and arranged on the rear lower inclined surface 424.

[0051] Both the upper front anti-collision group 415 and the upper rear anti-collision group 425 are arranged to be inclined forward and downward. When being impacted, a repulsive force in the forward and downward direction can be provided to avoid being repelled and displaced upward due to the repulsive force. Both the lower front anti-collision group 417 and the lower rear anti-collision group 427 are arranged to be inclined forward and downward. When being impacted, a repulsive force in the forward and downward direction can be provided to avoid being repelled and displaced downward due to the repulsive force. Through this design, the total repulsive force direction is toward the rear side, playing a role of stable repulsion.

[0052] Preferably, a plurality of the front anti-collision groups 41 and the rear anti-collision groups 42 are provided and are distributed at equal intervals. In this application, 2 groups of the front anti-collision groups 41 and the rear anti-collision groups 42 are arranged on the upper side, 3 groups of the front anti-collision groups 41 and the rear anti-collision groups 42 are arranged in the middle, and 2 groups of the front anti-collision groups 41 and the rear anti-collision groups 42 are arranged on the lower side. Through the design of interval arrangement, a stable repulsive force can be provided.

[0053] Preferably, the anti-collision housing 40 includes a front housing 401 connected to the mounting plate 3, a rear housing 402 connected to the buffer module 1, and an intermediate housing 403 connected between the front housing 401 and the rear housing 402. The intermediate housing 403 is made of a flexible material. By fixing the front anti-collision group 41 and the rear anti-collision group 42 inside the front housing 401 and the rear housing 402 respectively, and using the intermediate housing 403 to connect the front housing 401 and the rear housing 402, by designing the intermediate housing 403 as a flexible material, a buffer space can be provided during a collision. The flexible material can be a waterproof canvas or other elastic materials.

[0054] Preferably, the anti-collision module 4 further includes a guiding group 43 provided around the anti-collision housing 40 for guiding in the front-rear direction. The guiding group 43 includes a front sleeve 431 provided on the front housing 401, a rear sleeve 432 provided on the rear housing 402, and a guiding rod 433 with both ends respectively sleeved in the front sleeve 431 and the rear sleeve 432. A front reset member 434 is provided between the front housing 401 and the front end of the guiding rod 433, and a rear reset member 435 is provided between the rear housing 402 and the rear end of the guiding rod 433. By providing the guiding group 43, a lateral guiding effect is achieved, avoiding misalignment between the front housing 401 and the rear housing 402 and affecting the buffer effect.

[0055] Preferably, the anti-collision housing 40 is also filled with a liquid. The anti-collision housing 40 is a closed container. By filling it with a liquid inside, a water resistance effect is achieved, further improving the buffer effect and protecting the driving device 5.

[0056] The buffer module 1 is filled with a plurality of buffer units 10 that are hollow in the middle and used to absorb the energy generated during a vehicle collision. And the inner diameter size of the buffer units 10 filled in the front-side buffer module 1 is smaller than the inner diameter size of the buffer units 10 filled in the rear-side buffer module 1.

[0057] In this application, the buffer device is set as multiple buffer modules 1 connected in sequence from front to back. Each buffer module 1 is filled with multiple buffer units 10 with a hollow middle. At the same time, the buffer units 10 of the buffer modules 1 arranged from front to back are set such that the inner diameter size of the buffer units 10 in the front-side buffer module 1 is smaller than the inner diameter size of the buffer units 10 in the rear-side buffer module 1. By using the porous buffer units 10 with a gradually increasing gradient, during a high-speed impact, not only a buffer structure with a multi-layer composite similar to the epidermis of a biomimetic pomelo peel is established, but also the hollow multi-layer hierarchical structure is used to effectively improve the transmission of stress waves, increase the energy absorption capacity, improve the anti-impact and buffer energy absorption effects of the buffer device, ensure the safety of the rear-impacted vehicle and the anti-collision buffer vehicle. At the same time, the buffer device is set as multiple units. After being impacted, only the damaged part of the buffer module 1 needs to be locally replaced, without the need to replace the entire buffer device, which improves the maintenance efficiency and reduces the cost.

[0058] Preferably, the cross-section of the buffer unit 10 is an inwardly concave hexagon, and the multiple buffer units 10 inside the same buffer module 1 are arranged in a staggered distribution. Adopting a negative Poisson's ratio structure, the buffer units are set as an inwardly concave hexagon structure with a staggered arrangement. The impact energy is jointly absorbed by the sequentially arranged buffer units 10 to reduce the impact peak force. On the one hand, the negative Poisson's ratio structure can restrain the lateral expansion deformation of the internal buffer material, improve the stress transmission ability of the impact load along the circumferential direction, better achieve stress diffusion, and can effectively prevent the buffer unit from splashing under the action of the impact load or not being fully compacted due to structural brittle fracture, improving the energy absorption capacity of the buffer unit; on the other hand, the buffer unit can provide lateral support for the negative Poisson's ratio mechanism, thereby increasing the vertical stiffness of the negative Poisson's ratio framework, and then improving the bearing capacity of the entire sacrificial structure.

[0059] Preferably, the cross-sections of the multiple buffer units 10 inside the same buffer module 1 are the same and are arranged in an array. Arranged in a specific form of an array, the obtained buffer units show isotropy, thereby achieving a good buffer energy absorption effect during vehicle impact.

[0060] Preferably, the buffer unit 10 includes a front connection part 101 and a rear connection part 102 located on the front and rear sides, an upper concave part 103 respectively connecting the upper ends of the front connection part 101 and the rear connection part 102 and in a ∨ shape, and a lower concave part 104 respectively connecting the lower ends of the front connection part 101 and the rear connection part 102 and in a ∧ shape. It can effectively improve the stability of the structure, so that the structure has a more stable platform stress stage during the process of buffer energy absorption, and this advantage is particularly obvious under high-speed impact.

[0061] Preferably, the front connecting portion 101 and the rear connecting portion 102 have the same height, and the upper concave portion 103 and the lower concave portion 104 have the same width. This is conducive to staggered arrangement, forming mutual connection, preventing material splash during impact, extending and deforming in the vertical direction, and providing lateral buffering ability.

[0062] Preferably, the height of the front connecting portion 101 and the rear connecting portion 102 is greater than the width of the upper concave portion 103 and the lower concave portion 104. This can further improve the buffering effect and can absorb energy well.

[0063] Preferably, the inner diameter sizes of the buffer units 10 inside the buffer module 1 connected in sequence from front to back increase step by step in sequence. By using the porous buffer units 10 with gradient increasing change, during high-speed impact, not only a buffer structure of multi-layer composite of the bionic pomelo peel epidermis is established, but also the hollow multi-layer hierarchical structure is used to effectively improve the transmission of stress waves, increase the energy absorption ability, improve the anti-impact and buffer energy absorption effects of the buffer device, and ensure the safety of the rear impact vehicle and the anti-collision buffer vehicle.

[0064] Preferably, the buffer module 1 includes a module housing 11; the buffer unit 10 is strip-shaped and is arranged in the module housing 11 in the left-right direction and / or the up-down direction. When in use, the buffer units 10 are stacked in sequence and staggered and placed into the module housing 11. The buffer units 10 can be placed horizontally in the left-right direction, or vertically in the up-down direction. Of course, the buffer units can also be placed alternately in the horizontal and vertical directions, and the formed buffering effect is better.

[0065] Preferably, the material of the buffer unit 10 is one or a combination of magnesium alloy, aluminum alloy, polypropylene foam plastic, polyethylene foam plastic, polyurethane foam plastic or polypropylene foam plastic. It has the advantages of light weight and easy deformation, and can achieve a good buffering effect.

[0066] An anti-collision buffer vehicle includes a vehicle body 2. An adaptive angle adjustment buffer device as described above is provided at the rear end of the vehicle body 2. The anti-collision buffer vehicle further includes a driving device 5 provided on the vehicle body 2 and capable of reciprocally driving the adaptive angle adjustment buffer device to rotate relative to the vehicle body 2. The driving device 5 can drive the adaptive angle adjustment buffer device to rotate to a horizontal state or a vertical state.

[0067] The above are only the preferred embodiments of the present application and are not intended to limit the present application. Any modifications, equivalent replacements, and improvements made within the spirit and principle of the present application shall be included within the protection scope of the present application.

Claims

1. An adaptive angle adjustment buffer device, applied to a crash buffer vehicle, is characterized in that: It includes a mounting plate (3) for connecting to the rear end of a vehicle and four buffer modules (1) hinged in sequence from front to back and arranged at the rear side of the mounting plate (3) for absorbing the energy generated during a vehicle collision. The middle parts of two adjacent buffer modules (1) are hinged through a hinge mechanism (7), and in two adjacent buffer modules (1), the buffer module (1) located at the rear side can rotate left or right relative to the buffer module (1) located at the front side. A plurality of buffer units (10) with a hollow middle for absorbing the energy generated during a vehicle collision are filled in the buffer module (1), and the inner diameter size of the buffer units (10) filled in the buffer module (1) located at the front side is smaller than the inner diameter size of the buffer units (10) filled in the buffer module (1) located at the rear side; When a rear vehicle does not hit the buffer module exactly in the middle, the buffer module (1) at the rear side rotates towards the impact position side relative to the buffer module (1) hinged at the front side.

2. The adaptive angle adjustment buffer device according to claim 1, wherein: The hinge mechanism (7) includes a hinge hook (71) provided at the middle part of the front side of the buffer module (1), and a hinge protrusion (72) protruding upward at the middle part of the rear side of the buffer module (1). The hinge hook (71) on the buffer module (1) located at the rear side is hinged on the hinge protrusion (72) on the buffer module (1) located at the front side.

3. The adaptive angle adjustment buffer device according to claim 1, characterized in that: The hinge mechanism (7) includes a hinge hook (71) provided at the middle part of the rear side of the buffer module (1), and a hinge protrusion (72) protruding upward at the middle part of the front side of the buffer module (1). The hinge hook (71) on the buffer module (1) located at the front side is hinged on the hinge protrusion (72) on the buffer module (1) located at the rear side.

4. The adaptive angle adjustment buffer device according to claim 1, characterized in that: An arc portion (15) is provided on the front end face and / or the rear end face of the buffer module (1).

5. The adaptive angle adjustment buffer device according to claim 4, characterized in that: The radian of the arc portion (15) is 100° - 120°.

6. The adaptive angle adjustment buffer device according to claim 1, characterized in that: Rotating mechanisms (6) are provided on the left and right side walls of two adjacent buffer modules (1), and the rotating mechanisms (6) are used for elastically limiting the rotation of the buffer module (1) located at the rear side relative to the buffer module (1) located at the front side.

7. The adaptive angle adjustment buffer device according to claim 6, wherein: Upper hinge seats (12) and lower hinge seats (13) are provided on the side wall of the buffer module (1); The rotating mechanism (6) includes a connecting rod (61) with its front end hinged to the upper hinge seat (12) on the buffer module (1) located at the front side and its rear end hinged to the lower hinge seat (13) on the buffer module (1) located at the rear side, and the connecting rod (61) is a telescopic structure.

8. The adaptive angle adjustment buffer device according to claim 1, wherein: The buffer module (1) located at the rear side can rotate left or right relative to the buffer module (1) located at the front side by an angle of 5° - 15°.

9. Anti-collision buffer vehicle, comprising a vehicle body (2), characterized in that: An adaptive angle adjustment buffer device as described in any one of claims 1 - 8 is provided at the rear end of the vehicle body (2).

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