Anti-collision frame for beach buggy

Abstract

The utility model relates to an anti-collision frame for a beach buggy, which comprises a mounting plate provided with a contact rod on the left side, a left-right axial sleeve I is fixedly connected to one side, close to the mounting plate, of the contact plate, an inner rod I is coaxially inserted into the sleeve I, and a compression spring I is sleeved on the outer side of the inner rod I; the two axial ends of the compression spring I abut against the sleeve I and the mounting plate respectively, meanwhile, a sleeve II is inserted into the sleeve I, an inner rod II is inserted into the sleeve II, the inner rod II is sleeved with a compression spring II, and the two axial ends of the compression spring II abut against the inner rod II and the sleeve II respectively. At the moment, only the sleeve II needs to be restrained to abut against the end face of the left side of the inner rod I, the resistance borne by the contact rod can be greatly improved at a certain stage in the actual use process, and therefore the device can flexibly adapt to different working conditions, in the general environment, the small-stroke displacement of the contact rod is replaced with protection on the installation plate, and in the complex environment, the installation plate is not damaged. The contact rod is prevented from directly impacting the mounting plate through large resistance.

Description

Technical Field

[0001] The utility model relates to the technical field of anti-collision frames for beach vehicles, in particular to an anti-collision frame for beach vehicles. Background Art

[0002] ATVs are all-terrain vehicles, also known as "all-terrain four-wheel off-road motorcycles". In the European Union and the United States, ATVs, UTVs, BAJAs, Go-karts, and off-road two-wheel motorcycles are all collectively called ORVs (off-road vehicles).

[0003] ATVs can travel on any terrain and can move freely on terrain where ordinary vehicles are difficult to maneuver. In order to improve the safety and anti-collision ability of ATVs, it is necessary to install anti-collision barriers on ATVs.

[0004] Most of the anti-collision frames in the prior art devices have relatively simple structures. Either they do not require a relative displacement mechanism, and they only push away the obstacle. The impact generated during the relative movement between the obstacle and the vehicle will still be fed back to the frame. Or they only use a simple compression spring to form a simple displacement mechanism, that is, there is a compression spring between the anti-collision frame and the frame. This utilizes the compression spring to absorb the impact potential energy.

[0005] However, even if some existing devices have compression springs, the location and force direction of the compression springs are relatively fixed, which cannot cope with complex on-site environments, and the user experience is very poor during use. Therefore, we believe that there is a need for a beach car anti-collision frame that can distinguish complex environments, fully exert the protection effect, and reduce the impact force of obstacles fed back to the frame as little as possible. Summary of the invention

[0006] In view of the shortcomings of the prior art, the utility model proposes a crash barrier for a beach vehicle, which has the advantages of fully protecting the user while reducing the impact force of obstacles fed back to the frame as little as possible. It solves the shortcomings of the prior art devices that are difficult to adjust and cannot fully balance the impact of obstacles of different sizes and states fed back to the frame on the user.

[0007] In order to achieve the above purpose, the utility model adopts the following technical solutions:

[0008] A crash barrier for a beach vehicle comprises a mounting plate, a contact rod is arranged on the left side of the mounting plate, and each contact rod is fixedly connected with a left-right axial sleeve I on the side close to the mounting plate, an inner rod I is coaxially inserted inside the sleeve I, each inner rod I is fixedly connected to the mounting plate, and a compression spring I is sleeved on the outer side of the inner rod I, and two axial ends of the compression spring I respectively abut against the sleeve I and the mounting plate, each sleeve I is an open structure on the side close to the contact rod, a sleeve II is inserted inside the sleeve I, and the sleeve II abuts against the left end face of the inner rod I, each sleeve II is inserted inside the inner rod II, a compression spring II is sleeved on the outer side of the inner rod II, and two axial ends of the compression spring II respectively abut against the inner rod II and the sleeve II.

[0009] Preferably, each of the sleeves I is provided with an internal thread on the outside, and the sleeve I is screwed to a limit ring through the internal thread, and the left end face of each of the inner rods II is fixedly connected with a limit plate whose vertical plane projection is a "Z"-shaped structure, and one axial end of the compression spring II abuts against the limit plate, and a through groove is provided on the sleeve I for the limit plate, and the protrusions on the upper and lower sides of the limit plate are inserted into the through groove, and each limit ring abuts against the corresponding limit plate.

[0010] Preferably, a plurality of sleeves I are fixedly connected to the inner side of each contact rod, and the central axes of the plurality of sleeves I are in the same horizontal plane as the central axes of adjacent contact rods.

[0011] Preferably, two sleeves I are arranged at the front and rear of the inner side of each contact rod, and the two sleeves I at the inner side of each contact rod are symmetrically arranged with the vertical center line of the contact rod as the symmetry line.

[0012] Preferably, a transmission belt is sleeved on the outer side of each of the limiting rings, and each contact rod is rotatably connected to a left-right axial driving ring on the inner side, and the two transmission belts on the inner side of a single contact rod are jointly sleeved on the outer side of the corresponding driving ring, and the transmission belt and the corresponding limiting ring and driving ring have an interference fit, the inner threads of the two sleeves Ⅰ on the inner side of each contact rod are in the same direction, and the two limiting rings on the inner side of each contact rod rotate in the same direction.

[0013] Preferably, each of the driving rings is rotatably connected to the contact rod via a support shaft, and a handle is fixedly connected to one side of the support shaft close to the mounting plate.

[0014] Preferably, a plurality of contact rods are arranged on the upper and lower sides of the left side of the mounting plate, and the projections of the plurality of contact rods on the vertical plane completely overlap.

[0015] Compared with the prior art, the utility model has the following beneficial effects:

[0016] The utility model cooperates with the compression spring I and the compression spring II, and determines the position of the compression spring II by utilizing the different positions of the inner rod II. This makes it possible that in actual use, during the movement of the contact rod relative to the mounting plate, the resistance experienced by the contact rod can be greatly increased at a certain stage. This makes the device flexibly adaptable to different working conditions. In general environments, the small stroke displacement of the contact rod is exchanged for the protection of the mounting plate. In complex environments, the large resistance is used to prevent the contact rod from directly impacting the mounting plate. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] Figure 1 It is a schematic diagram of the overall structure of the utility model;

[0018] Figure 2 This is a schematic diagram of the cooperation between the limit ring and the limit plate of the utility model;

[0019] Figure 3 This is a schematic diagram of the position relationship between the inner rod Ⅰ and the sleeve Ⅱ of the utility model.

[0020] In the figure: 1. mounting plate; 2. contact rod; 3. drive ring; 4. transmission belt; 5. handle; 6. compression spring Ⅰ; 7. inner rod Ⅰ; 8. sleeve Ⅰ; 9. limit ring; 10. limit plate; 11. sleeve Ⅱ; 12. compression spring Ⅱ; 13. inner rod Ⅱ. DETAILED DESCRIPTION

[0021] The following will be combined with the drawings in the embodiments of the utility model to clearly and completely describe the technical solutions in the embodiments of the utility model. Obviously, the described embodiments are only part of the embodiments of the utility model, not all of the embodiments. Based on the embodiments in the utility model, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the utility model.

[0022] In the description of the present invention, it should be understood that the terms "upper", "lower", "front", "back", "left", "right", "top", "bottom", "inside", "outside", etc., indicating directions or positional relationships, are based on the directions or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific direction, be constructed and operated in a specific direction, and therefore should not be understood as a limitation on the present invention.

[0023] Please refer to Figure 1-3 A crash box for a beach vehicle is similar to a traditional structure and includes a mounting plate 1 for connecting to a vehicle frame body. As shown in the figure, a corresponding through hole is opened in the middle of the mounting plate 1 for connecting to the vehicle frame body through bolts.

[0024] For ease of understanding, the device constrains the frame body to be located on the right side of the mounting plate 1. Therefore, the device is provided with a contact rod 2 on the left side of the mounting plate 1 to reduce damage to the frame body by colliding with external objects and absorbing energy through the contact rod 2.

[0025] Therefore, in the device, each contact rod 2 is fixedly connected with a left-right axial sleeve Ⅰ8 on one side close to the mounting plate 1, and an inner rod Ⅰ7 is coaxially inserted inside the sleeve Ⅰ8, and the inner rod Ⅰ7 is fixedly connected to the mounting plate 1. This utilizes the nesting effect between the inner rod Ⅰ7 and the sleeve Ⅰ8 to enable the contact rod 2 to move relative to the mounting plate 1, and the change in the distance of the contact rod 2 prevents the mounting plate 1 from being impacted and moved to damage the frame body.

[0026] Furthermore, the device is provided with a compression spring Ⅰ6 on the outside of the inner rod Ⅰ7, and the two axial ends of the compression spring Ⅰ6 are respectively in contact with the sleeve Ⅰ8 and the mounting plate 1. The compression spring Ⅰ6 provides resistance for the relative movement between the contact rod 2 and the mounting plate 1, thereby achieving the effect of energy absorption and buffering.

[0027] Furthermore, the device constrains that the sleeve I8 has an open structure on the side close to the contact rod 2, and a sleeve II11 is inserted into the sleeve I8, and the sleeve II11 abuts against the left end surface of the inner rod I7.

[0028] At the same time, the device has an inner rod II13 inserted inside the sleeve II11, and a compression spring II12 is sleeved on the outside of the inner rod II13. The two axial ends of the compression spring II12 are respectively in contact with the inner rod II13 and the sleeve II11. At this time, it is only necessary to constrain the position of the inner rod II13 to make the inner rod I7 move relative to the sleeve I8, so that the inner rod I7 is affected by the elasticity of the compression spring I6 and the compression spring II12 at the same time, thereby further increasing the resistance to relative movement between the contact rod 2 and the mounting plate 1 and improving the energy absorption effect.

[0029] It should be noted that, in practice, the device can move the inner rod II 13 so that in the initial state, that is, when the contact rod 2 is not affected by external forces, the sleeve II 11 does not contact the inner rod I 7, that is, in practice, the inner rod I 7 must first move a certain distance to the left before it can be released from the sleeve II 11 and accept the elastic force provided by the compression spring II 12. That is, in practice, the device can adjust the position of the inner rod II 13 according to actual needs, so that the resistance change between the contact rod 2 and the mounting plate 1 has a greater change range, which can better meet the actual use needs.

[0030] Specifically, the device is provided with an internal thread on the outer side of the sleeve Ⅰ8, and the sleeve Ⅰ8 is threadedly connected to the limit ring 9 through the internal thread, so the relative position between the limit ring 9 and the sleeve Ⅰ8 can be changed by rotation.

[0031] At this time, it is only necessary to fix a limit plate 10 with a vertical plane projection of a "Z"-shaped structure on the left end face of the inner rod Ⅱ13, and a through groove is opened on the sleeve Ⅰ8 for the limit plate 10 to constrain the protrusions on the upper and lower sides of the limit plate 10 to be inserted into the through groove, so that each limit ring 9 can be abutted against the corresponding limit plate 10. At this time, the position of the limit ring 9 determines the relative position of the inner rod Ⅱ13.

[0032] Furthermore, in order to ensure the stability of the connection between the contact rod 2 and the mounting plate 1 and avoid imbalance caused by unilateral force on the contact rod 2, the device has a plurality of sleeves Ⅰ8 fixedly connected to the inner side of the contact rod 2, which constrains the central axes of the plurality of sleeves Ⅰ8 to be in the same horizontal plane with the central axes of the adjacent contact rods 2, thereby avoiding imbalance caused by unilateral force on the contact rod 2.

[0033] Specifically, the device is provided with two sleeves Ⅰ8 at the front and rear of the inner side of the contact rod 2, and the two sleeves Ⅰ8 at the inner side of each contact rod 2 are symmetrically arranged with the vertical center line of the contact rod 2 as the symmetry line.

[0034] Furthermore, in order to reduce the number of operation steps and ensure that the resistance on the front and rear sides of the contact rod 2 is consistent during the relative movement between the contact rod 2 and the mounting plate 1, the device is provided with a transmission belt 4 on the outside of each limit ring 9, and the inside of each contact rod 2 is rotatably connected to a left and right axial drive ring 3 through a support shaft, and the two transmission belts 4 on the inside of a single contact rod 2 are jointly sleeved on the outside of the corresponding drive ring 3, and the transmission belt 4 and the corresponding limit ring 9 and drive ring 3 are interference-fitted so that the two drive rings 3 can be driven to rotate simultaneously through one drive ring 3, and the relative positions of the two drive rings 3 are changed synchronously.

[0035] Specifically, the device ensures that the two limit rings 9 on the inner side of a single contact rod 2 rotate in the same direction by constraining the inner threads of the two sleeves Ⅰ8 on the inner side of the contact rod 2 to be in the same direction and combining the working properties of the transmission belt 4 itself.

[0036] Furthermore, in order to facilitate the user to change the position of the limit ring 9, a handle 5 is fixedly connected to the side of the support shaft of the device close to the mounting plate 1. At the same time, as shown in the figure, anti-slip grooves are provided on the handle 5 to facilitate the user's rotation.

[0037] It should be emphasized that, in the present device, a plurality of contact rods 2 are disposed on the upper and lower sides of the left side of a single mounting plate 1, and the projections of the plurality of contact rods 2 on the vertical plane completely overlap.

[0038] Therefore, in practice, the device can change the position of the limit ring 9 on the inner side of the contact ring by adjusting the drive ring 3 on the inner side of a single contact ring in turn, so that each contact rod 2 is subjected to different initial resistance during movement relative to the mounting plate 1. The resistance encountered by a single contact rod 2 during a small-distance displacement can be determined according to actual working conditions, thereby further preventing external factors from directly impacting the mounting plate 1 through the contact rod 2.

[0039] Although embodiments of the present invention have been shown and described, it will be appreciated by those skilled in the art that various changes, modifications, substitutions and variations may be made to the embodiments without departing from the principles and spirit of the present invention, and that the scope of the present invention is defined by the appended claims and their equivalents.

Claims

1. A crash guard for a beach vehicle, characterized in that: It comprises a mounting plate (1), a contact rod (2) is arranged on the left side of the mounting plate (1), and each contact rod (2) is fixedly connected to a left and right axial sleeve I (8) on the side close to the mounting plate (1), and an inner rod I (7) is coaxially inserted inside the sleeve I (8); Each of the inner rods I (7) is fixedly connected to the mounting plate (1), and a compression spring I (6) is sleeved on the outer side of the inner rod I (7), and two axial ends of the compression spring I (6) are respectively in contact with the sleeve I (8) and the mounting plate (1); The side of each sleeve I (8) close to the contact rod (2) is an open structure, a sleeve II (11) is inserted into the sleeve I (8), and the sleeve II (11) abuts against the left end surface of the inner rod I (7); Each sleeve II (11) is internally inserted with an inner rod II (13), and an outer side of the inner rod II (13) is sleeved with a compression spring II (12), and two axial ends of the compression spring II (12) are respectively in contact with the inner rod II (13) and the sleeve II (11).

2. The anti-collision frame for a beach vehicle according to claim 1, characterized in that: Each of the sleeves I (8) is provided with an internal thread on its outer side, and the sleeve I (8) is threadedly connected to a limit ring (9) through the internal thread; The left end surface of each inner rod II (13) is fixedly connected with a limit plate (10) having a "Z"-shaped structure in vertical plane projection, and one axial end of the compression spring II (12) is in contact with the limit plate (10); The sleeve I (8) is provided with a through groove for the limit plate (10), the protrusions on the upper and lower sides of the limit plate (10) are inserted into the through groove, and each limit ring (9) is in contact with the corresponding limit plate (10).

3. The anti-collision frame for a beach vehicle according to claim 2, characterized in that: A plurality of sleeves I (8) are fixedly connected to the inner side of each contact rod (2), and the central axes of the plurality of sleeves I (8) are all in the same horizontal plane as the central axes of the adjacent contact rods (2).

4. The anti-collision frame for a beach vehicle according to claim 3, characterized in that: Two sleeves I (8) are arranged at the front and rear of the inner side of each contact rod (2), and the two sleeves I (8) inside each contact rod (2) are symmetrically arranged with the vertical center line of the contact rod (2) as the symmetry line.

5. The anti-collision frame for a beach vehicle according to claim 4, characterized in that: A transmission belt (4) is sleeved on the outer side of each of the limit rings (9), and a left-right axial drive ring (3) is rotatably connected to the inner side of each contact rod (2). Furthermore, the two transmission belts (4) on the inner side of a single contact rod (2) are sleeved on the outer side of the corresponding drive ring (3), and the transmission belt (4) and the corresponding limit ring (9) and drive ring (3) are interference fit. The inner threads of the two sleeves I (8) on the inner side of each contact rod (2) are arranged in the same direction, and the two limit rings (9) on the inner side of each contact rod (2) are arranged in the same direction of rotation.

6. The anti-collision frame for a beach vehicle according to claim 5, characterized in that: Each of the driving rings (3) is rotatably connected to the contact rod (2) via a support shaft, and a handle (5) is fixedly connected to one side of the support shaft close to the mounting plate (1).

7. The anti-collision frame for a beach vehicle according to claim 1, characterized in that: A plurality of contact rods (2) are arranged on the upper and lower sides of the left side of the mounting plate (1), and the projections of the plurality of contact rods (2) on the vertical plane completely overlap.

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