A retractable anti-collision device for a vehicle

Abstract

The utility model provides a telescopic anti -collision device for car, and the anti -collision device includes collision part, a plurality of telescopic structures and a plurality of brake parts, and the collision part includes buffer layer and anti -collision layer, buffer layer is arranged at one side of anti -collision layer, and the other side of anti -collision layer is connected one end of telescopic structure, and the other end of telescopic structure is used for connecting vehicle, brake part includes brake and regulator, brake is installed on telescopic structure, is used for generating the friction of preventing telescopic structure from retracting, and regulator is installed between anti -collision layer and buffer layer, and the position of regulator corresponds with telescopic structure, and the friction of corresponding brake is adjusted according to the impact force of the position, and buffering energy absorption is realized, the utility model can adjust the energy absorption size of corresponding brake according to the impact force position, and the impact of different size, different position is responded, belongs to the field of car collision protection technology.

Description

Technical Field

[0001] This utility model relates to the field of automotive collision protection technology, specifically to a retractable vehicle anti-collision device. Background Technology

[0002] With the continuous growth of motor vehicle ownership, urban traffic environment is becoming increasingly complex. The risk of collisions increases significantly when vehicles are driving at low speeds, reversing, parking, or driving in congested areas, affecting the personal safety of passengers and drivers, and in severe cases, causing injuries or fatalities. In order to enhance the safety performance and collision resistance of automobiles, bumpers are generally installed at the front and rear ends of cars. Although bumpers have a certain buffering and protective effect in car collisions, their effect is very limited when the collision is severe.

[0003] To mitigate the damage to vehicles and people caused by collisions, there are currently some vehicle anti-collision devices available. However, these existing anti-collision devices generally suffer from problems such as large space occupation, poor installation adaptability, and limited buffering and energy absorption effects. Utility Model Content

[0004] To address the technical problems existing in the prior art, the purpose of this utility model is to provide a retractable vehicle anti-collision device that can adjust the friction force of the corresponding brake according to the impact force received at a specific location, thereby achieving buffering and energy absorption to cope with impacts of different sizes and locations. It has a wide range of applications and high safety.

[0005] To achieve the above objectives, the present invention adopts the following technical solution: a retractable vehicle anti-collision device, comprising a collision part, multiple telescopic structures, and multiple braking components. The collision part includes a buffer layer and an anti-collision layer. The buffer layer is disposed on one side of the anti-collision layer, and the other side of the anti-collision layer is connected to one end of the telescopic structure. The other end of the telescopic structure is used to connect to the vehicle. The braking components include a brake and an adjuster. The brake is installed on the telescopic structure to generate frictional force that prevents the telescopic structure from retracting. The adjuster is installed between the anti-collision layer and the buffer layer, and the position of the adjuster corresponds to that of the telescopic structure. The brake is adjusted according to the impact received at that position to generate frictional braking.

[0006] As a preferred embodiment, the retractable vehicle anti-collision device also includes a scissor structure and a connector. The connector is used to connect the vehicle. One end of the scissor structure is connected to the anti-collision layer, and the other end is connected to the connector. The extension and retraction direction of the scissor structure is parallel to the extension and retraction direction of the telescopic structure.

[0007] As a preferred embodiment, the telescopic structure is a telescopic rod, which includes multiple hollow rods that are nested together in descending order of size. Each of the first to the last hollow rod has an installation groove on its inner side, and the brake is installed in the installation groove.

[0008] As a preferred embodiment, the braking component is a hydraulic braking component, which also includes a pressure supply module, hydraulic lines, and a return spring; the pressure supply module includes an externally driven hydraulic pump, and the regulator is the force-applying part of the hydraulic pump; the brake includes a brake cylinder and a friction pair, the hydraulic pump and the brake cylinder are connected by a hydraulic line, the brake is installed in a mounting groove, the friction pair faces the next hollow rod corresponding to the mounting groove, and the brake cylinder pushes the friction pair against the next hollow rod through hydraulic pressure to generate friction; the return spring connects the friction pair and the mounting groove and is used to reset the friction pair.

[0009] As a preferred embodiment, a buffer spring is connected between the buffer layer and the anti-collision layer; the anti-collision layer includes a middle area, a side area and a corner area, with the plane where the outer edge of the anti-collision layer is located as the reference plane, and the height of the middle area, the side area and the corner area decreases in sequence, with the adjuster installed in the corner area.

[0010] As a preferred embodiment, the crash barrier is a square frame structure, comprising an outer frame, a middle frame, a first side beam, and a second side beam. The outer frame forms the outer edge of the crash barrier. The middle frame is a square frame, comprising two opposing first sides and two opposing second sides. Each first side is connected to the outer frame via two first side beams, and each second side is connected to the outer frame via two second side beams. Side areas are formed between the two first side beams on the same side and between the two second side beams on the same side. An angle area is formed between the first side beam and the circumferentially adjacent second side beam. The height of the middle frame is H, and the height of the first side beam is h, where H > h. The second side beam is designed with an inclination, and the height of the end of the second side beam connecting to the middle frame is higher than the height of the end connecting to the outer frame.

[0011] As a preferred embodiment, the number of scissor structures is four, including two first scissor structures arranged symmetrically vertically and two second scissor structures arranged symmetrically horizontally; a first central axis connects the hinge point between the two first scissor structures, and a second central axis connects the hinge point between the two second scissor structures.

[0012] As a preferred embodiment, it also includes an electric retractor, a pop-out structure, and a sliding lock slot mechanism. The electric retractor is used to drive the collision part to retract closer to the connector, and the pop-out structure is used to drive the collision part to pop out away from the connector. The sliding lock slot mechanism is used to lock the collision part when it is fully retracted. It includes a locking seat fixedly connected to the connector, a slot on the locking seat, a wedge-shaped locking block slidably connected to the opening of the slot, a push rod and a first spring installed on the locking seat, the push rod connecting to the locking block and driving the locking block away from the opening of the slot, and the first spring connecting to the locking block and pressing the locking block against the opening of the slot. The push rod is an electric push rod or a pneumatic push rod.

[0013] As a preferred embodiment, the retractor includes a gear, a rack, and a motor. The motor is mounted on the connector, connected to the gear, and drives the gear to rotate. The rack is slidably connected to the connector and meshes with the gear. The end of the rack is connected to the first central shaft, so that the rotation of the motor drives the scissor mechanism to retract, thereby driving the collision part to retract towards the vehicle body. The pop-out structure is a second spring, installed between the connector and the anti-collision layer.

[0014] As a preferred embodiment, it also includes a square slide rail, which comprises four strip slide rails connected end to end. A row of hinge points in the middle of each scissor structure is connected to the square slide rail. For each row of hinge points, if the number of hinge points in the row is odd, the middle hinge point in the row is fixedly connected to the square slide rail, and the remaining hinge points are slidably connected to the square slide rail. If the number of hinge points in the row is even, all hinge points in the row are slidably connected to the square slide rail.

[0015] A control method for a retractable vehicle anti-collision device, wherein the anti-collision device is installed at the front of the vehicle and has an extended state and a retracted state;

[0016] Normally, the anti-collision device is in a retracted state. When the vehicle's radar detects that the vehicle body is approaching an obstacle in front, the collision section extends to absorb energy.

[0017] When a vehicle is hit, the regulator causes the corresponding brake to generate friction braking according to the impact location, thereby absorbing energy when the telescopic structure passively retracts.

[0018] If the vehicle is not impacted, the collision section retracts after the danger has passed, and the anti-collision device returns to its retracted state, waiting for the next extension.

[0019] In summary, this utility model has the following advantages:

[0020] (1) This utility model achieves telescopic extension through the combined action of telescopic rod and scissor structure, and uses adjustable braking components to absorb energy. The friction braking of the corresponding brake can be adjusted according to the collision position, so that the friction force of each brake can be distributed according to the impact position, so that the entire device is balanced under force.

[0021] (2) This utility model not only absorbs energy through the friction of the brake, but also absorbs energy through the elastic buffer of the spring when it is impacted and retracted. It absorbs energy in multiple directions, making the whole device more effective and safer.

[0022] (3) The scissor structure of this utility model can achieve parallel extension and retraction, and a first central shaft, a second central shaft and a square slide rail are also provided on the scissor mechanism, which can make the extension and retraction more stable.

[0023] (4) This utility model is designed as a retractable vehicle anti-collision device. Through the electric retractor, pop-out structure and sliding lock slot mechanism, it can be retracted in normal times and popped out when there is a risk of collision, saving installation space. Attached Figure Description

[0024] Figure 1 These are perspective views of Examples 1 and 6.

[0025] Figure 2 These are top views of Embodiment 1 and Embodiment 6.

[0026] Figure 3 These are side views of Embodiment 1 and Embodiment 6.

[0027] Figure 4 This is a perspective view of the anti-collision layer in Example 4.

[0028] Figure 5 This is a top view of the anti-collision layer in Example 4.

[0029] Figure 6 This is a side view of the anti-collision layer in Example 4.

[0030] Figure 7 A three-dimensional view of the longitudinal beam was added to the anti-collision beam in Example 4.

[0031] Figure 8 This is a schematic diagram showing the connection between the anti-collision layer and the brake in Examples 2 and 3.

[0032] Figure 9 This is a schematic diagram of the brake installation in Embodiments 2 and 3.

[0033] Figure 10 This is a schematic diagram of the braking component in Embodiment 2.

[0034] Figure 11 This is a schematic diagram of the explosion of the buffer layer in Example 4.

[0035] Figure 12 This is a schematic diagram of the assembly of the buffer layer in Example 5.

[0036] Figure 13 This is a schematic diagram of the explosion of the buffer layer in Example 5.

[0037] Figure 14 This is a schematic diagram of the internal structure of the sliding lock slot mechanism in Embodiment Six.

[0038] Among them, 1 is the buffer layer, 2 is the buffer spring, 3 is the anti-collision layer, 4 is the telescopic rod, 5 is the first scissor structure, 6 is the second scissor structure, 7 is the square slide rail, 8 is the slide lock slot mechanism, 9 is the gear, 10 is the rack, 11 is the motor, 12 is the third spring, 13 is the adjuster, 14 is the first central shaft, 15 is the brake, 16 is the connector, and 17 is the hydraulic pipeline.

[0039] 101 is the middle buffer layer, and 102 is the side buffer layer.

[0040] 301 is the outer frame, 302 is the middle frame, 303 is the first side beam, 304 is the second side beam, and 305 is the longitudinal beam.

[0041] 401 is a hollow rod, and 402 is a mounting slot.

[0042] 501 is the first sliding seat, 502 is the first fixed seat, 503 is the first X-shaped unit, and 504 is the first rhomboid unit. 601 is the second sliding seat, 602 is the second fixed seat, 603 is the second X-shaped unit, and 604 is the second rhomboid unit.

[0043] 801 is the card connector, 802 is the card slot, and 803 is the locking block. Detailed Implementation

[0044] The present invention will now be described in further detail with reference to the accompanying drawings and specific embodiments.

[0045] Example 1

[0046] like Figures 1-3 As shown, a retractable vehicle anti-collision device includes a collision part, multiple telescopic structures, and multiple braking components. The collision part includes a buffer layer and an anti-collision layer. The buffer layer is disposed on one side of the anti-collision layer, and the other side of the anti-collision layer is connected to one end of the telescopic structure. The other end of the telescopic structure is used to connect to the vehicle. The braking components include a brake and an adjuster. The brake is installed on the telescopic structure to generate a frictional force that prevents the telescopic structure from retracting. The adjuster is installed between the anti-collision layer and the buffer layer, and the position of the adjuster corresponds to that of the telescopic structure. The brake is adjusted according to the impact received at that position to generate friction braking.

[0047] Upon impact, the telescopic structure retracts, and the corresponding brake engages, preventing the impacted part from retracting first and avoiding damage to the anti-collision device due to unbalanced force, thus ensuring effective energy absorption. The connecting components can have various structural forms, adjustable according to the required vehicle structure.

[0048] The retractable vehicle anti-collision device also includes a scissor structure and a connector. The connector is used to connect the vehicle. One end of the scissor structure is connected to the anti-collision layer, and the other end is connected to the connector. The extension and retraction direction of the scissor structure is parallel to the extension and retraction direction of the telescopic structure.

[0049] The scissor lift mechanism can utilize existing structures and leverages the stable and reliable extension and retraction characteristics of the scissor lift mechanism to make the entire anti-collision device more balanced and stable when extended or retracted upon impact, thereby better absorbing energy.

[0050] The telescopic structure is a telescopic rod, which consists of multiple hollow rods that are nested together in descending order of size. The inner side of each hollow rod, from the first to the last, has a mounting groove, in which the brake is installed.

[0051] There are four telescopic poles, which can be configured with multiple extension levels as needed. The crash barrier has a square structure, with the four telescopic poles located at its four corners.

[0052] A buffer spring connects the buffer layer and the anti-collision layer; the anti-collision layer includes a middle area, a side area and a corner area. With the plane where the outer edge of the anti-collision layer is located as the reference plane, the height of the middle area, the side area and the corner area decreases in sequence, and the adjuster is installed in the corner area.

[0053] The crash barrier can employ a frame structure or a convex plate structure. Adjusters are installed in the lowest corner area. Depending on the impact location, the adjusters adjust their braking: If the impact occurs in the middle area, which is higher than the side and corner areas and parallel to the outer edge of the crash barrier, the middle buffer layer is pressed against the middle area of ​​the crash barrier, evenly compressing the four adjusters. Correspondingly, the four telescopic rod brakes are partially braked to offset the impact kinetic energy. If the impact occurs in the left side area, which is lower than the middle area but higher than the corner area, the left buffer layer is pressed against the left side of the crash barrier. The two left adjusters are mostly compressed, and correspondingly, the two left telescopic rod brakes are mostly braked. The two left telescopic rods are primarily responsible for absorbing energy, while the other two telescopic rod brakes are not engaged. Similarly, if the collision occurs in the right-side region, the two right-side telescopic rods are primarily responsible for energy absorption, while the brakes on the two left-side telescopic rods are not applied. If the collision occurs in the upper region, due to the inclined design of the upper region and the fact that the second side beam connecting to the outer frame is still higher than the corner region, when the collision occurs in the upper region, the middle buffer layer is inclinedly attached to the upper region, and the two upper adjusters are mostly compressed. Therefore, the corresponding upper two telescopic rods are primarily responsible for energy absorption, while the brakes on the lower two telescopic rods are not applied. Similarly, if the collision occurs in the lower region, the corresponding lower two telescopic rods are primarily responsible for energy absorption, while the brakes on the upper two telescopic rods are not applied. If the collision only occurs in the corner region, the corresponding side buffer layer is inclinedly attached to that corner region, and the brake on the single telescopic rod at that corner is fully applied, with this rod primarily responsible for energy absorption, while the brakes on the other three telescopic rods are not applied. The same principle applies to collisions occurring in other corner regions.

[0054] The implementation of the above-mentioned half-braking, semi-braking, and full-braking states can refer to the existing hydraulic braking. The more pressure is applied to the regulator (pressure supply module), the more hydraulic pressure is supplied to the brake, and the greater the braking friction.

[0055] The device comprises four scissor lift structures: two first scissor lift structures arranged symmetrically vertically and two second scissor lift structures arranged symmetrically horizontally. A first central shaft connects the hinge points between the two first scissor lift structures, and a second central shaft connects the hinge points between the two second scissor lift structures. The first and second central shafts allow the four scissor lift structures to be connected, increasing the overall telescopic stability of the device.

[0056] It also includes square slide rails, which consist of four strip slide rails connected end to end, with a row of hinge points in the middle of each scissor structure connected to the square slide rails.

[0057] For each row of hinge points, if the number of hinge points in the row is odd, the middle hinge point in the row is fixedly connected to the square slide rail, and the remaining hinge points are slidably connected to the square slide rail. If the number of hinge points in the row is even, all hinge points in the row are slidably connected to the square slide rail.

[0058] The first scissor lift structure includes a first X-shaped unit and a first rhombus unit. The first X-shaped unit includes two first scissor arms hinged in an X shape. The first rhombus unit includes four first constraint arms hinged in a rhombus shape. The center positions of the first X-shaped unit and the first rhombus unit are the same. The midpoint of the first constraint arm is hinged to the quarter point of the first scissor arm.

[0059] The two ends of the first X-shaped unit are sliding hinge points, which are hinged to the first sliding seat. The first sliding seat is slidably connected to the corresponding anti-collision layer and connector respectively. The two ends of the first rhomboid unit are fixed hinge points, which are hinged to the first fixed seat. The first fixed seat is fixedly connected to the corresponding anti-collision layer and connector respectively.

[0060] The second scissor structure includes a second X-shaped unit and a second rhombus unit. The second X-shaped unit includes two second scissor arms hinged in an X shape. The second rhombus unit includes four second constraint arms hinged in a rhombus shape. There are two second X-shaped units and two rhombus units, and they correspond one-to-one. The center positions of the second X-shaped unit and the corresponding second rhombus unit are the same. The midpoint of the second constraint arm is hinged to the quarter point of the corresponding second scissor arm.

[0061] The first ends of the two second rhomboid units are hinged together, the first ends of the two second X-shaped units are hinged together, the second ends of the two second rhomboid units are fixed hinge points and are hinged to the second fixed base. The second fixed base is fixedly connected to the corresponding anti-collision layer and connector respectively. The two ends of the two second X-shaped units are sliding hinge points and are hinged to the second sliding base. The second sliding base is slidably connected to the corresponding anti-collision layer and connector respectively.

[0062] Both the anti-collision layer and the connectors have grooves. The first sliding seat and the second sliding seat are slidably connected to the grooves and connected to the grooves by a third spring to limit the excessive extension and retraction of the first scissor structure and the second scissor structure.

[0063] The first and second scissor lift mechanisms can also employ other existing scissor lift mechanisms as needed.

[0064] When implementing this anti-collision device, if there is sufficient space inside the front of the car, the device can be directly installed inside the front. The buffer layer is located on the inner side of the foremost part of the vehicle body. The buffer layer can be designed according to the shape of the front of the vehicle body and combined with the front shell of the vehicle body. The end of the telescopic structure away from the anti-collision layer is connected to the vehicle frame. When subjected to an impact, the anti-collision device can buffer and absorb energy, reducing the impact on the occupants of the vehicle.

[0065] If there is insufficient space inside the front of the vehicle, the aforementioned anti-collision device can be installed inside the front end of the vehicle. The telescopic structure is located inside the vehicle body and connected to it. The buffer layer is combined with part of the front end shell. An electric telescopic mechanism retracts the collision section of the anti-collision device, and a releasable sliding lock mechanism locks it in place to maintain the retracted state, thereby reducing the length of the anti-collision device. When the vehicle's radar detects that it is too close to the vehicle in front and determines that there is a risk of collision, the sliding lock mechanism releases, and a spring-loaded ejection mechanism ejects the collision section and the corresponding front end shell together. Figure 1 The image shows the pop-up state. The telescopic rod has a multi-stage telescopic structure. In this embodiment, the telescopic rod has three stages of telescopic extension, with two stages extending in the pop-up state.

[0066] The scissor lift structure can be configured with multiple sets of X-shaped units connected end-to-end, and correspondingly with multiple rhomboid units, thereby increasing the overall length of the scissor lift structure to cope with stronger collision forces. The ratio of the number of X-shaped units and rhomboid units in the first scissor lift structure to those in the second scissor lift structure is 1:2. To enhance the overall stability of the scissor lift structure, the number of central shafts and square slide rails in both the first and second scissor lift structures can be increased according to the number of added X-shaped units and rhomboid units. The square slide rails can be installed on the inner or outer sides of the four sets of scissor lift structures, and can be installed on one side or both sides simultaneously, depending on actual needs. This embodiment uses the outer side installation scheme.

[0067] In the pop-up state, the ratio of the number of stages extending from the vehicle's interior of the single telescopic rod to the number of corresponding X-shaped units of the first scissor lift structure is 2:1. The connecting points between each stage of the telescopic rod's extension are connected to square slide rails. If there is one X-shaped unit in the first scissor lift structure, there is one corresponding square slide rail, and one first central axis and one second central axis; if there are two X-shaped units in the first scissor lift structure, the corresponding telescopic rod extension has four stages with three connecting points, three first central axes and three second central axes, and three inner and three outer square slide rails. The three connecting points of the extension are connected to either three inner square slide rails or three outer square slide rails. In this way, the telescopic rod, scissor lift structure, and square slide rails form a unified and more robust structure.

[0068] If there is absolutely no space inside the front of the vehicle for installation, the aforementioned anti-collision device can be installed at the front end of the vehicle. An electric telescopic mechanism can be used to retract the collision section of the device, reducing its length, and it can be secured using a releasable sliding lock mechanism. When the vehicle's radar detects a close proximity to the vehicle ahead and determines a collision risk, a spring-loaded ejection mechanism will deploy the collision section.

[0069] The aforementioned ejection action can also be achieved through vehicle-mounted radar and cameras, combined with existing artificial intelligence technology, enabling rapid response and automatic ejection. The collision avoidance device should offer both manual and intelligent ejection modes. The optimal choice is to utilize existing artificial intelligence technology combined with radar detection for rapid response. However, since artificial intelligence is not 100% perfect, it needs to be supplemented by manual operation. For example, if a large truck breaks down on a highway, the driver can manually deploy the collision avoidance device in advance, then turn off the engine, move to the side of the road, and prevent a rear-end collision that could lead to a more serious accident.

[0070] Example 2

[0071] In conjunction with Embodiment 1, in this embodiment,

[0072] The braking component is a hydraulic braking component, which also includes a pressure supply module, hydraulic lines, and a return spring. The pressure supply module includes an externally driven hydraulic pump, and the regulator is the force-applying part of the hydraulic pump. The brake includes a brake cylinder and a friction pair. The hydraulic pump and the brake cylinder are connected by a hydraulic line. The brake is installed in a mounting slot, with the friction pair facing the next hollow rod corresponding to the mounting slot. The brake cylinder pushes the friction pair against the next hollow rod through hydraulic pressure to generate friction. The return spring connects the friction pair and the mounting slot and is used to reset the friction pair.

[0073] like Figure 8 As shown, four regulators are installed on the impact protection layer. The hydraulic pump can be a hand-operated hydraulic pump or a foot-operated hydraulic pump. Its operating handle or foot pedal is installed on the impact protection layer, facing the buffer layer. When an external force impacts the buffer layer, the operating handle or foot pedal can be pressed down to generate hydraulic pressure. The hydraulic pressure is transmitted to the brake, causing the brake to engage.

[0074] Each telescopic rod consists of n hollow rods, resulting in n-1 mounting slots. Correspondingly, each braking component includes n-1 brakes, each installed in a mounting slot, such as... Figure 9 As shown.

[0075] Braking components can be commercially available products, such as... Figure 10 The diagram shows one embodiment of the braking component, in which the hydraulic lines are hoses, the hydraulic pump is an existing foot-operated hydraulic pump with elastic reset, and the brake is an existing hydraulic brake installed in the mounting slot of the hollow rod. It brakes the next hollow rod by friction through a friction pair. The hydraulic pump can be connected to several brakes on the same telescopic rod through several hoses.

[0076] Example 3

[0077] In conjunction with Embodiment 1, in this embodiment,

[0078] The braking component is an electronically controlled braking component, the regulator is a pressure sensor, the brake is an electrically driven brake, and the braking component also includes an electronic control unit, which controls the electric brake to brake the telescopic rod through the signal from the pressure sensor.

[0079] The aforementioned electronically controlled braking components can be commercially available products, such as... Figure 8 and Figure 9 As shown, the pressure sensor is installed on the anti-collision layer, directly opposite the buffer layer. It can convert the impact pressure transmitted by the buffer layer into an electrical signal, and the electronic control unit uses this electrical signal to control the braking of the brake in the mounting slot.

[0080] Example 4

[0081] In conjunction with Embodiment 1, in this embodiment,

[0082] like Figures 4-6 As shown, the crash barrier is a square frame structure, comprising an outer frame, a middle frame, a first side beam, and a second side beam. The outer frame forms the outer edge of the crash barrier. The middle frame is a square frame, comprising two opposing first sides and two opposing second sides. Each first side is connected to the outer frame by two first side beams, and each second side is connected to the outer frame by two second side beams. Side areas are formed between the two first side beams on the same side and between the two second side beams on the same side. An angle area is formed between the first side beam and the circumferentially adjacent second side beam. The height of the middle frame is H, and the height of the first side beam is h, where H > h. The second side beam is designed with an inclination, and the height of the end of the second side beam connecting to the middle frame is higher than the height of the end connecting to the outer frame.

[0083] The entire square frame structure is welded from I-beams, which reduces the weight of the entire impact protection layer.

[0084] Several interconnected grid-like beams can be added to the open spaces between the side beams of the crash barrier to enhance the impact resistance of the impact zone. However, the height of the grid-like beams must match the height of the outer surface of the beams in that area. For example... Figure 7 As shown, multiple longitudinal beams have been added, and the addition of transverse beams is similar. The buffer layer can also be designed as a grid or a flat plate, depending on actual needs.

[0085] The front end of the entire collision zone, i.e. the front end of the buffer layer, can be designed as either a flat surface or a convex surface (most existing passenger car front ends adopt a streamlined design with a central convex shape). The working principle of both designs is the same.

[0086] The cushioning layer is made of a lightweight, rigid material and is installed vertically, such as... Figure 11As shown, it consists of three parts: a central buffer layer and two side buffer layers located on the left and right sides. The central buffer layer includes a central main body and extensions. The upper and lower ends of the central main body extend in a long strip along the left and right sides to form the extensions, thus the entire central buffer layer is I-shaped. The side buffer layers are located on the side of the extensions directly opposite the impact protection layer, and the extensions overlap the upper and lower ends of the side buffer layers. The thickness of the central main body of the central buffer layer is M, and the thickness of the extensions is t. The central buffer layer has a recess of depth Mt at the extensions, and the two side buffer layers have recesses of depth t at the overlapping positions of the extensions. Thus, after the central and side buffer layers are overlapped, the entire buffer layer is in a flat state, with a gap between the side and central buffer layers for relative movement.

[0087] The length of the central body plus the two side extensions is the same as the length of the entire anti-collision layer. The central body corresponds to the middle area of ​​the anti-collision layer. When a collision occurs in the middle area, the central body retracts towards the anti-collision layer while the side extensions compress the two side buffer layers as a whole. The two side buffer layers simultaneously apply force to the four adjusters, and the four brakes are in a semi-braking state. The central buffer layer and the side buffer layers are only stacked and not fixedly connected, and they can move relative to each other. When a collision occurs in the side area, the corresponding side buffer layer retracts towards the anti-collision layer, while the central buffer layer and the other side buffer layer do not retract. Since the height of the side area of ​​the anti-collision layer is lower than that of the central area, the two brakes can be in a mostly braking state. The buffer layer and the anti-collision layer are connected by 1 to 12 buffer springs. In this embodiment, they are connected by 12 buffer springs, which are helical springs.

[0088] Both the cushioning layer and the impact-resistant layer can be covered with accordion covers to make them look more aesthetically pleasing. Alternatively, the cushioning layer and the impact-resistant layer can be directly connected around the perimeter using folded leaf springs.

[0089] Example 5

[0090] The difference between this embodiment and embodiment four is that:

[0091] like Figure 12 and Figure 13 As shown, in this embodiment, the extension of the intermediate buffer layer is elongated and angled, with the side buffer layers fitting inside it. The upper and lower ends of the intermediate main body are set as right-angle bends, connecting to the extension. This ensures that even if the extension is relatively slender, its rigidity meets the requirements.

[0092] Example 6

[0093] In conjunction with Embodiment 1, in this embodiment,

[0094] like Figures 1-3As shown, it also includes an electric retractor, a pop-out structure, and a sliding lock slot mechanism. The electric retractor is used to retract the collision part towards the connector, and the pop-out structure is used to pop the collision part away from the connector. Figure 14 As shown, the sliding lock slot mechanism is used to lock the collision part when it is fully retracted. It includes a locking seat fixedly connected to the connector, with a slot on the locking seat. A wedge-shaped locking block is slidably connected to the opening of the slot. A push rod and a first spring are mounted on the locking seat. The push rod connects to the locking block and drives the locking block away from the opening of the slot. The first spring connects to the locking block and presses the locking block against the opening of the slot. The push rod can be an electric push rod or a pneumatic push rod. Commercially available products can be used. The push rod drives the locking block away from the opening of the slot by a conventional pushing or pulling method.

[0095] The sliding lock slot mechanism is positioned corresponding to the first central shaft, and its main function is to lock the collision part when it is fully retracted. During the retraction process, the first central shaft pushes the locking block to retract away from the slot opening. When the collision part is fully retracted, the locking block pops out, locking the first central shaft, thus keeping the entire collision part in a retracted state. When the collision part needs to pop out, the push rod drives the locking block away from the slot opening, and the collision part pops out.

[0096] The retractor includes a gear, a rack, and a motor. The motor is mounted on the connector, connected to the gear, and drives the gear to rotate. The rack is slidably connected to the connector and meshes with the gear. The end of the rack is connected to the first central shaft, so that the rotation of the motor drives the scissor mechanism to retract, thereby causing the collision part to retract towards the vehicle body. The pop-out structure is a second spring, installed between the connector and the anti-collision layer. The second spring can be installed inside the telescopic rod.

[0097] The aforementioned electric retractor can be an existing electric retractor, and the sliding lock slot mechanism can also be an existing electric or pneumatic sliding lock slot mechanism.

[0098] Example 7

[0099] In conjunction with Embodiment 1, in this embodiment,

[0100] A control method for a retractable vehicle anti-collision device, wherein the anti-collision device is installed at the front of the vehicle and has an extended state and a retracted state;

[0101] Normally, the anti-collision device is in a retracted state. When the vehicle's radar detects that the vehicle body is approaching an obstacle in front, the collision section extends to absorb energy.

[0102] When a vehicle is hit, the regulator causes the corresponding brake to generate friction braking according to the impact location, thereby absorbing energy when the telescopic structure passively retracts.

[0103] If the vehicle is not impacted, the collision section retracts after the danger has passed, and the anti-collision device returns to its retracted state, waiting for the next extension.

[0104] Example 8

[0105] In conjunction with Embodiment 5, in this embodiment, the retractable vehicle anti-collision device is installed at the rear of the truck. Normally, it is in a retracted state. When the vehicle's radar detects that it is close to a vehicle behind and determines that there is a risk of collision, the sliding lock slot mechanism is released, and the elastic pop-out structure pops out the collision part to prepare for buffering and absorbing energy in the event of a rear impact.

[0106] Example 9

[0107] In conjunction with Embodiment 7 or Embodiment 8, in this embodiment, when the anti-collision device is accidentally deployed, if there is a person or obstacle in front of it, the buffer layer will be the first to be forced to contract towards the anti-collision layer after hitting the person, pressing against the regulator and the brake, causing the anti-collision device to stop deploying quickly and avoiding injury to personnel.

[0108] The elastic force between the anti-collision layer and the buffer layer should not be too large. The elastic force of the overall buffer spring should be less than that of the overall second spring. The optimal design is such that the buffer layer can be pushed by human force, and the second spring only begins to contract when the buffer spring is fully contracted after being subjected to force.

[0109] The above embodiments are preferred embodiments of the utility model, but the implementation of the utility model is not limited to the above embodiments. Any changes, modifications, substitutions, combinations, or simplifications made without departing from the spirit and principle of the utility model shall be considered equivalent substitutions and shall be included within the protection scope of the utility model.

Claims

1. A retractable vehicle anti-collision device, characterized in that: It includes a collision section, multiple telescopic structures, and multiple braking components. The collision section includes a buffer layer and a crash protection layer. A buffer layer is set on one side of the anti-collision layer, and the other side of the anti-collision layer is connected to one end of the telescopic structure. The other end of the telescopic structure is used to connect to the vehicle. The braking component includes a brake and an adjuster. The brake is installed on the telescopic structure to generate frictional force to prevent the telescopic structure from retracting. The adjuster is installed between the anti-collision layer and the buffer layer, and the position of the adjuster corresponds to that of the telescopic structure. The brake is adjusted according to the impact received at that position to generate frictional braking.

2. A retractable vehicle anti-collision device according to claim 1, characterized in that: It also includes a scissor lift structure and a connector. The connector is used to connect the vehicle. One end of the scissor lift structure is connected to the anti-collision layer, and the other end is connected to the connector. The extension and retraction direction of the scissor lift structure is parallel to the extension and retraction direction of the telescopic structure.

3. A retractable vehicle anti-collision device according to claim 1, characterized in that: The telescopic structure is a telescopic rod, which consists of multiple hollow rods that are nested together in descending order of size. The inner side of each hollow rod, from the first to the last, has a mounting groove, in which the brake is installed.

4. A retractable vehicle anti-collision device according to claim 3, characterized in that: The braking component is a hydraulic braking component, which also includes a pressure supply module, hydraulic lines and a return spring; The pressure supply module includes an externally driven hydraulic pump, and the regulator is the force-applying part of the hydraulic pump; The brake includes a brake cylinder and a friction pair. The hydraulic pump is connected to the brake cylinder through a hydraulic line. The brake is installed in a mounting groove, with the friction pair facing the next hollow rod corresponding to the mounting groove. The brake cylinder pushes the friction pair against the next hollow rod through hydraulic pressure to generate friction. The return spring connects the friction pair to the mounting groove and is used to reset the friction pair.

5. A retractable vehicle anti-collision device according to claim 1, characterized in that: A buffer spring connects the buffer layer and the anti-collision layer; The anti-collision layer includes a central area, a side area, and a corner area. With the plane containing the outer edge of the anti-collision layer as the reference plane, the height of the central area, the side area, and the corner area decreases sequentially. The adjuster is installed in the corner area.

6. A retractable vehicle anti-collision device according to claim 5, characterized in that: The crash barrier is a square frame structure, which includes an outer frame, a middle frame, a first side beam, and a second side beam. The outer frame forms the outer edge of the anti-collision layer, and the middle frame is a square frame, including two opposite first sides and two opposite second sides. Each first side is connected to the outer frame through two first side beams, and each second side is connected to the outer frame through two second side beams. The two first side beams on the same side and the two second side beams on the same side form side regions, and the first side beam and the circumferentially adjacent second side beam form a corner region; The height of the middle frame is H, the height of the first side beam is h, H > h, the second side beam is designed with an inclination, and the height of the end of the second side beam that connects to the middle frame is higher than the height of the end that connects to the outer frame.

7. A retractable vehicle anti-collision device according to claim 2, characterized in that: The number of scissor structures is four, including two first scissor structures arranged symmetrically vertically and two second scissor structures arranged symmetrically horizontally. A first central axis connects the hinge points between the two first scissor structures, and a second central axis connects the hinge points between the two second scissor structures.

8. A retractable vehicle anti-collision device according to claim 7, characterized in that: It also includes an electric retractor, a pop-out structure, and a sliding lock slot mechanism. The electric retractor is used to drive the collision part to retract towards the connector, and the pop-out structure is used to drive the collision part to pop out away from the connector. The sliding lock slot mechanism is used to lock the collision part when it is fully retracted. It includes a locking seat that is fixedly connected to the connector. The locking seat has a slot. A wedge-shaped locking block is slidably connected to the opening of the slot. A push rod and a first spring are installed on the locking seat. The push rod is connected to the locking block and drives the locking block away from the opening of the slot. The first spring is connected to the locking block and pushes the locking block against the opening of the slot. The push rod is an electric push rod or a pneumatic push rod.

9. A retractable vehicle anti-collision device according to claim 8, characterized in that: The retractor includes a gear, a rack, and a motor. The motor is mounted on the connector and is connected to the gear, which drives the gear to rotate. The rack is slidably connected to the connector and meshes with the gear. The end of the rack is connected to the first central shaft. Thus, the rotation of the motor drives the scissor mechanism to retract, which in turn drives the collision part to retract towards the vehicle body.

10. A retractable vehicle anti-collision device according to claim 7, characterized in that: It also includes square slide rails, which consist of four strip slide rails connected end to end, with a row of hinge points in the middle of each scissor structure connected to the square slide rails. For each row of hinge points, if the number of hinge points in the row is odd, the middle hinge point in the row is fixedly connected to the square slide rail, and the remaining hinge points are slidably connected to the square slide rail. If the number of hinge points in the row is even, all hinge points in the row are slidably connected to the square slide rail.

Images