Electric automobile bumper

Abstract

An electric automobile bumper relates to the technical field of electric automobile accessories and comprises an anti-collision beam, a buffer device and a locking mechanism. The anti-collision beam is connected with an automobile longitudinal beam through a buffering device, and the buffering device is composed of a buffering oil cylinder, a buffering piston rod and a first buffering spring. The buffering piston rod slides in the oil cylinder, divides the oil cylinder into an upper cavity and a lower cavity and is provided with a one-way oil through hole and a reset oil through hole. The locking mechanism comprises an oil hole switch assembly and a delay unlocking assembly. When collision occurs, the oil hole switch assembly closes the reset oil through hole, oil liquid backflow and rapid springback of the buffer piston rod are prevented, it is ensured that the anti-collision beam is kept at the position after collision, and secondary damage to pedestrians is avoided. After collision is finished, the delayed unlocking assembly automatically opens the reset oil through hole after a period of time, the oil cylinder is made to return to the normal state, manual reset is not needed, operation is convenient and fast, and the anti-collision beam can continuously cope with possible follow-up collision and play a buffering role.

Description

Technical Field

[0001] The present invention relates to the technical field of electric vehicle accessories. Background Art

[0002] The safety performance of electric vehicles has always been a focus of attention for consumers and manufacturers. As an important part of the vehicle's passive safety system, the bumper's main function is to absorb impact energy during a collision, protecting the vehicle body structure and the safety of passengers.

[0003] Traditional car bumpers are usually made of metal or plastic materials, and absorb collision energy through their own collapse deformation. However, this design can easily cause damage to the bumper in low-speed collisions, increasing maintenance costs. In addition, traditional bumpers may rebound after a collision, causing secondary injuries to pedestrians, posing certain safety hazards. In order to solve the above problems, some improvement schemes have been proposed in the prior art. For example, Chinese patent document CN216734167U discloses a new bumper structure, which is not easily damaged in low-speed collisions and can be fixed by a locking mechanism after a collision to avoid rebound causing secondary injuries to pedestrians. However, this design requires manual use of tools to unlock and reset the bumper after a collision, which is cumbersome and not convenient, increases maintenance costs, and affects user experience. Summary of the Invention

[0004] In view of this, the present invention provides an electric vehicle bumper that can avoid rebounding and causing secondary injuries to pedestrians after a collision, does not require the use of tools to unlock and reset, and can also change the rigidity of the buffer device according to the speed and strength of the collision, thereby improving the buffering effect.

[0005] In order to achieve the above objectives, the present invention provides the following technical solutions.

[0006] An electric vehicle bumper includes an anti-collision beam, a buffer device, and a locking mechanism. The anti-collision beam is connected to the longitudinal beam of the vehicle through the buffer device. The locking mechanism is used to prevent the buffer device from rebounding. The buffer device includes a buffer cylinder, and the buffer cylinder includes: The bottom of the oil cylinder body is fixedly connected to the longitudinal beam; A buffer piston rod is slidably connected to the oil cylinder body, the top of the buffer piston rod is connected to the anti-collision beam, the bottom of the buffer piston rod is arranged in the oil cylinder body and divides the interior of the oil cylinder body into an upper chamber and a lower chamber, and a one-way oil hole and a reset oil hole are provided at the bottom of the buffer piston rod, and the flow direction of the one-way oil hole is from the lower chamber to the upper chamber; a first buffer spring, which is disposed in the oil cylinder body and connected to the bottom of the buffer piston rod; The locking mechanism includes: Oil hole switch assembly, used to open or close the reset oil hole; The delayed unlocking component is used to delay the opening of the oil hole switch component to reset the oil hole.

[0007] The oil hole switch assembly can close the reset oil hole to prevent the oil in the buffer cylinder from flowing back at the moment of the collision, and avoid the rapid rebound of the buffer piston rod, thereby ensuring that the anti-collision beam remains in its position after the collision and preventing the rebound of the anti-collision beam from causing a secondary impact on the pedestrian. The delayed unlocking assembly enables the oil hole switch assembly to automatically open the reset oil hole after a period of time. This not only ensures the stability of the anti-collision beam in a short period of time after the collision, but also allows the cylinder to return to normal at the right time. There is no need for subsequent manual resetting of the cylinder, the operation is convenient, and the anti-collision beam can also cope with possible subsequent collisions, so that the anti-collision beam can continue to play a buffering role.

[0008] The buffer piston rod is provided with a switch airway and a delay cavity. The switch airway is provided with a first inlet and a first outlet. The first inlet is located at the top of the buffer piston rod, and the first outlet is connected to the reset oil port. The delay cavity is provided with a second inlet, and the second inlet is connected to the switch airway. The oil hole switch assembly includes: A touch-pressure slider is disposed in the first entrance and is capable of sliding, and a first return spring is connected to the bottom of the slider; An oil hole slider is provided on a side close to the first outlet and can slide into or out of the reset oil hole to block or open the reset oil hole. A second reset spring is connected to the bottom of the oil hole slider; The delayed unlocking components include: The stop pin piston rod is used to lock the oil hole slider. The bottom of the stop pin piston rod is located in the delay cavity and is provided with an air bleed hole and a one-way vent. The flow direction of the one-way vent is from the top side of the stop pin piston rod to the bottom side. The top of the stop pin piston rod can slide into or out of the switch airway to lock or unlock the oil hole slider. A stop pin spring is connected to the stop pin piston rod.

[0009] During the collision process, the oil hole slider is pushed to block the reset oil hole, and the air pressure in the delay cavity increases, pushing the top of the stop pin piston rod to extend and lock the oil hole slider, keeping the reset oil hole blocked. During the entire process, the oil only flows from the lower cavity to the upper cavity through the one-way oil hole, and cannot flow back from the upper cavity to the lower cavity, so the buffer piston rod cannot be reset and popped out. When the compression force on the buffer piston rod disappears, as time goes by, the air pressure in the delay cavity slowly decreases through the vent hole, causing the stop pin piston rod to gradually move, unlocking the oil hole slider and opening the reset oil hole. Only then can the buffer piston rod be reset and popped out. This not only ensures the stability of the anti-collision beam in a short period of time after the collision, and prevents it from popping out and causing a secondary collision, but also allows the oil cylinder to return to normal at the right time. There is no need for subsequent manual resetting of the oil cylinder, and the operation is convenient.

[0010] Among them, a throttle valve core is provided in the one-way oil hole for adjusting the oil flow rate, and the throttle valve core includes: The valve body includes an inclined surface and an oil-passing portion. The inclined surface and the one-way oil-passing hole are provided with mutually matching inclined surfaces on one side thereof close to the lower chamber. The oil-passing portion is slidably connected to the one-way oil-passing hole and is provided with a plurality of oil-passing ports. An adaptive spring has one end fixed to the inner wall of the one-way oil hole and the other end connected to the valve body, and is used to provide a reset force for the valve body.

[0011] The relationship between the rigidity of a shock absorber and its impact-absorbing effectiveness is influenced by the impact velocity. For collisions involving large masses and high velocities, a relatively rigid shock absorber is required to effectively cushion the vehicle and occupants. This allows for rapid resistance to external forces in the initial stages of a collision, preventing excessive displacement and deformation of the anti-collision beam within a very short period of time and thus increasing the time required for subsequent impact mitigation. However, for collisions involving smaller masses and lower velocities, excessive rigidity can cause greater damage to equipment or pedestrians. In these cases, a less rigid shock absorber can meet the required requirements. The shock absorber absorbs and dissipates significant amounts of collision energy through deformation, such as compression, providing better protection and reducing the impact force on these individuals. A throttle valve core is provided, whose inclined surface mates with the inclined surface of the one-way oil hole to achieve one-way oil flow. The oil flow portion is coupled with an adaptive spring, whose compression adjusts the gap between the oil flow portion and the inner wall of the one-way oil hole. This allows the shock absorber cylinder to adjust its rigidity according to the magnitude of the impact force. The greater the impact force, the greater the oil pressure in the lower chamber. This pressure pushes the throttle valve core to compress the adaptive spring, reducing the gap between the valve body and the one-way oil hole. The smaller the gap, the slower the oil flow in the one-way oil hole, thus increasing the rigidity of the buffer cylinder. Conversely, the smaller the impact force, the larger the gap within the elastic range of the adaptive spring, which in turn increases the oil flow and reduces the rigidity of the buffer cylinder. This results in a lower oil flow rate in minor collisions, allowing the buffer cylinder to provide a softer cushioning effect. In more severe collisions, the oil flow rate increases, providing greater energy absorption, thereby improving the versatility and practicality of the reinforced bumper anti-collision beam.

[0012] The buffer device further includes a lateral buffer mechanism, which includes: A transverse slide rail fixed to the bottom of the anti-collision beam; a buffer slider, the top of which is connected to the transverse slide rail in a transverse sliding manner, the bottom of which is connected to the top of the buffer piston rod in a longitudinal sliding manner, and is connected to a second buffer spring; The transverse spring has one end fixed to the side wall of the transverse slide rail and the other end fixed to the buffer slider, and is used to absorb the lateral impact force exerted on the anti-collision beam.

[0013] In the event of a lateral collision, the buffer cylinder cannot absorb the impact force from the side, cannot protect pedestrians, and can easily cause damage to the buffer cylinder due to the lateral force. By providing a lateral buffer mechanism, the buffer cylinder can withstand a certain amount of lateral force. The buffer slider is connected to the transverse slide rail in a transverse sliding manner, and the transverse spring connects the transverse slide rail and the buffer slider. When the anti-collision beam is subjected to a lateral impact force, the transverse spring can be elastically deformed by the lateral impact force through the lateral movement of the buffer slider, absorbing and dispersing the impact energy, improving the anti-collision beam's ability to buffer lateral impacts, and reducing damage to equipment and personnel caused by lateral collisions.

[0014] The buffer slider is provided with a stepped hole, and the lateral buffer mechanism further includes a locking assembly, which includes: a locking rod, which passes through the stepped hole and can slide longitudinally, a top portion of which is provided with a toothed structure, and a bottom portion of which contacts the buffer piston rod; A ratchet, which is provided with a snap-fitting portion that cooperates with the toothed structure, and two ratchet pawls are provided and symmetrically hinged on the transverse slide rail; A push spring has one end fixed in the stepped hole and the other end connected to the locking rod, and is used to keep the locking rod in contact with the buffer piston rod.

[0015] When the anti-collision beam is subjected to a side collision, it may rebound and cause secondary damage to equipment and pedestrians. By setting up a locking component, when the anti-collision beam is pushed by a lateral force (non-horizontal force), the locking rod slides outward relative to the buffer slider until it abuts against the base of the transverse slide rail. During the anti-collision beam sliding to one side, the engaging portion of the pawl engages with the tooth structure of the locking rod. When the collision ends, the pawl engages with the tooth structure to prevent the anti-collision beam from moving in the opposite direction and resetting, thereby preventing the anti-collision beam from causing secondary damage to equipment or pedestrians. When the lateral force disappears, the locking rod is reset and retracted into the stepped hole under the action of the push spring, and the engaging portion of the pawl disengages from the tooth structure, allowing the anti-collision beam to reset.

[0016] The buffer cylinder also includes a bottom end cap, which is fixed to the bottom of the cylinder body via a detachable connection. During a high-speed collision, the pressure increases abnormally, and the oil is difficult to compress, unable to dissipate more collision energy through its own deformation. In the subsequent stages of the collision, it may not be able to effectively absorb and dissipate energy, resulting in insufficient absorption of the energy generated by the collision. This causes the vehicle and occupants to continue to withstand significant residual impact force, thus affecting the buffering effect. By providing a detachable rear end cap at the bottom of the buffer cylinder, when the impact force of the collision exceeds a preset value, the rear end cap detaches directly, discarding the oil, allowing the buffer cylinder to collapse and fold to absorb the energy generated by the collision.

[0017] The sidewalls of the cylinder body are also equipped with multiple crush guide grooves, which guide the cylinder body to deform in a predetermined manner during a collision. These grooves ensure that the cylinder body deforms in a predetermined manner, extending the impact time and allowing the cylinder body to more effectively absorb collision energy, reducing the impact on the vehicle body and the impact on passengers, thereby enhancing energy absorption in high-speed collisions. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] Figure 1 It is a schematic diagram of the three-dimensional structure of the electric vehicle bumper of the present invention.

[0019] Figure 2 This is an exploded view of the buffer device.

[0020] Figure 3 This is a partial structural cross-sectional view of the electric vehicle bumper of the present invention (the buffer slider is hidden).

[0021] Figure 4 for Figure 3 Enlarged schematic diagram of point A in the middle.

[0022] Figure 5 for Figure 3 Enlarged schematic diagram of point B in the middle.

[0023] Figure 6 This is a sectional view of the three-dimensional structure of the buffer device (part of the structure has been hidden for ease of display).

[0024] Figure 7 A cross-sectional view of the bottom of the buffer piston rod.

[0025] Figure 8 for Figure 7 Enlarged schematic diagram of point C in the middle.

[0026] Figure 9 It is a schematic diagram of the three-dimensional structure of the throttle valve core.

[0027] Reference numerals include: Buffer cylinder 1, cylinder body 11, upper chamber 111, lower chamber 112, buffer piston rod 12, one-way oil hole 121, reset oil hole 122, switch air channel 123, first inlet 1231, first outlet 1232, delay chamber 124, second inlet 1241, throttle valve core 125, inclined portion 1251, oil passage portion 1252, oil passage port 1253, adaptive spring 1254, first buffer spring 13, bottom end cover 14, collapse guide groove 15; Lateral buffer mechanism 2, transverse slide rail 21, buffer slider 22, second buffer spring 221, transverse spring 23, locking rod 24, pawl 25, push spring 26; The contact and pressure slider 3, the first return spring 31, the oil hole slider 4, and the second return spring 41; Stop pin piston rod 5, stop pin spring 51, air bleed hole 52, one-way air vent 53, one-way air valve 54, stop pin cylinder body 6, anti-collision beam 7. DETAILED DESCRIPTION

[0028] The present invention is described in detail below with reference to specific embodiments.

[0029] like Figure 1 As shown, the electric vehicle bumper of this embodiment includes an anti-collision beam 7, a buffer device and a locking mechanism. The anti-collision beam 7 is connected to the longitudinal beam of the car (not shown in the figure) through the buffer device. The locking mechanism is used to prevent the buffer device from rebounding. Figure 2 The buffer device includes a buffer cylinder 1, which includes a cylinder body 11, a buffer piston rod 12 and a first buffer spring 13. The bottom of the cylinder body 11 is fixedly connected to the longitudinal beam. Figure 3 and Figure 4 The buffer piston rod 12 is slidably connected to the oil cylinder body 11. The top of the buffer piston rod 12 is indirectly connected to the anti-collision beam 7 through the connecting piece 21. The bottom of the buffer piston rod 12 is arranged in the oil cylinder body 11 and the interior of the oil cylinder body 11 is divided into an upper chamber 111 and a lower chamber 112. The bottom of the buffer piston rod 12 is provided with a one-way oil hole 121 and a reset oil hole 122. The flow direction of the one-way oil hole 121 is from the lower chamber 112 to the upper chamber 111. The first buffer spring 13 is arranged in the oil cylinder body 11 and connected to the bottom of the buffer piston rod 12. Figure 3 and Figure 6-Figure 8 The buffer piston rod 12 is provided with a switch air channel 123 and a delay cavity 124. The switch air channel 123 is provided with a first inlet 1231 and a first outlet 1232. The first inlet 1231 is located at the top of the buffer piston rod 12. The first outlet 1232 is connected to the reset oil port 1253. The delay cavity 124 is provided with a second inlet 1241. The second inlet 1241 is connected to the switch air channel 123.

[0030] The locking mechanism includes an oil hole switch assembly and a delayed unlocking assembly. The oil hole switch assembly is used to open or close the reset oil hole 122. Figure 6 The oil hole slider 4 includes a contact and pressure slider 3 and an oil hole slider 4. The contact and pressure slider 3 is disposed within the first inlet 1231 and has a first return spring 31 connected to its bottom. The oil hole slider 4 is disposed near the first outlet 1232 and can slide into or out of the reset oil hole 122, thereby blocking or opening the reset oil hole 122. The oil hole slider 4 has a second return spring 41 connected to its bottom.

[0031] The delayed unlocking component is used to delay the opening of the oil hole switch component to reset the oil hole 122, see Figure 6, including a stop pin piston rod 5 and a stop pin spring 51. The stop pin spring 51 is connected to the stop pin piston rod 5. The stop pin piston rod 5 is used to lock the oil hole slider 4, and its bottom is located in the delay cavity 124, combined with Figure 7 and Figure 8 The bottom of the stop pin piston rod 5 is provided with an air vent 52 and a one-way vent 53. The air vent 52 is designed with a small aperture to achieve controllable slow exhaust. The one-way vent 53 is provided with a one-way vent valve 54, which flows from the top of the stop pin cylinder body 6 to the bottom of the stop pin cylinder body 6 ( Figure 8 In the direction from top to bottom), the stop pin piston rod 5 slides to engage and lock the oil hole slider 4, and unlocks the oil hole slider 4 when reset.

[0032] When the car collides, the anti-collision beam 7 first pushes the contact slider 3 to retract to the first inlet 1231, and the air pressure in the switch airway 123 increases, thereby pushing the oil hole slider 4 located at the first outlet 1232 to extend into the reset oil hole 122 to block the reset oil hole 122. After the oil hole slider 4 is in place, the air pressure pushes the stop pin piston rod 5 located in the delay cavity 124 into the first outlet 1232 through the second inlet 1241, thereby engaging with the oil hole slider 4, preventing the oil hole slider 4 from resetting and opening the reset oil hole 122. Subsequently, the anti-collision beam 7 pushes the buffer piston rod 12 to move toward the bottom of the cylinder body 11. The oil in the lower chamber 112 is pressed into the upper chamber 111 through the one-way oil hole 121, and the first buffer spring 13 is compressed to absorb energy. After the collision, the reset oil hole 122 remains blocked, and the oil cannot flow back from the lower chamber 112 to the upper chamber 111, and the buffer piston rod 12 cannot be reset, so that the anti-collision beam 7 cannot pop out and cause secondary damage to the equipment or pedestrians. During the collision, the gas in the stop pin spring 51 and the stop pin cylinder 6 is compressed. After the collision, the high-pressure gas in the stop pin cylinder 6 slowly leaks out through the bleed hole 52. The stop pin piston rod 5 slowly retracts into the stop pin cylinder 6 under the action of the stop pin spring 51. After the stop pin piston rod 5 completely exits the first outlet 1232, it loses contact with the oil hole slider 4. The oil hole slider 4 is reset under the action of the second reset spring 41, so that the reset oil hole 122 is opened, and the oil in the lower chamber 112 is able to flow to the upper chamber 111 through the reset oil hole 122, and the buffer piston rod 12 is able to push the anti-collision beam 7 to reset and pop out.

[0033] The oil hole switch assembly can close the reset oil hole 122, and at the moment the collision ends, prevent the oil in the buffer cylinder 1 from flowing back, and avoid the buffer piston rod 12 from rebounding quickly, thereby ensuring that the anti-collision beam 7 remains in its position after the collision, and preventing the anti-collision beam from rebounding and causing a secondary impact on the pedestrian. The delayed unlocking assembly enables the oil hole switch assembly to automatically open the reset oil hole 122 after a period of time, which not only ensures the stability of the anti-collision beam in a short time after the collision, but also allows the oil cylinder to return to normal at the right time. There is no need for subsequent manual resetting of the oil cylinder, and the operation is convenient. It also enables the anti-collision beam to cope with possible subsequent collisions, so that the anti-collision beam can continue to play a buffering role.

[0034] During the collision, the oil hole slider 4 is pushed to block the reset oil hole 122, and the air pressure in the delay cavity 124 increases, pushing the top of the stop pin piston rod 5 out to lock the oil hole slider 4, keeping the reset oil hole 122 blocked, so that the oil can only flow from the lower cavity 112 to the upper cavity 111 through the one-way oil hole 121 during the whole process, and cannot flow back from the upper cavity 111 to the lower cavity 112, so that the buffer piston rod 12 cannot be reset and popped out. When the compression force on the buffer piston rod 12 disappears, as time goes by, the air pressure in the delay cavity 124 slowly decreases through the bleed hole 52, causing the stop pin piston rod 5 to gradually move, unlocking the oil hole slider 4 and opening the reset oil hole 122. Only then can the buffer piston rod 12 be reset and popped out. This not only ensures the stability of the anti-collision beam in a short period of time after the collision, and prevents it from popping out and causing a secondary collision, but also allows the oil cylinder to return to normal at the right time, without the need for subsequent manual resetting of the oil cylinder, and is convenient to operate.

[0035] When a car collides in different situations, the protection targets for the occupants and pedestrians outside the car are different. In low-speed collisions, the occupants are protected by seatbelts and airbags and are very safe, but pedestrians outside the car are still at a relatively high risk of injury. In this case, if the buffer device is less rigid, that is, softer, it can better protect pedestrians and reduce the risk of pedestrian injury. In other words, the buffer device's protection target is mainly pedestrians outside the car. In high-speed collisions, if the collision occurs with pedestrians, the buffer device's protective effect is meaningless to pedestrians outside the car. At this time, the buffer device's protection target shifts to protecting the occupants inside the car. High-speed collisions require the buffer device to have greater rigidity to absorb greater collision energy.

[0036] Combine Figure 3 、 Figure 4 and Figure 9A throttle valve core 125 for adjusting the oil flow rate is provided in the one-way oil hole 121. The throttle valve core 125 includes a valve body and an adaptive spring 1254, wherein the valve body includes an inclined portion 1251 and an oil passing portion 1252. The inclined portion 1251 and the one-way oil hole 121 are provided with mutually matching inclined surfaces on the side close to the lower cavity 112. The oil passing portion 1252 is slidably connected to the one-way oil hole 121, and a plurality of oil passing ports 1253 are provided on the oil passing portion 1252. One end of the adaptive spring 1254 is fixed to the inner wall of the one-way oil hole 121, and the other end is connected to the valve body. When the oil pressure in upper chamber 111 is greater than that in lower chamber 112, inclined surface 1251 abuts against the inclined surface of one-way oil hole 121, blocking one-way oil hole 121 and preventing oil from flowing from upper chamber 111 to lower chamber 112, thereby achieving one-way oil flow. When the oil pressure in lower chamber 112 is greater than that in upper chamber 111, throttle valve core 125 is pushed upward. This pushing pressure is proportional to the compression of spring 1254, thereby controlling the opening of one-way oil hole 121. By providing a throttle valve core 125, its inclined surface 1251 cooperates with the inclined surface of the one-way oil hole 121 to achieve a one-way oil flow effect. Its oil passage portion 1252 cooperates with an adaptive spring 1254. The compression of the adaptive spring 1254 is used to adjust the gap between the oil passage portion 1252 and the inner wall of the one-way oil hole 121, allowing the buffer cylinder 1 to change its rigidity according to the magnitude of the impact force. The impact force is positively correlated with the oil pressure in the lower chamber 112. When the pressure increases, the throttle valve core 125 further compresses the adaptive spring 1254, resulting in a decrease in the gap between the valve body and the one-way oil hole 121. This decrease in gap reduces the flow rate of oil through the one-way oil hole 121 per unit time, correspondingly slowing the sliding speed of the buffer piston rod 12, thereby improving the rigidity of the buffer cylinder 1. In a low-speed collision, the impact force is smaller, the buffer piston rod 12 can slide faster, and the buffer device has lower rigidity, that is, it is softer, which can better protect pedestrians outside the vehicle and reduce the risk of injury to pedestrians outside the vehicle; in a high-speed collision, the impact force is larger, the buffer piston rod 12 can only slide slower, and the rigidity of the buffer device is improved, which can better absorb the collision energy, reduce the overall deformation of the front cabin of the car, and reduce the degree of intrusion into the passenger compartment, thereby better protecting the occupants in the car.

[0037] When a lateral collision occurs, the buffer cylinder 1 cannot absorb the collision force from the side, cannot protect pedestrians, and easily causes the buffer cylinder 1 to be damaged due to the lateral force. Figure 1 、 Figure 2 and Figure 5The buffer device also includes a lateral buffer mechanism 2, which includes a transverse rail 21, a buffer slider 22, and a transverse spring 23. The transverse rail 21 is fixed to the bottom of the anti-collision beam 7. The top of the buffer slider 22 is connected to the transverse rail 21 for transverse sliding. The bottom of the buffer slider 22 is connected to the top of the buffer piston rod 12 for longitudinal sliding. A second buffer spring 221 is connected between the buffer slider 22 and the buffer piston rod 12. One end of the transverse spring 23 is fixed to the side wall of the transverse rail 21, and the other end is fixed to the buffer slider 22. It is used to absorb lateral impact forces on the anti-collision beam 7.

[0038] By providing a lateral buffer mechanism 2, the buffer cylinder 1 can withstand a certain amount of lateral force. The buffer slider 22 is laterally slidably connected to the transverse slide rail 21, and the transverse spring 23 connects the transverse slide rail 21 and the buffer slider 22. This allows the anti-collision beam 7 to move laterally via the buffer slider 22 when subjected to a lateral impact force. This, in turn, causes the transverse spring 23 to elastically deform under the action of the lateral impact force, absorbing and dispersing the impact energy, thereby enhancing the anti-collision beam 7's ability to buffer lateral impacts and reducing damage to equipment and personnel caused by lateral collisions.

[0039] When the anti-collision beam 7 is hit by a side collision, it may rebound and cause secondary damage to the equipment and pedestrians. Figure 5 As shown, the buffer slider 22 is provided with a stepped hole, and the lateral buffer mechanism 2 also includes a locking assembly, which includes a locking rod 24, a pawl 25 and a push spring 26. The locking rod 24 passes through the stepped hole and can slide longitudinally. The top of the locking rod 24 is provided with a toothed structure, and the bottom of the locking rod 24 is in contact with the buffer piston rod 12. The pawl 25 is provided with a snap-fit ​​portion that cooperates with the toothed structure. The two pawls 25 are symmetrically hinged on the transverse slide rail 21 and distributed on both sides along the direction of the slide rail. When the locking rod 24 moves to either side of the transverse slide rail 21, the pawl 25 on the corresponding side can lock it. One end of the push spring 26 is fixed in the stepped hole, and the other end is connected to the locking rod 24, which is used to keep the locking rod 24 in contact with the buffer piston rod 12.

[0040] By setting up a locking assembly, when the anti-collision beam 7 is hit from the side-to-front direction (when the car is moving forward, even if the object being hit simply moves sideways relative to the car, during the collision, combined with the forward movement of the car, the anti-collision beam 7 is also hit from the side-to-front direction), the locking rod 24 slides outward relative to the buffer slider 22 until it abuts against the base of the transverse slide rail 21. During the sliding process of the anti-collision beam 7 to one side, the engaging portion of the pawl 25 engages with the tooth structure of the locking rod 24. When the collision ends, the pawl 25 engages with the tooth structure to prevent the anti-collision beam from moving in the opposite direction and resetting, thereby preventing the anti-collision beam 7 from causing secondary damage to equipment or pedestrians. When the lateral force disappears, the locking rod 24 is reset and retracted into the stepped hole under the action of the push spring 26, and the engaging portion of the pawl 25 is disengaged from the tooth structure, allowing the anti-collision beam 7 to be reset.

[0041] When a high-speed collision occurs, the pressure increases abnormally, and the oil is difficult to compress and cannot dissipate more collision energy through its own deformation. In the subsequent stages of the collision, the oil in the buffer cylinder 1 cannot continue to effectively absorb and dissipate energy, resulting in some impact energy not being fully dissipated. The vehicle and passengers still have to bear a large residual impact force, which ultimately affects the buffering performance. Figure 3 As shown, the buffer cylinder 1 also includes a bottom end cap 14, which is secured to the bottom of the cylinder body 11 via a detachable connection, such as a snap connection or an elastic snap ring connection. By providing a detachable bottom end cap 14 at the bottom of the buffer cylinder 1, when the impact force of a collision exceeds a preset value, the bottom end cap 14 directly detaches, discarding the oil, allowing the buffer cylinder 1 to collapse and fold to absorb the energy generated by the collision.

[0042] Combine Figure 2-Figure 3 The sidewalls of the cylinder body 11 are also provided with a plurality of crush guide grooves 15, which are used to guide the cylinder body 11 to deform in a predetermined manner during a collision. These crush guide grooves 15 enable the cylinder body 11 to deform in a predetermined manner during a collision, extending the collision duration and enabling the cylinder body 11 to more effectively absorb collision energy, reducing the impact on the vehicle body and the impact force on passengers, thereby enhancing the energy absorption effect in high-speed collisions.

[0043] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, rather than to limit the scope of protection of the present invention. Although the present invention has been described in detail with reference to the preferred embodiments, those skilled in the art should understand that the technical solutions of the present invention may be modified or replaced by equivalents without departing from the essence and scope of the technical solutions of the present invention.

Claims

1. An electric vehicle bumper, comprising an anti-collision beam, a buffer device and a locking mechanism, wherein the anti-collision beam is connected to the longitudinal beam of the vehicle through the buffer device, and the locking mechanism is used to prevent the buffer device from rebounding, characterized in that: The buffer device includes a buffer cylinder, and the buffer cylinder includes: The bottom of the oil cylinder body is fixedly connected to the longitudinal beam; A buffer piston rod is slidably connected to the oil cylinder body, the top of the buffer piston rod is connected to the anti-collision beam, the bottom of the buffer piston rod is arranged in the oil cylinder body and divides the interior of the oil cylinder body into an upper chamber and a lower chamber, and a one-way oil hole and a reset oil hole are provided at the bottom of the buffer piston rod, and the flow direction of the one-way oil hole is from the lower chamber to the upper chamber; a first buffer spring, which is disposed in the oil cylinder body and connected to the bottom of the buffer piston rod; The locking mechanism includes: Oil hole switch assembly, used to open or close the reset oil hole; The delayed unlocking component is used to delay the opening of the oil hole switch component to reset the oil hole.

2. The electric vehicle bumper according to claim 1, wherein: The buffer piston rod is provided with a switch airway and a delay cavity. The switch airway is provided with a first inlet and a first outlet. The first inlet is located at the top of the buffer piston rod, and the first outlet is connected to the reset oil port. The delay cavity is provided with a second inlet, and the second inlet is connected to the switch airway. The oil hole switch assembly includes: A touch-pressure slider is disposed in the first entrance and is capable of sliding, and a first return spring is connected to the bottom of the slider; An oil hole slider is provided on a side close to the first outlet and can slide into or out of the reset oil hole to block or open the reset oil hole. A second reset spring is connected to the bottom of the oil hole slider; The delayed unlocking components include: The stop pin piston rod is used to lock the oil hole slider. The bottom of the stop pin piston rod is located in the delay cavity and is provided with an air bleed hole and a one-way vent. The flow direction of the one-way vent is from the top side of the stop pin piston rod to the bottom side. The top of the stop pin piston rod can slide into or out of the switch airway to lock or unlock the oil hole slider. A stop pin spring is connected to the stop pin piston rod.

3. The electric vehicle bumper according to claim 1, wherein: A throttle valve core is provided in the one-way oil hole for adjusting the oil flow rate. The throttle valve core includes: The valve body includes an inclined surface and an oil-passing portion. The inclined surface and the one-way oil-passing hole are provided with mutually matching inclined surfaces on one side thereof close to the lower chamber. The oil-passing portion is slidably connected to the one-way oil-passing hole and is provided with a plurality of oil-passing ports. An adaptive spring has one end fixed to the inner wall of the one-way oil hole and the other end connected to the valve body, and is used to provide a reset force for the valve body.

4. The electric vehicle bumper according to claim 1, wherein: The buffer device also includes a lateral buffer mechanism, which includes: A transverse slide rail fixed to the bottom of the anti-collision beam; a buffer slider, the top of which is connected to the transverse slide rail in a transverse sliding manner, the bottom of which is connected to the top of the buffer piston rod in a longitudinal sliding manner, and is connected to a second buffer spring; The transverse spring has one end fixed to the side wall of the transverse slide rail and the other end fixed to the buffer slider, and is used to absorb the lateral impact force exerted on the anti-collision beam.

5. The electric vehicle bumper according to claim 4, characterized in that: The buffer slider is provided with a stepped hole, and the lateral buffer mechanism further includes a locking assembly, which includes: a locking rod, which passes through the stepped hole and can slide longitudinally, a top portion of which is provided with a toothed structure, and a bottom portion of which contacts the buffer piston rod; A ratchet, which is provided with a snap-fitting portion that cooperates with the toothed structure, and two ratchet pawls are provided and symmetrically hinged on the transverse slide rail; A push spring has one end fixed in the stepped hole and the other end connected to the locking rod, and is used to keep the locking rod in contact with the buffer piston rod.

6. The electric vehicle bumper according to claim 1, wherein: The buffer oil cylinder also includes a bottom end cover, which is fixed to the bottom of the oil cylinder body in a detachable connection manner.

7. The electric vehicle bumper according to claim 6, wherein: The side wall of the oil cylinder body is also provided with a plurality of collapse guide grooves for guiding the oil cylinder body to deform in a predetermined manner during a collision.

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