Multilayer kinetic energy conduction type high-cushion energy-absorbing island head and cushioning and energy-absorbing core verification method thereof

Abstract

The application provides a multi-layer kinetic energy conduction type high-buffer energy island head and a buffer energy core verification method thereof, and belongs to the technical field of road anti-collision installation facilities. The application comprises a straight track assembly arranged on the ground, a fixed support fixedly arranged at the rear end of the straight track assembly, and a plurality of movable supports linearly and slidably connected to the straight track assembly. A buffer energy assembly is arranged between each adjacent two movable supports and between the adjacent fixed support and movable support. A side wave beam assembly is arranged on both sides of the support assembly and located on the fixed support and movable support. A pipe tearing type buffer energy assembly is arranged between the movable supports of the straight track assembly and between the movable supports and the fixed support. When the anti-collision pier is subjected to a collision, the movable support moves and the circular pipe is compressed and rubbed at the taper surface of the cone, and is rolled outward along the edge of each guide groove. The impact force of the vehicle impacting the anti-collision pad can be greatly reduced, and the buffer energy effect is good.

Description

Technical Field

[0001] The present invention relates to the technical field of road anti-collision installation facilities, and in particular to a multi-layer kinetic energy conduction high-buffer energy-absorbing island head and a buffer energy-absorbing verification method thereof. Background Art

[0002] With the rapid construction and development of my country's infrastructure, transportation projects such as highways and elevated expressways have flourished. Furthermore, with increasing prosperity, the number of commercial and civilian vehicles is also increasing, leading to a rise in the incidence of various types of traffic accidents on the road. Crash pads, also known as energy-absorbing islands, are road safety devices installed at triangular diversion points and gates on highways and expressways. They absorb collision energy, bringing vehicles to a safe stop and redirecting them to prevent serious injury to occupants, making a significant contribution to road safety.

[0003] However, the most commonly used tools at highways or triangular gates are water barriers or plastic sand buckets. These have insufficient energy absorption, weak protective performance at high speeds, and cannot play a good role in guidance and shock absorption. They serve more as warnings and cannot effectively reduce the severity of safety accidents. Summary of the Invention

[0004] In response to the above-mentioned problems in the prior art, the present invention provides a multi-layer kinetic energy conduction high-buffering energy-absorbing island head and a buffering energy-absorbing verification method thereof.

[0005] In order to achieve the above-mentioned object of the invention, the technical solution adopted by the present invention is as follows:

[0006] In the first aspect, the present application provides a multi-layer kinetic energy conduction high-buffer energy-absorbing island head, comprising a linear track assembly arranged on the ground, a fixed bracket fixedly arranged at the rear end of the linear track assembly, and a plurality of movable brackets linearly slidably connected to the linear track assembly, wherein a buffer energy-absorbing assembly is provided between each two adjacent movable brackets and between adjacent fixed brackets and movable brackets, and side corrugated beam assemblies are provided on both sides of the bracket assembly, located on the fixed bracket and the movable bracket.

[0007] The side corrugated beam assembly includes a plurality of corrugated beam plates, one end of which is fixedly connected to the side wall of the movable bracket. The other end of the corrugated beam plate extends toward the rear end of the linear track assembly and overlaps the corrugated beam plate close to the side of the fixed bracket or the outer side of the fixed bracket. Connectors are fixedly installed on the side walls of the fixed bracket and each movable bracket. The movable bracket is connected and fixed to the corresponding corrugated beam plate through the connecting parts. The connecting parts are relatively slidably connected to the corrugated beam plate overlapping on the outer side along the sliding direction of the movable bracket.

[0008] Furthermore, the buffering and energy-absorbing assembly includes a support plate, a frustum and a circular tube. A support plate is fixedly installed on each movable bracket and fixed bracket. The frustum and the circular tube are concentrically arranged on the support plates of two adjacent movable brackets or adjacent fixed brackets and movable brackets facing each other. The end face of the circular tube close to the frustum can contact the conical surface of the frustum, and a plurality of guide grooves are opened along the circumference of the circular tube at one end close to the frustum.

[0009] Furthermore, the linear track assembly includes a guide rail, which is fixed to the ground by bolts, and at least two guide rails are arranged in parallel. A groove is opened on at least one side wall of the guide rail along its own length direction. The movable bracket includes a first frame assembled by hollow tube profiles and multiple pairs of slider assemblies fixedly arranged at the lower edge of the first frame and corresponding to the guide rails one by one. The slider assembly includes at least one slider arranged on the side of the guide rail with the groove, and the side of the slider close to the guide rail is fixedly connected to a cylindrical tube, and the cylindrical tube is slidably embedded in the groove on the side of the guide rail. The slider assemblies located on the left and right sides of the first frame are symmetrically arranged.

[0010] Furthermore, the slider includes a right-angle iron, and several first reinforcing plates are fixedly arranged on the inner side of the right-angle iron. The outer wall of one side of the right-angle iron is fixedly connected to the cylindrical tube, and the outer wall of the other side is fixedly connected to the bottom wall of the movable bracket. The two sides of the movable bracket are also fixedly provided with second reinforcing plates supported on the side walls of the movable bracket and the outer walls of the right-angle iron.

[0011] Furthermore, a pad with a C-shaped cross-section is fixedly installed on the bottom wall of the first frame. The opening of the pad faces upward and wraps the lower edge of the first frame. The side of the pad away from the first frame is in sliding contact with the guide rail, and the end faces of both ends of the cylindrical tube are set as spherical surfaces.

[0012] Furthermore, an upper edge of the end of the guide rail away from the fixing bracket is configured as a guide slope.

[0013] Furthermore, strip holes and mounting holes are sequentially provided at the trough of the corrugated beam plate along its own length direction, and the connecting parts include mounting screws and gaskets. The gaskets are slidably fitted on the trough of the outer wall of the corrugated beam plate overlapped on the outside. The mounting screws pass through the gaskets and the strip holes on the corrugated beam plate overlapped on the outside, and then are fixedly connected with the fixed bracket through threads, or, pass through the mounting holes on the corrugated beam plate corresponding to the movable bracket and are fixedly connected with the movable bracket through threads.

[0014] Furthermore, one end of the corrugated beam away from the movable bracket begins to protrude outward at a height corresponding to the connecting piece and has a warped edge with a guiding slope along the length direction of the corrugated beam.

[0015] Furthermore, a front nose end is provided on the side of the movable bracket away from the fixed bracket in the bracket assembly, and the front nose end includes a connecting plate with a bucket shape in a horizontal cross-section and a closed small end, and an outer arc plate. The smaller end of the connecting plate is fixedly connected to the movable bracket, and the larger end of the connecting plate is fixedly connected to the inner arc surface of the outer arc plate.

[0016] In a second aspect, the present application further provides a method for verifying the buffering and energy absorption capacity of a multi-layer kinetic energy conduction high buffering and energy absorption island head, which is applied to the multi-layer kinetic energy conduction high buffering and energy absorption island head provided in the first aspect of the present application, comprising the following steps:

[0017] S01. Based on the design parameters of the crash pad, the inner radius of the circular tube is R0, the wall thickness is h, the number of guide grooves on the circular tube is n, and the yield limit of the circular tube material is Y.

[0018] S02. The radius of the curled arc torn out of the circular tube is R, and the distance between the tip of the guide groove and the center axis of the tube is R. f The radius of the contact area between the cone and the circular tube is R di , the friction coefficient between the circular tube and the frustum is μ, according to the formula,

[0019]

[0020] Among them, z t =1360h 0.61 , calculate the force required for the tearing and curling degree of the circular tube design, that is, the stable value F of the axial impact force;

[0021] S03. Based on the calculated stable value F of the axial impact force, a drop hammer test is performed on the circular tube, and the actual curling degree of the circular tube after the drop hammer test is compared with the designed curling degree of the circular tube;

[0022] S04. When it is determined that the actual curling degree of the round tube is substantially consistent with the designed curling degree of the round tube, the energy value w absorbed during the tearing and curling of the round tube is calculated and obtained according to w=Fs, where s is the length of a curl on the designed round tube.

[0023] The beneficial effects of the present invention are:

[0024] 1. By arranging a plurality of movable brackets of the linear track assembly and a rolling tube tearing type buffer energy absorption assembly between the movable bracket and the fixed bracket, when the crash barrier is hit, the movable bracket moves and the circular tube presses and rubs on the conical surface of the cone, and rolls outward with each guide groove as the edge, which has a good buffering and energy absorption effect and can greatly reduce the impact force of the vehicle hitting the crash cushion.

[0025] 2. When the movable bracket slides on the guide rail, the cylindrical tube and the pad can jointly clamp the guide rail, which can effectively limit the deflection of the movable bracket caused by side impact. The spherical surface of the end face of the cylindrical tube and the arc angle of the pad can effectively avoid sharp-angle contact with the guide rail during sliding, which increases obstruction. At the same time, the cylindrical tube and the guide rail are in line contact, reducing the friction between the slider assembly and the guide rail.

[0026] 3. When the various corrugated beam plates in the side corrugated beam assembly overlap and shrink when the crash pad is hit, the warped edges of the corrugated beam plates away from the movable bracket end and the tapered head of the gasket on the connector guide each other, so that the corrugated beam plates on the outside expand outward and pass outside the connector, effectively avoiding interference during the movement of the corrugated beam plates, thereby increasing the maximum compression of the crash pad and the buffering and energy absorption effect of the crash pad. BRIEF DESCRIPTION OF THE DRAWINGS

[0027] Figure 1 This is a schematic diagram of the overall structure of the crash pad of Example 1 of the present application;

[0028] Figure 2 This is a schematic diagram of the connection structure of the linear track assembly and the movable bracket of Example 1 of the present application;

[0029] Figure 3 This is a schematic diagram of the overall structure of the movable bracket of Example 1 of the present application;

[0030] Figure 4 This is a schematic diagram of the overall structure of the pad of Example 1 of the present application;

[0031] Figure 5 This is a schematic structural diagram of the side corrugated beam assembly of Example 1 of the present application;

[0032] Figure 6 This is a schematic diagram of the overall structure of the crash pad according to Example 2 of the present application;

[0033] Figure 7 This is a schematic cross-sectional view of the energy-absorbing buffer assembly of Example 2 of the present application;

[0034] Figure 8 This is a schematic diagram of the overall structure of the circular tube in Example 2 of the present application;

[0035] Figure 9 This is a schematic diagram of the overall structure of the round tube after it is torn and curled according to Example 2 of the present application;

[0036] Figure 10 This is a simplified calculation diagram of the round tube tearing and curling in Example 3 of the present application;

[0037] Figure 11 This is the impact force curve of a 10t truck hitting the round tube of the crash cushion at 60km / h in Example 3 of the present application;

[0038] Figure 12 This is a calculated curve of the longitudinal acceleration of the truck during the collision process in Example 3 of the present application;

[0039] Figure 13 This is a calculation curve of the longitudinal collision velocity of the truck during the collision process of Example 3 of the present application;

[0040] Among them, 1. Linear track assembly; 11. Guide rail; 111. Groove; 13. Guide slope; 2. Fixed bracket; 21. Base plate; 22. Second frame; 23. Reinforcement rod; 3. Movable bracket; 31. First frame; 32. Slider; 33. Cylindrical tube; 34. First reinforcement plate; 35. Second reinforcement plate; 36. Pad; 4. Buffer energy absorption assembly; 41. Support plate; 42. Cone; 43. Circular tube; 44. Guide groove; 401. Honeycomb energy absorption block; 5. Side corrugated beam assembly; 51. Corrugated beam plate; 52. Strip hole; 53. Mounting hole; 54. Mounting screw; 55. Gasket; 56. Warped edge; 57. Conical head; 6. Front nose; 61. Connecting plate; 62. Outer arc plate. DETAILED DESCRIPTION

[0041] In order to better understand the above technical solution, the above technical solution will be described in detail below with reference to the accompanying drawings and specific implementation methods.

[0042] Example 1

[0043] Reference Figure 1 An embodiment of the present invention provides a multi-layer kinetic energy conduction high-buffer energy-absorbing island head, including a linear track assembly 1 arranged on the ground, a fixed bracket 2 fixedly arranged at the rear end of the linear track assembly 1, and a plurality of movable brackets 3 linearly slidably connected to the linear track assembly 1, and a buffer energy-absorbing assembly 4 is provided between each two adjacent movable brackets 3 and between adjacent fixed brackets 2 and movable brackets 3.

[0044] Reference Figure 2 The linear track assembly 1 includes a guide rail 11. At least two guide rails 11 are fixedly mounted in parallel on the ground by means of anchor bolts or other connection methods. In the embodiment of the present application, there are two guide rails 11. A groove 111 is formed along the length of at least one side wall of the guide rail 11. When the groove 111 is formed on one side of the guide rail 11, the guide rail 11 is a C-shaped guide rail 11, and the two guide rails 11 are installed in a mirror-image manner. When the groove 111 is formed on both sides of the guide rail 11, the guide rail 11 is an I-shaped guide rail 11.

[0045] The fixed bracket 2 includes a base plate 21 and a second frame 22. The base plate 21 is fixed to the ground via anchor bolts and is located at one end of the guide rail 11 in the longitudinal direction. The base plate 21 and the second frame 22 are integrally fixed together by welding, bolting, or other methods. A reinforcement rod 23 is welded and installed obliquely between the base plate 21 and the second frame 22 on the side of the base plate 21 facing away from the guide rail 11 to enhance the support stability of the second frame 22 in the fixed bracket 2. The fixed bracket 2 is located at the rear end of the crash pad, while the end of the guide rail 11 facing away from the fixed bracket 2 is the front end of the crash pad. Vehicles typically travel from the front end of the crash pad to the rear end.

[0046] Reference Figure 3 、 4 The movable bracket 3 includes a first frame 31 and multiple pairs of slider assemblies corresponding to the guide rails 11. The first frame 31 can be assembled by welding / bolting hollow tube profiles, which reduces the weight of the first frame 31 while ensuring the structural stability of the first frame 31. The slider assembly is installed at the lower edge of the first frame 31. The slider assembly includes sliders 32 corresponding to the number of grooves 111 on the guide rail 11. In the embodiment of the present application, the guide rail 11 used is an I-shaped guide rail 11. The number of sliders 32 in the slider assembly is specifically two. The two sliders 32 are symmetrically arranged on both sides of the guide rail 11. The sliders 32 are fixedly connected to the frame as a whole. A cylindrical tube 33 is fixed to the side of the slider 32 close to the groove 111 of the guide rail 11. The axis of the cylindrical tube 33 is parallel to the length direction of the guide rail 11 and is slidably embedded in the groove 111 on the side of the guide rail 11. The cylindrical tubes 33 on the sliders 32 on both sides of the guide rail 11 can be engaged and clamped to the upper flange of the guide rail 11, locking the first frame 31 on the guide rail 11 and reducing the contact area between the sliders 32 and the guide rail 11. When the first frame 31 is subjected to high-energy collisions at different angles, the first frame 31 can maintain a stable structure and slide along the guide rail 11, avoiding structural instability caused by excessive impact force, which affects the overall energy absorption effect.

[0047] In this embodiment of the present application, the buffer assembly utilizes a honeycomb energy-absorbing block 401. Its cross-section is composed of a plurality of hexagonal shapes. The material of the honeycomb energy-absorbing block 401 can be aluminum, steel, or a polymer plastic. The honeycomb energy-absorbing block 401 is positioned between the fixed bracket 2 and the movable bracket 3, as well as between adjacent movable brackets 3. By varying the thickness of the material and the impact surface of the honeycomb energy-absorbing block 401, the impact force provided by the honeycomb energy-absorbing block 401 can be adjusted, thereby adjusting the energy absorbability of each honeycomb energy-absorbing block 401 according to the required collision protection level.

[0048] If the crash cushion needs to withstand the impact of a 2-10 ton vehicle, the end face of the honeycomb energy-absorbing block 401 can be used as the impact surface. Its deformation will be along the axial compression of the hexagonal structure, which can provide a stable and large reaction force. It is mainly used for high-speed rail collision energy absorption and high-speed heavy truck emergency escape lanes. If the crash cushion needs to withstand the impact of conventional vehicles such as family cars, the sidewalls of the honeycomb energy-absorbing block 401 can be used as the impact surface to absorb energy from small car collisions, absorbing energy through the radial compression deformation of the hexagonal structure.

[0049] Reference Figure 5 In the embodiment of the present application, side corrugated beam assemblies 5 are provided on both sides of the bracket assembly, located on the fixed bracket 2 and the movable bracket 3. The side corrugated beam assemblies 5 include multiple corrugated beam plates 51. One end of the corrugated beam plate 51 is fixedly connected to the movable bracket 3, and the other end extends toward the fixed bracket 2 along the sliding direction of the movable bracket 3, overlapping the outer side of the corrugated beam plate 51 on the nearest movable bracket 3 in that direction or the side wall of the fixed bracket 2. Connectors are fixedly mounted on the side walls of the fixed bracket 2 and each movable bracket 3. These connectors connect the movable bracket 3 to the corresponding corrugated beam plate 51, and the connectors are slidably connected to the corrugated beam plate 51 overlapped on the bracket along the sliding direction of the movable bracket 3.

[0050] Specifically, the connectors include mounting screws 54 and washers 55. Strip-shaped holes 52 and mounting holes 53 are sequentially provided along the length of the corrugated beam at the troughs of the corrugated beam. The mounting screws 54 on the movable bracket 3 pass through the washers 55, the strip-shaped holes 52 of the corrugated beam plate 51 overlapping the outer side of the movable bracket 3, and the mounting holes 53 of the corresponding corrugated beam plate 51 on the movable bracket 3, before being threadedly secured to the movable bracket 3. The mounting screws 54 on the fixed bracket 2 pass through the washers 55, the strip-shaped holes 52 of the corrugated beam plate 51 overlapping the fixed bracket 2, and are then threadedly secured to the fixed bracket 2.

[0051] The corrugated beam plate 51 can improve the side impact deformation resistance of the crash pad, provide sufficient resistance to the side impact of the vehicle, and ensure that the crash pad can be smoothly compressed along the guide rail 11 to absorb the impact force of the vehicle.

[0052] The corrugated beam plates 51 on the side of the crash pad can be composed of a combination of three beams, two double beams, or a single multi-beam. Different combinations of corrugated beam plates 51 are selected based on the impact energy expected at the installation site to ensure that the crash pad still has sufficient side impact protection after installation. In the embodiment of the present application, the corrugated beam plates 51 on each side of the crash pad are a combination of three beams and two double beams, with the three beams and two double beams arranged in parallel and spaced apart.

[0053] In the embodiment of the present application, a front nose end 6 is further provided on the side away from the fixed bracket 2 on the movable bracket 3 that is farthest from the fixed bracket 2 in the bracket assembly. The front nose end 6 is connected to the fixed bracket 2 by bolt connection, riveting, welding, etc. The front nose end 6 is composed of a connecting plate 61 and an outer arc plate 62. The cross section of the connecting plate 61 is bucket-shaped. The larger end of the connecting plate 61 is open and fixed to the inner arc surface of the outer arc plate 62. The smaller end of the connecting plate 61 is connected to the movable bracket 3. The arc centerline of the outer arc plate 62 is set vertically. When the vehicle hits the anti-collision pad from multiple angles at the front nose end 6, the outer arc plate 62 protects the edge of the outer movable bracket 3, and through the collapse of the outer arc plate 62 and the connecting plate 61 structure, it can play a certain energy absorption and buffering role.

[0054] Furthermore, the end of the guide rail 11 away from the fixed bracket 2 is set as a guide slope 13, and the guide slope 13 is located at the upper edge of the end of the guide rail 11, so that when the vehicle collides from the front end of the anti-collision pad, the guide rail 11 can properly guide the tires of the vehicle, etc., to avoid more serious accidents caused by the vehicle chassis and tires contacting the track.

[0055] Furthermore, the movable bracket 3 is also fixedly covered on the bottom wall of the first frame 31 by a C-shaped pad 36. The opening of the pad 36 faces upward and covers both sides of the lower edge of the first frame 31. The position of the pad 36 corresponds to the position of the guide rail 11. The side of the pad 36 away from the first frame 31 is in sliding contact with the plane on the guide rail 11. The end faces of the cylindrical tube 33 at both ends are also designed to be spherical. When the movable bracket 3 moves on the guide rail 11, it is guided by the spherical surface on the cylindrical tube 33 and the inner wall surface of the groove 111 of the guide rail 11, and the pad 36 and the plane on the guide rail 11, which can reduce the situation where the movable bracket 3 is stuck on the guide rail 11.

[0056] Furthermore, the slider 32 at the bottom of the movable bracket 3 comprises a right-angled iron. A first multi-plate reinforcement plate 34 is integrally welded to the inner right angle of the right-angled iron. A first sidewall of the right-angled iron is welded to the first frame 31 of the movable bracket 3, while the other sidewall is welded to the cylindrical tube 33. Second reinforcement plates 35 are provided on both sides of the first frame 31 and are welded to the first frame 31 and the right-angled iron. Both the first reinforcement plate 34 and the second reinforcement plate 35 are triangular support plates 41, which enhance the structural stability of the connection between the slider 32 and the first frame 31, effectively preventing the slider 32 from separating from the first frame 31 when the vehicle strikes the crash cushion.

[0057] Furthermore, in order to improve the smoothness of movement of each movable bracket 3 when the crash pad is impacted, in the embodiment of the present application, the end of the gasket 55 of the connector facing the front end of the crash pad is designed as a wedge-shaped conical head 57, and an outwardly protruding warp 56 is provided at the same height as the connector on the end of each corrugated beam plate 51 away from the movable bracket 3. The warp 56 is provided as a gradually inclined guide slope 13 along the length of the corrugated beam plate 51, and the guide slope 13 extends to the end of the strip-shaped hole 52 on the corrugated beam plate 51. When the movable bracket 3 moves under impact, the warp 56 on the corrugated beam plate 51 passes from the outside of the overlapping corrugated beam plate 51 at the rear or the connector on the fixed bracket 2. The design of the warp 56 allows the connector at the rear to smoothly push the corrugated beam plate 51 outward, so that the maximum compression can be achieved between the movable brackets 3 and between the movable bracket 3 and the fixed bracket 2, ensuring that the corrugated beam plate 51 that has been impacted will not interfere with the connector during the sliding process. The gasket 55 with a conical head 57 design can be more easily inserted from the warped edge 56 on the corrugated beam plate 51. When the corrugated beam plate 51 completely protects both sides of the anti-collision pad, the corrugated beam plates 51 can still achieve maximum overlap, thereby improving the buffering and energy absorption performance of the anti-collision pad.

[0058] Example 2

[0059] Reference Figure 6 The difference between Example 2 and Example 1 is that the structure of the buffer energy absorption component 4 is different.

[0060] Reference Figure 7 、 Figure 8 and Figure 9 In the embodiment of the present application, the buffer energy absorption assembly 4 includes a support plate 41, a cone 42 and a circular tube 43. A support plate 41 is fixedly installed at the corresponding position on each movable bracket 3 and the fixed bracket 2 by bolts, and the support plate 41 serves as the installation base for the cone 42 and the circular tube 43. The cone 42 is arranged on the fixed bracket 2 and the movable bracket 3 except the movable bracket 3 farthest from the fixed bracket 2, and is connected to the side of the support plate 41 close to the front end of the crash pad. The circular tube 43 is arranged on the side of the support plate 41 on each movable bracket 3 facing the rear end of the crash pad. The circular tube 43 and the cone 42 are concentrically arranged, and the axis of the circular tube 43 and the cone 42 passes through the center of gravity of the movable bracket 3.

[0061] The outer diameter of the circular tube 43 is smaller than the major diameter of the cone 42, while the inner diameter of the circular tube 43 is larger than the minor diameter of the cone 42. A guide groove 44 is defined along the axial direction of the circular tube 43 at the end of the circular tube 43 closest to the cone 42. Multiple guide grooves 44 are evenly spaced along the length of the circular tube 43. When the crash pad's brackets are compressed, the end of the circular tube 43 abuts the oblique conical surface of the cone 42. The cone 42 has a certain degree of taper. When the circular tube 43 is impacted and pressed against the cone 42, it is stretched open by the cone 42 and torn along the guide grooves 44 around it. The friction of the cone 42 causes the torn thin wall of the circular tube 43 to curl. Energy is absorbed by the tearing of the circular tube 43 and the curling of the thin wall of the circular tube 43 against the cone 42.

[0062] The working process of the present invention is as follows: when a vehicle collides with the front end of the anti-collision pad, the impact force pushes the movable bracket 3 to slide on the guide rail 11, and the cylindrical tube 33 and the pad 36 jointly clamp the guide rail 11, which can effectively limit the deflection of the movable bracket 3 when it is hit by a side impact, and the spherical surface of the end face of the cylindrical tube 33 and the arc angle of the pad 36 can effectively avoid the sharp-angle contact with the guide rail 11 during sliding to increase the obstruction. At the same time, the cylindrical tube 33 and the guide rail 11 are in line contact, reducing the friction between the slider assembly and the guide rail 11.

[0063] When the movable bracket 3 moves on the guide rail 11, the circular tube 43 in the buffering and energy-absorbing component 4 on the crash pad is squeezed with the cone 42, and the circular tube 43 is continuously torn from the guide groove 44 and rolled outward. The tearing of the circular tube 43 absorbs energy, and the friction and curling of the thin wall of the circular tube 43 and the cone 42 absorb energy, thereby effectively buffering and absorbing the impact on the crash pad, thereby effectively reducing the kinetic energy of the vehicle and protecting the personal safety of the driver and passengers.

[0064] Example 3

[0065] Reference Figure 10 The present invention also discloses a method for verifying the energy absorption of a multi-layer kinetic energy conduction high-buffered energy absorption island head, which is applied to the multi-layer kinetic energy conduction high-buffered energy absorption island head provided in Example 2 of the present application, and includes the following steps:

[0066] S01. Based on the design parameters of the crash pad, the inner radius of the circular tube 43 is R0, the wall thickness is h, the number of guide grooves 44 on the circular tube 43 is n, and the yield limit of the material of the circular tube 43 is Y.

[0067] S02. The work done by the impact force per unit time during the tearing and curling process of the round tube 43 is mainly converted into the following five parts of energy:

[0068] Fv=W S +W a1 +W a2 +W t +Wfri

[0069] F is the stable value of the axial impact force, v is the speed,

[0070] W S It is the energy of the tube wall expanding in the circumferential direction per unit time.

[0071] W S =Yhlog 10 (R f / R0)2πR0v

[0072] W a1 is the plastic work of axial bending per unit time,

[0073] W a1 =πR0Yhtv / 2R di

[0074] W a2 is the plastic work of circumferential bending per unit time,

[0075] W a2 =πR0Yhtv / 2R0

[0076] W t is the energy dissipated by crack expansion per unit time,

[0077] W t =nz t h 2 v

[0078] W fri is the work done by friction per unit time,

[0079]

[0080] The radius of the curved arc designed to be torn out on the circular tube 43 is R, and the distance between the tip of the guide groove 44 and the central axis of the tube is R f The radius of the contact area between the cone 42 and the tube 43 is R di The friction coefficient between the circular tube 43 and the frustum 42 is μ, which can be derived from the above formula:

[0081]

[0082] Among them, z t =1360h 0.61 , the force required for the designed tearing and curling degree of the circular tube 43, that is, the stable value F of the axial impact force, is calculated.

[0083] S03. Based on the calculated stable value F of the axial impact force, perform a drop hammer test on the circular tube 43 with the stable value F to cause the circular tube 43 to curl, and compare the actual curling degree of the circular tube 43 after the drop hammer test with the designed curling degree of the circular tube 43.

[0084] Specifically, the lengths of the curled arcs torn out of the two circular tubes 43 can be compared. When the error in the length of the curled arcs of the circular tubes 43 per 10 cm is within ±1 cm, it is determined that the actual curling degree of the circular tube 43 is basically consistent with the designed curling degree of the circular tube 43. Otherwise, the calculated stable value F of the designed axial impact force of the circular tube 43 is incorrect and needs to be recalculated.

[0085] S04. When it is determined that the actual curling degree of the circular tube 43 is substantially consistent with the designed curling degree of the circular tube 43, the energy value w absorbed during the tearing and curling of the circular tube 43 is calculated based on w=Fs, where s is the length of a curl on the designed circular tube 43, to ensure the accuracy of the energy value w absorbed during the tearing and curling of the circular tube 43.

[0086] By calculating the energy value w absorbed by the cylinder during the tearing and curling process, the installer can design the crash pad's energy absorption level and the buffering energy absorption capacity of each level according to the needs of the actual installation environment, thereby adaptively assembling a crash pad with sufficient buffering energy absorption effect. In the embodiment of the present application, the crash pad has four levels of energy absorption components (the level can be adjusted according to the actual energy absorption). The energy absorption of each level is adjusted by the parameter design of the circular tube 43, so that the energy absorption of each level can be the same, or a crash pad can be used for different crash protection level requirements. That is, by making the energy absorption of each level different, it can be applied to a variety of crash protection situations.

[0087] When the design curling force value of the round tube 43 in the crash pad is 500KN, a 10t truck hits the crash pad at 60km / h, and the hammer impact force curve of the round tube 43 is as follows: Figure 11 As shown, the calculation curve of the truck's longitudinal acceleration during the collision is referenced Figure 12 As shown, the calculation curve of the longitudinal collision speed of the truck during the collision is referenced Figure 13 shown.

[0088] As can be seen from the diagram, 0.206s after the collision, the maximum acceleration value is 12.7g, which is less than the 20g specified in the B05 standard. The speed at the moment of collision is 5.72m / s, which is less than the specified 12m / s, and can effectively protect the lives of drivers and passengers.

[0089] Those skilled in the art will appreciate that while preferred embodiments of the present invention have been described, further variations and modifications may be made to these embodiments once those skilled in the art are aware of the underlying inventive concepts. Therefore, the appended claims are intended to be interpreted as encompassing the preferred embodiments and all variations and modifications that fall within the scope of the present invention. Clearly, those skilled in the art may make various changes and modifications to the present invention without departing from the spirit and scope of the present invention. Thus, the present invention is intended to encompass such modifications and variations as fall within the scope of the claims and their equivalents.

Claims

1. A multi-layer kinetic energy conduction high buffer energy absorption island head, characterized in that: The invention comprises a linear track assembly (1) arranged on the ground, a fixed bracket (2) fixedly arranged at the rear end of the linear track assembly (1), and a plurality of movable brackets (3) linearly slidably connected to the linear track assembly (1); a buffer energy absorption assembly (4) is provided between each two adjacent movable brackets (3) and between adjacent fixed brackets (2) and movable brackets (3); and side corrugated beam assemblies (5) are provided on both sides of the bracket assembly, located on the fixed bracket (2) and the movable bracket (3); The buffer energy absorption component (4) includes a support plate (41), a frustum (42) and a circular tube (43). The support plate (41) is fixedly installed on each movable bracket (3) and the fixed bracket (2). The frustum (42) and the circular tube (43) are respectively and concentrically arranged on the support plates (41) facing each other on two adjacent movable brackets (3) or adjacent fixed brackets (2) and movable brackets (3). The end surface of the circular tube (43) close to the frustum can contact the conical surface of the frustum (42). The end of the circular tube (43) close to the frustum (42) is provided with a plurality of guide grooves (44) along its own circumference. The side corrugated beam assembly (5) comprises a plurality of corrugated beam plates (51) one end of which is fixedly connected to the side wall of the movable bracket (3); the other end of the corrugated beam plate (51) extends toward the rear end of the linear track assembly (1) and overlaps the corrugated beam plate (51) on the side close to the fixed bracket (2) or the outer side of the fixed bracket (2); a connecting piece is fixedly installed on the side wall of the fixed bracket (2) and each movable bracket (3); the movable bracket (3) is fixedly connected to the corresponding corrugated beam plate (51) by the connecting piece; the connecting piece is relatively slidably connected to the corrugated beam plate (51) overlapped on the outer side along the sliding direction of the movable bracket (3); The linear track assembly (1) includes a guide rail (11), the guide rail (11) is fixed to the ground by bolts, and at least two guide rails (11) are arranged in parallel, and a groove (111) is provided on at least one side wall of the guide rail (11) along its own length direction. The movable bracket (3) includes a first frame (31) assembled from hollow tube profiles and a plurality of pairs of slider assemblies fixedly arranged at the lower edge of the first frame (31) and corresponding to the guide rail (11) one by one, and the slider assembly includes at least one slider (32) arranged on the side of the guide rail (11) with the groove (111), and the slider (32) is fixedly connected to a cylindrical tube (33) on a side close to the guide rail (11), and the cylindrical tube (33) is slidably embedded in the groove (111) on the side of the guide rail (11), and the slider assemblies located on the left and right sides of the first frame (31) are symmetrically arranged with each other; A pad (36) with a C-shaped cross section is fixedly provided on the bottom wall of the first frame (31), the opening of the pad (36) faces upward and wraps the lower edge of the first frame (31), the side of the pad (36) away from the first frame (31) is in sliding contact with the guide rail (11), and the end surfaces of both ends of the cylindrical tube (33) are set as spherical surfaces; The energy absorbing island head is tested for buffering energy absorption by the following method: S01. Based on the design parameters of the anti-collision pad, the inner radius of the circular tube (43) is R0, the wall thickness is h, the number of guide grooves on the circular tube (43) is n, and the yield limit of the material of the circular tube (43) is Y; S02. The radius of the curled arc designed to be torn out on the circular tube (43) is R, and the distance between the tip of the guide groove (111) and the central axis of the circular tube (43) is R. f The radius of the contact area between the cone (42) and the circular tube (43) is R di , the friction coefficient between the circular tube (43) and the cone (42) is μ, according to the formula, F= ·[2πYhR0log 10 + +nhz t ] Among them, z t =1360h 0.61 , calculate the force required for the tearing and curling degree of the designed circular tube (43), that is, the stable value F of the axial impact force; S03, based on the calculated stable value F of the axial impact force, performing a drop hammer test on the circular tube (43), and comparing the actual curling degree of the circular tube (43) after the drop hammer test with the designed curling degree of the circular tube (43); S04. When it is determined that the actual curling degree of the circular tube (43) is consistent with the designed curling degree of the circular tube (43), the energy value w absorbed during the tearing and curling process of the circular tube (43) is calculated and obtained according to w=Fs, where s is the length of a curl on the designed circular tube (43).

2. The multi-layer kinetic energy conduction high buffer energy absorption island head according to claim 1 is characterized in that: The slider (32) includes a right-angle iron, a plurality of first reinforcing plates (34) are fixedly provided on the inner side of the right-angle iron, an outer wall on one side of the right-angle iron is fixedly connected to the cylindrical tube (33), and an outer wall on the other side is fixedly connected to the bottom wall of the movable bracket (3), and second reinforcing plates (35) supported on the side walls of the movable bracket (3) and the outer walls of the right-angle iron are fixedly provided on both sides of the movable bracket (3).

3. The multi-layer kinetic energy conduction high buffer energy absorption island head according to claim 1 is characterized in that: The upper edge of the end of the guide rail (11) away from the fixed bracket (2) is provided as a guide slope (13).

4. The multi-layer kinetic energy conduction high buffer energy absorption island head according to claim 1 is characterized in that: The trough of the corrugated beam plate (51) is provided with strip holes (52) and mounting holes (53) in sequence along its length direction. The connecting member includes a mounting screw (54) and a gasket (55). The gasket (55) is slidably fitted on the trough of the outer wall of the corrugated beam plate (51) overlapped on the outside. The mounting screw (54) passes through the gasket (55) and the strip hole (52) on the corrugated beam plate (51) overlapped on the outside, and then is threadedly fixedly connected to the fixed bracket (2), or passes through the mounting hole (53) on the corrugated beam plate (51) corresponding to the movable bracket (3) and is threadedly fixedly connected to the movable bracket (3).

5. The multi-layer kinetic energy conduction high buffer energy absorption island head according to claim 4 is characterized in that: The end of the corrugated beam plate (51) away from the movable bracket (3) has a warped edge (56) protruding outwards at a height corresponding to the connecting piece and having a guiding inclined surface (13) along the length direction of the corrugated beam plate (51).

6. The multi-layer kinetic energy conduction high buffer energy absorption island head according to claim 1, characterized in that: A movable bracket (3) in the bracket assembly, which is away from the fixed bracket (2), is further provided with a front nose end (6) on a side away from the fixed bracket (2). The front nose end (6) comprises a connecting plate (61) having a bucket shape with a closed small end in a horizontal cross section and an outer arc plate (62). The smaller end of the connecting plate (61) is fixedly connected to the movable bracket (3), and the larger end of the connecting plate (61) is fixedly connected to the inner arc surface of the outer arc plate (62).

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