Bus rear-end collision prevention structure

Abstract

The utility model discloses a passenger train tail anti -collision structure, aims at providing a simple structure, the tail anti -collision structure of bearing type car body pure electric passenger train, through the synergistic effect of main and vice beam will crash kinetic energy into the lifting potential energy, and integrated multistage energy absorption module protects the passenger train tail anti -collision structure of tail battery cabin safety. The utility model discloses a corrugated anti -collision beam and bearing module, two groups bearing module are arranged respectively in corrugated anti -collision beam fixed surface both ends, bearing module includes L type bearing frame and energy absorption box, energy absorption box one end with L type bearing frame lower end is connected, L type bearing frame both ends with passenger train tail anti -collision structure are connected, and L type bearing frame deflection end with energy absorption box is connected with corrugated anti -collision beam both sides respectively. The utility model discloses be applied to the technical field of anti -collision structure.

Description

Technical Field

[0001] This utility model applies to the technical field of anti-collision structures, and particularly relates to an anti-collision structure for the rear of a bus. Background Technology

[0002] Anti-collision beams are devices used to absorb collision energy when a vehicle is involved in a collision. They effectively absorb collision energy and minimize damage to the vehicle's longitudinal beams, thus playing a protective role. Currently, the rear anti-collision design of pure electric buses generally adopts a rectangular steel tube direct overlap scheme. A single layer of rectangular steel tubes is welded laterally to the rear of the frame, relying on the bending strength of the tubes themselves to resist collision impact, without setting independent energy-absorbing elements. When subjected to a collision with a small car, the instantaneous maximum load-bearing stress of the lower rectangular tube is much greater than its yield limit. At this time, because the plastic strain rate of the lower rectangular tube has not reached the dynamic fracture strain critical value of the material, dynamic fracture or structural failure does not occur. When the collision mass or speed is further increased, the lower rectangular tube is very likely to undergo dynamic fracture. This type of anti-collision structure directly transmits the collision force to the vehicle frame without attenuation, which can easily cause plastic deformation of the rear battery compartment bracket. When the overall welded structure causes local damage, the frame needs to be cut for repair, which is time-consuming and costly. Moreover, rigid collisions can easily cause excessive displacement of the battery box, posing a risk of secondary disasters caused by damage to high-voltage lines. If a simple rear-end collision protection structure for a pure electric bus with a monocoque body can be designed, which converts collision kinetic energy into lifting potential energy through the coordinated action of the main and sub-beams, and integrates multi-level energy absorption modules to protect the rear battery compartment, then the above problems can be solved. Utility Model Content

[0003] The technical problem to be solved by this utility model is to overcome the shortcomings of the prior art and provide a rear anti-collision structure for pure electric buses with a simple structure and a load-bearing body. The structure converts the collision kinetic energy into lifting potential energy through the coordinated action of the main and sub-beams and integrates multi-level energy absorption modules to protect the rear battery compartment.

[0004] The technical solution adopted by this utility model is as follows: This utility model includes a corrugated anti-collision beam and a load-bearing module. Two sets of the load-bearing modules are respectively arranged at both ends of the fixed surface of the corrugated anti-collision beam. The load-bearing module includes an L-shaped load-bearing frame and an energy-absorbing box. One end of the energy-absorbing box is connected to the lower end of the L-shaped load-bearing frame. Both ends of the L-shaped load-bearing frame are connected to the rear anti-collision structure of the bus. The deflected end of the L-shaped load-bearing frame and the energy-absorbing box are respectively connected to both sides of the corrugated anti-collision beam.

[0005] Furthermore, the L-shaped support frame includes a main support beam and a secondary support beam. The connecting end of the main support beam is bent and connected to the connecting end of the secondary support beam. The fixed ends of the main support beam and the secondary support beam are connected to the rear anti-collision structure of the bus.

[0006] Furthermore, the main L-shaped support frame is provided with an upper mounting plate for the anti-collision beam at its deflected end, and the upper mounting plate for the anti-collision beam is connected to several upper fixing holes on the upper side of the corrugated anti-collision beam fixing surface.

[0007] Furthermore, energy-absorbing box mounting plates are provided on both sides of the end of the secondary load-bearing beam, and fixing plates are provided at both ends of the energy-absorbing box. The fixing plates at both ends of the energy-absorbing box are respectively connected to the energy-absorbing box mounting plates and a number of lower fixing holes on the lower side of the fixing surface of the corrugated anti-collision beam.

[0008] Furthermore, the energy-absorbing box is configured as a frustum-shaped tubular structure.

[0009] Furthermore, the energy-absorbing box is provided with several induction holes.

[0010] Furthermore, the deflection angle of the main load-bearing beam and the secondary load-bearing beam is 60°.

[0011] Furthermore, the corrugated anti-collision beam is configured as a multi-layer corrugated plate structure.

[0012] The beneficial effects of this invention are as follows: When the rear anti-collision structure is impacted by a car, the corrugated anti-collision beam undergoes plastic deformation to absorb impact energy in the initial stage of the collision, and the collapsible energy-absorbing box undergoes plastic deformation to absorb part of the impact energy in the middle stage of the collision. At the same time, in conjunction with the secondary load-bearing beam, it guides the conversion of the positive impact energy at the rear into lifting potential energy for the impacted pure electric bus. During this process, due to the action and reaction of Newton's third law, the collision point of the car will be subjected to additional downforce, thereby increasing the braking friction force exerted on the car by the ground and further reducing the kinetic energy of the car. Finally, in the later stage of the collision, the main and secondary load-bearing beams bear and conduct the remaining impact kinetic energy, most of which is converted into internal energy, that is, into the heat energy required for the microstructural damage and material temperature rise of the corrugated anti-collision beam and the collapsible energy-absorbing box, effectively absorbing the impact energy. Attached Figure Description

[0013] Figure 1 This is a perspective view of the present invention; Figure 2 This is a three-dimensional view of the load-bearing module; Figure 3 This is a cross-sectional view of the load-bearing module; Figure 4 This is a perspective view of the energy-absorbing box; Figure 5 This is a three-dimensional view of the corrugated anti-collision beam. Detailed Implementation

[0014] like Figures 1 to 5As shown, in this embodiment, the present invention includes a corrugated anti-collision beam 1 and a load-bearing module 2. Two sets of the load-bearing modules 2 are respectively disposed at both ends of the fixed surface of the corrugated anti-collision beam 1. The load-bearing module 2 includes an L-shaped load-bearing frame 3 and an energy-absorbing box 4. One end of the energy-absorbing box 4 is connected to the lower end of the L-shaped load-bearing frame 3, and both ends of the L-shaped load-bearing frame 3 are connected to the rear anti-collision structure of the bus. The deflected end of the L-shaped load-bearing frame 3 and the energy-absorbing box 4 are respectively connected to both sides of the corrugated anti-collision beam 1. It can be seen that the longitudinally arranged rectangular steel pipe in the L-shaped load-bearing frame 3 directly bears the rear collision pressure; the internal filling composite material improves the compressive stability; the secondary load-bearing beam is inclinedly connected between the main load-bearing beam and the chassis longitudinal beam. When the rear of the bus is lifted by the collision, a reverse vertical force is applied to the rear-ending vehicle, increasing its tire ground contact pressure, thereby improving the ground braking force. The corrugated anti-collision beam 1 and the energy-absorbing box 4 can be replaced independently, and welding and cutting repair can be avoided when the bus is rear-ended by a passenger car at low speed.

[0015] like Figure 1 and Figure 2 As shown, in this embodiment, the L-shaped support frame 3 includes a main support beam 31 and a secondary support beam 32. The connecting end of the main support beam 31 is bent at an angle to the connecting end of the secondary support beam 32. The fixed ends of the main support beam 31 and the secondary support beam 32 are connected to the rear anti-collision structure of the bus. Therefore, the bent connection of the main support beam 31 and the secondary support beam 32 makes the whole structure L-shaped. The main support beam 31 directly bears the rear collision pressure, while the inclined secondary support beam 32 provides the upward force for the rear of the bus.

[0016] like Figure 1 and Figure 5 As shown, in this embodiment, the main L-shaped support frame 3 is provided with an upper mounting plate 33 for the anti-collision beam at its deflected end. The upper mounting plate 33 for the anti-collision beam is connected to several upper fixing holes 5 on the upper side of the fixed surface of the corrugated anti-collision beam 1. Energy-absorbing box mounting plates 34 are provided on both sides of the end of the secondary support beam 32. Fixing plates 6 are provided at both ends of the energy-absorbing box 4. The fixing plates 6 at both ends of the energy-absorbing box 4 are respectively connected to the energy-absorbing box mounting plate 34 and several lower fixing holes 7 on the lower side of the fixed surface of the corrugated anti-collision beam 1. It can be seen that the corrugated anti-collision beam 1 is made of thin plate by sheet metal processing into a pleated state. It is designed with upper fixing holes and lower fixing holes, and is installed on the left and right support structures and trapezoidal energy-absorbing boxes respectively by fasteners.

[0017] like Figure 1 and Figure 4 As shown, in this embodiment, the energy-absorbing box 4 is configured as a frustum-shaped tubular structure. Therefore, the frustum-shaped tubular structure can adapt to the deflection angle of the L-shaped support frame 3.

[0018] like Figure 1 andFigure 4 As shown, in this embodiment, the energy-absorbing box 4 is provided with a plurality of induction holes 8. Therefore, upon collision, the plurality of induction holes 8 trigger ordered wrinkle deformation, extending the energy absorption time.

[0019] like Figure 3 As shown, in this embodiment, the deflection angle of the main load-bearing beam 31 and the secondary load-bearing beam 32 is 60°. Therefore, the 60° deflection design allows the secondary load-bearing beam 32 to better guide the conversion of the rear-end impact energy into lifting potential energy for the impacted electric bus. The impact point of the colliding vehicle will experience additional downward pressure, thereby increasing the braking friction force exerted on the colliding vehicle by the ground and further reducing the kinetic energy of the colliding vehicle.

[0020] like Figure 1 and Figure 5 As shown, in this embodiment, the corrugated anti-collision beam 1 is configured as a multi-layer corrugated plate structure. Therefore, the corrugated anti-collision beam 1 adopts the structure of a passenger vehicle anti-collision beam, made of high-strength steel plate stamped into a corrugated curved surface; as a collision contact surface, it absorbs initial impact energy through corrugated deformation.

[0021] The working principle of this utility model is as follows: The rear anti-collision structure of the bus is connected to the rear anti-collision beam structure of the bus. When the rear anti-collision structure of the bus is hit by a car, the corrugated anti-collision beam 1 undergoes plastic deformation to absorb the impact energy in the initial stage of the collision, and the energy-absorbing box 4 collapses in the middle stage of the collision to absorb part of the impact energy. At the same time, in cooperation with the sub-bearing beam 32, it guides the positive impact energy of the rear part to be converted into lifting potential energy for the hit pure electric bus. During this process, due to the action and reaction of Newton's third law, the collision position of the car will be subjected to additional downforce, thereby increasing the braking friction force of the ground on the car and further reducing the kinetic energy of the car.

[0022] Although the embodiments of this utility model are described with reference to actual solutions, they do not constitute a limitation on the meaning of this utility model. For those skilled in the art, modifications to the implementation schemes and combinations with other schemes based on this specification are obvious.

Claims

1. A rear anti-collision structure for a passenger vehicle, comprising a corrugated anti-collision beam (1) and a load-bearing module (2), characterized in that: The two sets of bearing modules (2) are respectively set at both ends of the fixed surface of the corrugated anti-collision beam (1). The bearing module (2) includes an L-shaped bearing frame (3) and an energy-absorbing box (4). One end of the energy-absorbing box (4) is connected to the lower end of the L-shaped bearing frame (3). Both ends of the L-shaped bearing frame (3) are connected to the rear anti-collision structure of the bus. The deflected end of the L-shaped bearing frame (3) and the energy-absorbing box (4) are respectively connected to both sides of the corrugated anti-collision beam (1).

2. The rear anti-collision structure of a bus according to claim 1, characterized in that: The L-shaped support frame (3) includes a main support beam (31) and a secondary support beam (32). The connecting end of the main support beam (31) is bent and connected to the connecting end of the secondary support beam (32). The fixed ends of the main support beam (31) and the secondary support beam (32) are connected to the rear anti-collision structure of the bus.

3. The rear anti-collision structure of a bus according to claim 2, characterized in that: The L-shaped support frame (3) is provided with an upper mounting plate (33) for the anti-collision beam at the deflection end. The upper mounting plate (33) for the anti-collision beam is connected to several upper fixing holes (5) on the upper side of the fixing surface of the corrugated anti-collision beam (1).

4. The rear anti-collision structure of a passenger vehicle according to claim 2, characterized in that: Energy-absorbing box mounting plates (34) are provided on both sides of the end of the secondary load-bearing beam (32). Fixing plates (6) are provided at both ends of the energy-absorbing box (4). The fixing plates (6) at both ends of the energy-absorbing box (4) are respectively connected to the energy-absorbing box mounting plate (34) and several lower fixing holes (7) on the lower side of the fixing surface of the corrugated anti-collision beam (1).

5. The rear anti-collision structure of a bus according to claim 1, characterized in that: The energy-absorbing box (4) is configured as a frustum-shaped tubular structure.

6. The rear anti-collision structure of a bus according to claim 5, characterized in that: The energy-absorbing box (4) is provided with several induction holes (8).

7. The rear anti-collision structure of a passenger vehicle according to claim 2, characterized in that: The deflection angle of the main load-bearing beam (31) and the secondary load-bearing beam (32) is 60°.

8. The rear anti-collision structure of a passenger vehicle according to claim 1, characterized in that: The corrugated anti-collision beam (1) is configured as a multi-layer corrugated plate structure.

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