Truck rear-end collision avoidance device

Abstract

The application provides a truck tail anti-collision device, which comprises a supporting member, an anti-collision member and a connecting member; the supporting member extends along a first direction and is provided with a first mounting area and a second mounting area at both ends; the anti-collision member is arranged on the second mounting area of the supporting member; the connecting member is connected to a vehicle body and is provided with a third mounting area and a fourth mounting area, the third mounting area is rotationally connected to the first mounting area of the supporting member; the connecting member is provided with a stepped groove at the position of the fourth mounting area; one end of an adjusting member is rotationally connected to the stepped groove, and the other end is rotationally connected to one end of the supporting member close to the anti-collision member. The application realizes multi-stage buffer adjustment, improves the single energy absorption mode of the original anti-collision device through the deformation and energy absorption of the anti-collision cross beam, and the height-adjustable design controls the height by adjusting different gears through multiple grooves, so that the truck can pass through rough roads better.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and more particularly to rear collision avoidance devices for trucks. Background Technology

[0002] In recent years, the accident rate of freight vehicles has been increasing, accounting for as much as 72% of all production and operation accidents. Among these, car rear-end collisions with trucks account for a large proportion, and such accidents often result in heavy casualties, with a very low survival rate for people in cars that are rear-ended.

[0003] Traditional truck rear-end collision avoidance devices are simply angle iron welded to the rear of the truck. They absorb energy through deformation, but their energy absorption capacity is weak and their protective effect is low. In a collision, the lower edge of the truck bed typically lands on the A-pillar of the car, which has relatively low impact resistance. The car's bumper absorbs almost no impact force and penetrates directly into the truck's chassis. At this point, the truck bed can easily sever the A-pillar, effectively dividing the car into upper and lower parts. Safety devices such as airbags provide no protection, resulting in a decapitation effect that seriously threatens the safety of the front-seat occupants of the car.

[0004] In addition, traditional truck rear bumper devices have a fixed height (specified ground clearance of less than or equal to 450mm). When passing through uneven road surfaces such as mountain roads and dirt roads, the bumper devices are easily scraped, resulting in poor passability for trucks on these surfaces.

[0005] Therefore, there is an urgent need for a truck rear collision avoidance device to solve the technical problems existing in the current technology to a certain extent. Utility Model Content

[0006] The purpose of this application is to provide a rear-end collision avoidance device for trucks, which can solve the problem to some extent.

[0007] This application provides a rear collision avoidance device for trucks; comprising:

[0008] The support member extends along a first direction and has a first mounting area and a second mounting area formed at both ends along the first direction, respectively.

[0009] The anti-collision component is fixedly installed in the second mounting area of ​​the supporting component at a first preset angle;

[0010] A connecting member is connected to the vehicle body, and a third mounting area and a fourth mounting area are formed thereat intervals on it. The third mounting area is rotatably connected to the first mounting area of ​​the supporting member. A stepped groove is formed on the connecting member at the position of the fourth mounting area.

[0011] The adjusting member has a first end rotatably connected to the stepped groove, and a second end opposite to the first end rotatably connected to the end of the supporting member near the anti-collision member.

[0012] In the above technical solution, the supporting component further includes:

[0013] The support rods are provided in multiples, and the multiple support rods are arranged at intervals along the second direction, so that the multiple support rods form a support frame structure; the two ends of the support rods along the first direction respectively form the first installation area and the second installation area.

[0014] In the above technical solution, the anti-collision component further includes:

[0015] A crash barrier is connected to the second installation area at a first preset angle; the crash barrier includes a first plate segment and a second plate segment, the first plate segment extends along a second direction, and the second plate segment is connected to the two ends of the first plate segment along the second direction at a second preset angle toward the supporting member.

[0016] In the above technical solution, the supporting component further includes:

[0017] A side support plate, one end of which is connected to the second plate segment, and the other end of which is connected to the support rod.

[0018] In the above technical solution, the supporting component further includes:

[0019] A reinforcing connecting rod is disposed between adjacent support rods, and its two ends are respectively connected to the adjacent support rods.

[0020] In the above technical solution, the connecting member further includes:

[0021] A connecting plate is provided with a third mounting area and a fourth mounting area spaced apart on it; the third mounting area is rotatably connected to the first mounting area of ​​the support rod at a third preset angle; the connecting member has a stepped groove at the position of the fourth mounting area.

[0022] In the above technical solution, the connecting plate body further includes a first connecting plate and a second connecting plate;

[0023] An installation gap is formed between the first connecting plate and the second connecting plate, and the stepped groove is provided at the corresponding position of the first connecting plate and the second connecting plate in the fourth installation area;

[0024] The first mounting area of ​​the support rod passes through the mounting gap and is rotatably connected to the third mounting area via a rotating shaft; one end of the adjusting member passes through the gap and is rotatably connected to the stepped groove via a rotating shaft.

[0025] In the above technical solution, the stepped groove further includes a first groove, a second groove, and a third groove;

[0026] The first groove, the second groove, and the third groove are arranged sequentially along the length of the connecting plate and staggered sequentially along the width of the connecting plate.

[0027] In the above technical solution, the adjusting component further includes a hydraulic damping rod;

[0028] The two ends of the hydraulic damping rod are respectively rotatably connected to the stepped groove and the end of the support member near the anti-collision member.

[0029] Compared with the prior art, this application has the following beneficial effects:

[0030] This application provides a rear collision avoidance device for trucks, comprising:

[0031] The support member extends along a first direction and has a first mounting area and a second mounting area formed at both ends along the first direction, respectively.

[0032] The anti-collision component is fixedly installed in the second mounting area of ​​the supporting component at a first preset angle;

[0033] A connecting member is connected to the vehicle body, and a third mounting area and a fourth mounting area are formed thereat intervals on it. The third mounting area is rotatably connected to the first mounting area of ​​the supporting member. A stepped groove is formed on the connecting member at the position of the fourth mounting area.

[0034] The adjusting member has a first end rotatably connected to the stepped groove, and a second end opposite to the first end rotatably connected to the end of the supporting member near the anti-collision member.

[0035] In summary, this application achieves multi-level buffer adjustment, improving upon the original anti-collision device's single energy absorption method of energy absorption through the deformation of the anti-collision beam. Furthermore, by having the anti-collision beam jammed on the ground after a collision, it prevents the car from going under the truck and cutting off the car's A-pillar, thus greatly ensuring the safety of passengers in rear-end collisions and preventing injuries.

[0036] In addition, the height-adjustable design controls the height by adjusting different gears through multiple slots, which can raise the rear bumper when necessary, allowing the truck to pass better on rough roads. Compared with the original bumper device, the improved one is more practical and can ensure the truck's passability on various road surfaces. Attached Figure Description

[0037] To more clearly illustrate the technical solutions in the specific embodiments of this application or the prior art, the drawings used in the description of the specific embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of this application. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0038] Figure 1 A structural schematic diagram of the truck rear collision avoidance device provided in this application from a first-view perspective;

[0039] Figure 2 A structural schematic diagram of the truck rear collision avoidance device provided in this application from a second-view perspective;

[0040] Figure 3 A structural schematic diagram of the truck rear collision avoidance device provided in this application from a third-person perspective;

[0041] Figure 4 A structural schematic diagram of the connecting plate in the truck rear collision avoidance device provided in this application from a first-view perspective;

[0042] Figure 5 A schematic diagram of the connecting plate in the truck rear collision avoidance device provided in this application from a second perspective.

[0043] Reference numerals: 1-Supporting member; 101-First direction; 102-First mounting area; 103-Second mounting area; 104-Supporting rod; 105-Second direction; 106-Side support plate; 107-Reinforcing connecting rod;

[0044] 2-Anti-collision component; 201-Anti-collision plate; 202-First plate segment; 203-Second plate segment;

[0045] 3-Connecting component; 301-Third installation area; 302-Fourth installation area; 303-Stepped groove; 306-Connecting plate; 307-First connecting plate; 308-Second connecting plate; 309-Installation gap; 310-First groove; 311-Second groove; 312-Third groove;

[0046] 4-Adjusting component; 401-Hydraulic damping rod. Detailed Implementation

[0047] The following detailed embodiments are provided to aid the reader in gaining a comprehensive understanding of the methods, apparatus, and / or systems described herein. However, various changes, modifications, and equivalents of the methods, apparatus, and / or systems described herein will be apparent upon understanding the disclosure of this application. For example, the order of operations described herein is merely illustrative and is not limited to the order presented herein; rather, changes that will be apparent upon understanding the disclosure of this application are possible, except for operations that must occur in a specific order. Furthermore, descriptions of features known in the art may be omitted for clarity and brevity. The features described herein may be implemented in different forms and should not be construed as limited to the examples described herein. Rather, the examples described herein are provided only to illustrate some of the many possible ways of implementing the methods, apparatus, and / or systems described herein that will be apparent upon understanding the disclosure of this application. Throughout this specification, when an element (such as a layer, region, or substrate) is described as being "on" another element, "connected to" another element, "bonded to" another element, "on" another element, or "covering" another element, it may be directly "on" another element, "connected to" another element, "bonded to" another element, "on" another element, or "covering" another element, or there may be one or more other elements in between. Conversely, when an element is described as being "directly on" another element, "directly connected to" another element, "directly bonded to" another element, "directly on" another element, or "directly covering" another element, there may be no other elements in between. As used herein, the term "and / or" includes any one of the relevant items listed and any combination of any two or more of them. Although terms such as "first," "second," and "third" may be used herein to describe individual components, assemblies, regions, layers, or portions, these components, assemblies, regions, layers, or portions are not limited by these terms. More precisely, these terms are used only to distinguish one component, assembly, region, layer, or part from another. Therefore, without departing from the teachings of the examples described herein, the first component, assembly, region, layer, or part referred to as such in the examples may also be referred to as the second component, assembly, region, layer, or part. For ease of description, spatial relational terms such as “above,” “upper,” “below,” and “lower” may be used herein to describe the relationship between one element and another, as shown in the accompanying drawings. Such spatial relational terms are intended to include not only the orientation depicted in the drawings but also the different orientations of the device in use or operation. For example, if the device in the drawings is flipped, an element described as being “above” or “upper” relative to another element will subsequently be “below” or “lower” relative to that other element.Therefore, the term "above" includes both "above" and "below" depending on the spatial orientation of the device. The device may also be positioned in other ways (e.g., oscillating 90 degrees or in other orientations), and the spatial relational terms used herein will be interpreted accordingly. The terminology used herein is for describing various examples only and is not intended to limit this disclosure. Unless the context clearly indicates otherwise, the singular form is also intended to include the plural form. The terms "comprising," "including," and "having" enumerate the stated features, quantities, operations, components, elements, and / or combinations thereof, but do not exclude the presence or addition of one or more other features, quantities, operations, components, elements, and / or combinations thereof. Variations in the shapes shown in the figures may occur due to manufacturing techniques and / or tolerances. Therefore, the examples described herein are not limited to the specific shapes shown in the figures but include changes in shape that occur during manufacturing. The features of the examples described herein may be combined in various ways that will be apparent upon understanding the disclosure of this application. Furthermore, although the examples described herein have a wide variety of constructions, other constructions are possible as will be apparent upon understanding the disclosure of this application.

[0048] Traditional truck rear-end collision avoidance devices are simply angle iron welded to the rear of the truck, absorbing energy through deformation. However, their energy absorption capacity is weak, and their protective effect is insufficient. In a collision, the lower edge of the truck bed typically lands on the A-pillar of a car, which has relatively low impact resistance. The car's bumper bears almost no impact force, directly penetrating the truck's chassis, and is prone to shearing off. Therefore, this application provides a truck rear-end collision avoidance device, which will be described below in conjunction with... Figures 1-5 The rear collision avoidance device of the truck is described in detail.

[0049] Combination Figure 2 and Figure 3 As shown, the truck rear collision avoidance device includes a support member 1, which extends along a first direction 101 to... Figure 2 Taking the angle shown as an example, the third direction here refers to the up-down direction. In actual installation and use, the support member 1 can optionally be parallel to the length extension direction of the vehicle body. Furthermore, the first support member 1 has a first mounting area 102 and a second mounting area 103 formed at both ends along the first direction 101. The first mounting area 102 and the second mounting area 103 enable connection to other components, ensuring overall stability. In addition, the support member 1 in this application has sufficient rigidity and strength, making it sufficiently secure when fixed to the vehicle body.

[0050] Specifically, combined Figure 3As shown, the support member 1 includes support rods 104, and multiple support rods 104 are provided. The multiple support rods 104 are arranged at intervals along the second direction 105 (still according to...). Figure 2 Taking the angle shown as an example (where the second direction 105 refers to the left-right direction), the multiple support rods 104 form a support frame structure. During a collision, the support frame absorbs collision energy step-by-step through plastic deformation, reducing the impact on the passenger vehicle. Optionally, two support rods 104 are provided, spaced apart along the second direction 105. Furthermore, the support rods 104 at the ends along the first direction 101 respectively form the first mounting area 102 and the second mounting area 103 described above. It should also be noted that the number and layout of the support rods 104 can be flexibly adjusted according to the space and protection requirements of the truck's rear.

[0051] Specifically, it still combines Figure 3 As shown, the supporting member 1 also includes reinforcing connecting rods 107, which are disposed between adjacent supporting rods 104, with both ends connected to the adjacent supporting rods 104. The reinforcing connecting rods 107 enable the supporting member 1 to form a more stable frame structure, thereby improving the overall load-bearing capacity and deformation resistance. Furthermore, by connecting adjacent supporting rods 104, relative displacement or torsion of the supporting rods 104 under load is effectively prevented, allowing the entire supporting structure to work collaboratively and become a more stable whole. In addition, when subjected to lateral horizontal forces (such as wind loads and seismic forces), the reinforcing connecting rods 107 can significantly improve the supporting frame's ability to resist lateral deformation, ensuring structural safety. Moreover, the reinforcing connecting rods 107 help to distribute the load more evenly to each supporting rod 104, avoiding stress concentration and thus improving the stability of the structural support.

[0052] Optionally, the reinforcing connecting rod 107 and the support rod 104 are integrally formed. Alternatively, the reinforcing connecting rod 107 and the support rod 104 are fixedly connected by bolts to ensure that they can rigidly transmit the impact force.

[0053] Combination Figure 1 As shown, the truck rear collision avoidance device includes a collision avoidance component 2, which is fixedly installed at a first preset angle in the second installation area 103 of the support component 1. When a rear-end collision occurs, the collision avoidance component 2, fixedly installed at the first preset angle, can effectively guide the collision energy absorption path and prevent the passenger car from going under the truck. It can ensure that as much collision energy as possible is absorbed within the deformation required by regulations, while protecting the safety of the passenger car occupants.

[0054] Specifically, the anti-collision component 2 includes an anti-collision plate 201, which is connected to the second mounting area 103 at a first preset angle. Similarly, the anti-collision plate 201 connected to the second mounting area 103 at the first preset angle can effectively guide the collision energy absorption path, enabling the anti-collision plate 201 to more effectively disperse the impact force onto the supporting component 1 when impacted, thereby reducing the direct impact on the supporting component 1.

[0055] Furthermore, the crash barrier 201 includes a first segment 202 and a second segment 203. The first segment 202 extends along the second direction 105 and serves as the main load-bearing component. The second segment 203 is connected to both ends of the first segment 202 along the second direction 105 at a second preset angle, facing the supporting member 1. That is, the second segment 203 is connected to the first segment 202 in an inclined manner. This inclined connection can prevent the crash barrier 201 from buckling or breaking under stress.

[0056] Optionally, the first preset angle is 60°.

[0057] Optionally, the crash barrier 201 is fixed to the second mounting area 103 of the support rod 104 by a plurality of equally spaced bolts.

[0058] Specifically, it still combines Figure 3 As shown, the supporting member 1 also includes a side support plate 106, one end of which is connected to the second plate segment 203, and the other end is connected to the support rod 104. That is, the side support plate 106 directly connects the support rod 104 to the crash barrier 201, making the supporting member 1 a triangular stable structure, effectively dispersing the impact force generated during a collision and preventing deformation or breakage at the connection point. Furthermore, as part of the force transmission path, the side support plate 106 can more evenly distribute the load borne by the crash barrier 201 to the support rod 104, avoiding stress concentration and improving the structure's load-bearing capacity.

[0059] Optionally, the two ends of the side support plate 106 are bolted to the support rod 104 and the anti-collision plate 201, respectively.

[0060] Combination Figure 1 As shown, the truck rear collision avoidance device also includes a connecting member 3, which is connected to the vehicle body. A third mounting area 301 and a fourth mounting area 302 are formed on the connecting member 3 at intervals. The third mounting area 301 is rotatably connected to the first mounting area 102 of the support member 1, allowing the support member 1 to rotate at a certain angle during a collision, thereby buffering the impact force. A stepped groove 303 is formed on the connecting member 3 at the position of the fourth mounting area 302. Still combined Figure 1As shown, the truck rear anti-collision device also includes an adjustment component 4. The first end of the adjustment component 4 is rotatably connected to the stepped groove 303, and the second end opposite to the first end is rotatably connected to the end of the support component 1 near the anti-collision component 2.

[0061] Specifically, combined Figure 4 and Figure 5 As shown, the stepped groove 303 includes a first groove 310, a second groove 311, and a third groove 312. The first groove 310, the second groove 311, and the third groove 312 are arranged sequentially along the length of the connecting plate 306 and staggered sequentially along the width of the connecting plate 306, so that the stepped groove 303 forms a stepped structure. Furthermore, the first groove 310, the second groove 311, and the third groove 312 are connected to the side away from the anti-collision member 2.

[0062] Specifically, the connecting member 3 includes a connecting plate 306, on which a third mounting area 301 and a fourth mounting area 302 are formed at intervals. The third mounting area 301 is rotatably connected to the first mounting area 102 of the support rod 104 at a third preset angle (preferably, the third preset angle is set between 0° and 90°), allowing the support member 1 to rotate at a certain angle during a collision, thereby buffering the impact force. In addition, it can avoid stress concentration caused by rigid collisions and improve the energy absorption efficiency of the anti-collision device.

[0063] Specifically, the connecting member 3 has a stepped groove 303 at the position of the fourth installation area 302. Since the stepped groove 303 is stepped, the connecting plate 306 has a certain step position change in the length and width directions. When the adjusting member 4 is connected to the stepped groove 303, the position of the adjusting member 4 can be adjusted by connecting different grooves (first groove 310, second groove 311 and third groove 312) so that the adjusting member 4 has different movement strokes.

[0064] Furthermore, the connecting plate 306 includes a first connecting plate 307 and a second connecting plate 308; an installation gap 309 is formed between the first connecting plate 307 and the second connecting plate 308, and the first connecting plate 307 and the second connecting plate 308 are each provided with the stepped groove 303 at corresponding positions in the fourth installation area 302. The first installation area 102 of the support rod 104 passes through the installation gap 309 and is rotatably connected to the third installation area 301 via a rotating shaft; one end of the adjusting member 4 passes through the gap and is rotatably connected to the stepped groove 303 via a rotating shaft.

[0065] Specifically, the adjusting component 4 includes a hydraulic damping rod 401; both ends of the hydraulic damping rod 401 are rotatably connected to the stepped groove 303 and the end of the supporting component 1 near the anti-collision component 2, respectively. The hydraulic damping rod 401 is connected to the stepped groove 303 via a rotating shaft. The stepped groove 303 has three grooves. By adjusting the position of the rotating shaft in the groove, the height of the anti-collision plate 201 can be changed, thus providing three height settings. Each adjustment ensures the passability of the truck on different road conditions and sections; and at each height setting, the anti-collision plate 201 can operate normally.

[0066] When the car rear-ends the truck, the car's bumper collides with the crash barrier 201. The crash barrier 201, support rod 104, and side support plate 106 deform first, absorbing energy as the first level of buffer. Next, under the car's thrust, the support rod 104 rotates along the rotation axis connected to the connecting plate 306, and the hydraulic damping rod 401 also rotates along the same axis. During this process, the hydraulic damping rod 401 is stretched, further absorbing energy as the second level of buffer. Finally, the crash barrier 201 contacts the ground due to the rotation of the support rod 104 and locks itself in place, preventing the car from going under the truck and avoiding a nose-cutting effect, thus achieving the third level of buffer. In other words, this application achieves multi-level buffer adjustment, improving upon the original anti-collision device's single energy absorption method of absorbing energy through the deformation of the anti-collision beam. Furthermore, by having the anti-collision beam jammed on the ground after a collision, it prevents the car from going under the truck and cutting off the car's A-pillar, thus greatly ensuring the safety of passengers in rear-ended vehicles and preventing injuries.

[0067] In addition, the height-adjustable design controls the height by adjusting different gears through multiple slots, which can raise the rear bumper 201 when necessary, so that the truck can pass through rough roads better. Compared with the original bumper device, the improved one is more practical and can ensure the truck's passability on various road surfaces.

[0068] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of this application, and are not intended to limit them. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features therein. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of this application.

Claims

1. A rear-end collision avoidance device for trucks; characterized in that, include: The support member extends along a first direction and has a first mounting area and a second mounting area formed at both ends along the first direction, respectively. The anti-collision component is fixedly installed in the second mounting area of ​​the supporting component at a first preset angle; A connecting member is connected to the vehicle body, and a third mounting area and a fourth mounting area are formed thereat intervals on it. The third mounting area is rotatably connected to the first mounting area of ​​the supporting member. A stepped groove is formed on the connecting member at the position of the fourth mounting area. An adjusting member has a first end rotatably connected to the stepped groove, and a second end opposite to the first end rotatably connected to the end of the supporting member near the anti-collision member.

2. The truck rear collision avoidance device according to claim 1, characterized in that, The supporting component includes: The support rods are provided in multiples, and the multiple support rods are arranged at intervals along the second direction, so that the multiple support rods form a support frame structure; the two ends of the support rods along the first direction respectively form the first installation area and the second installation area.

3. The truck rear collision avoidance device according to claim 2, characterized in that, The anti-collision component includes: A crash barrier is connected to the second installation area at a first preset angle; the crash barrier includes a first plate segment and a second plate segment, the first plate segment extends along a second direction, and the second plate segment is connected to the two ends of the first plate segment along the second direction at a second preset angle toward the supporting member.

4. The truck rear collision avoidance device according to claim 3, characterized in that, The supporting component also includes: A side support plate, one end of which is connected to the second plate segment, and the other end of which is connected to the support rod.

5. The truck rear collision avoidance device according to claim 3, characterized in that, The supporting component also includes: A reinforcing connecting rod is provided between adjacent support rods, and its two ends are respectively connected to the adjacent support rods.

6. The truck rear collision avoidance device according to claim 3, characterized in that, The connecting component includes: A connecting plate is provided with a third mounting area and a fourth mounting area spaced apart on it; the third mounting area is rotatably connected to the first mounting area of ​​the support rod at a third preset angle; the connecting member has a stepped groove at the position of the fourth mounting area.

7. The truck rear collision avoidance device according to claim 6, characterized in that, The connecting plate body includes a first connecting plate and a second connecting plate; An installation gap is formed between the first connecting plate and the second connecting plate, and the stepped groove is provided at the corresponding position of the first connecting plate and the second connecting plate in the fourth installation area; The first mounting area of ​​the support rod passes through the mounting gap and is rotatably connected to the third mounting area via a rotating shaft; one end of the adjusting member passes through the gap and is rotatably connected to the stepped groove via a rotating shaft.

8. The truck rear collision avoidance device according to claim 7, characterized in that, The stepped groove includes a first groove, a second groove, and a third groove; The first groove, the second groove, and the third groove are arranged sequentially along the length of the connecting plate and staggered sequentially along the width of the connecting plate.

9. The truck rear collision avoidance device according to claim 8, characterized in that, The adjusting components include hydraulic damping rods; The two ends of the hydraulic damping rod are respectively rotatably connected to the stepped groove and the end of the support member near the anti-collision member.

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