Electric automobile bumper

Abstract

This electric vehicle bumper relates to the field of electric vehicle component technology, including a crash beam, a buffer device, and a locking mechanism. The crash beam is connected to the vehicle's longitudinal beam via a buffer device, which consists of a buffer cylinder, a buffer piston rod, and a first buffer spring. The buffer piston rod slides within the cylinder, dividing it into upper and lower chambers, and is equipped with a one-way oil passage and a reset oil passage. The locking mechanism includes an oil passage switch assembly and a time-delay unlocking assembly. Upon impact, the oil passage switch assembly closes the reset oil passage to prevent oil backflow and rapid rebound of the buffer piston rod, ensuring the crash beam remains in its post-collision position and preventing secondary injuries to pedestrians. After the collision, the time-delay unlocking assembly automatically opens the reset oil passage after a period of time, restoring the cylinder to its normal state without manual reset. This convenient operation allows the crash beam to continuously withstand potential subsequent collisions, effectively providing a buffering effect.

Description

Technical Field

[0001] This invention relates to the field of electric vehicle parts technology. Background Technology

[0002] Electric vehicle safety has always been a key focus for consumers and manufacturers. As an important component of a vehicle's passive safety system, the bumper's primary function is to absorb impact energy during a collision, protecting the vehicle's structure and the safety of its occupants.

[0003] Traditional car bumpers are typically made of metal or plastic, absorbing collision energy through their crumple zone. However, this design makes the bumper susceptible to damage in low-speed collisions, increasing repair costs. Furthermore, traditional bumpers may rebound after a collision, causing secondary injuries to pedestrians and posing a safety hazard. To address these issues, some improvements have been proposed in the prior art. For example, Chinese patent document CN216734167U discloses a novel bumper structure that is less prone to damage in low-speed collisions and can be fixed in place by a locking mechanism after a collision, preventing secondary injuries to pedestrians from rebound. However, this design requires manual unlocking and resetting of the bumper after a collision using tools, which is cumbersome and inconvenient, increasing repair costs and impacting user experience. Summary of the Invention

[0004] In view of this, the present invention provides an electric vehicle bumper that can prevent secondary injury to pedestrians from rebound after a collision, without the need for tools to unlock and reset, and can also change the rigidity of the buffer device according to the speed and force of the collision, resulting in better buffering effect.

[0005] To achieve the above objectives, the present invention provides the following technical solutions.

[0006] An electric vehicle bumper includes a crash beam, a buffer device, and a locking mechanism. The crash beam is connected to the vehicle's longitudinal beams via the buffer device. The locking mechanism prevents the buffer device from rebounding. The buffer device includes a buffer cylinder, which comprises:

[0007] The bottom of the cylinder body is fixedly connected to the longitudinal beam.

[0008] The buffer piston rod is slidably connected to the cylinder body. The top of the buffer piston rod is connected to the anti-collision beam. The bottom of the buffer piston rod is located in the cylinder body and divides the interior of the cylinder body into an upper chamber and a lower chamber. The bottom of the buffer piston rod is provided with a one-way oil passage and a reset oil passage. The flow direction of the one-way oil passage is from the lower chamber to the upper chamber.

[0009] The first buffer spring is located inside the cylinder body and is connected to the bottom of the buffer piston rod.

[0010] The locking mechanism includes:

[0011] Oil hole switch assembly, used to open or close the reset oil passage;

[0012] The time-delay unlocking component is used to delay the opening of the oil hole switch component to reset the oil passage.

[0013] The oil port switch assembly can close the reset oil port, preventing the backflow of oil in the buffer cylinder at the moment the collision ends, and avoiding rapid rebound of the buffer piston rod. This ensures that the anti-collision beam remains in the post-collision position, preventing the anti-collision beam from rebounding and causing secondary impact to pedestrians. The delayed unlocking component allows the oil port switch assembly to automatically open the reset oil port after a period of time. This not only ensures the stability of the anti-collision beam in the short period after the collision, but also allows the cylinder to return to normal at the appropriate time without the need for subsequent manual reset of the cylinder. The operation is convenient, and it also allows the anti-collision beam to cope with possible subsequent collisions, enabling the anti-collision beam to continue to play a buffering role.

[0014] The buffer piston rod is provided with a switching air passage and a delay chamber. The switching air passage 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 chamber is provided with a second inlet, which is connected to the switching air passage.

[0015] The oil port switch assembly includes:

[0016] A touch slider is located in the first inlet and can slide, with a first return spring connected to its bottom;

[0017] An oil hole slider is located on the side near the first outlet and can slide into or out of the reset oil passage so that the reset oil passage is blocked or opened. A second reset spring is connected to the bottom of the oil hole slider.

[0018] The delayed unlock component includes:

[0019] The stop pin piston rod is used to lock the oil hole slider. Its bottom is located in the delay cavity and is provided with a vent hole and a one-way vent hole. The flow direction of the one-way vent hole 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 air passage to lock or unlock the oil hole slider.

[0020] A stop pin spring, which is connected to the stop pin piston rod.

[0021] During the collision, the oil hole slider is pushed to block the reset oil passage, increasing the air pressure in the delay chamber. This pushes the top of the stop pin piston rod out to lock the oil hole slider, maintaining the blocked state of the reset oil passage. Throughout the process, oil flows only from the lower chamber to the upper chamber through the one-way oil passage, preventing it from flowing back down. The buffer piston rod cannot reset and eject. Once the compressive force on the buffer piston rod disappears, the air pressure in the delay chamber slowly decreases through the vent, causing the stop pin piston rod to gradually move, unlocking the oil hole slider and opening the reset oil passage. Only then can the buffer piston rod reset and eject. This ensures the stability of the anti-collision beam for a short period after the collision, preventing secondary collisions, and allows the hydraulic cylinder to return to normal at the appropriate time without requiring subsequent manual reset, making operation convenient.

[0022] The one-way oil passage is equipped with a throttle valve core for adjusting the oil flow rate. The throttle valve core includes:

[0023] The valve body includes a beveled part and an oil passage part. The beveled part and the one-way oil passage hole are provided with mutually cooperating bevels on the side near the lower cavity. The oil passage part is slidably connected to the one-way oil passage hole, and the oil passage part is provided with multiple oil passage ports.

[0024] An adaptive spring is provided, one end of which is fixed to the inner wall of the one-way oil passage, and the other end is connected to the valve body to provide the valve body with a reset force.

[0025] The relationship between the rigidity of a buffer device and its impact buffering effect is influenced by the collision speed. For collisions with large mass and high speed, a buffer device with relatively high rigidity is needed to provide a good buffering effect for the car and its occupants. In the initial stage of the collision, it should be able to quickly resist external forces and prevent excessive displacement and deformation of the crash beam in a very short time, thus buying time for the subsequent buffering process. However, for collisions with small mass and low speed, excessive rigidity may lead to greater injury to equipment or pedestrians. In this case, a buffer device with lower rigidity is sufficient. The buffer device absorbs and dissipates a large amount of collision energy through its own compression and deformation, providing better protection for equipment and pedestrians and reducing the impact force on them. By setting a throttle valve core, whose inclined surface matches the inclined surface of the one-way oil passage, a one-way oil passage effect is achieved. The oil passage part cooperates with an adaptive spring, and the compression of the adaptive spring adjusts the gap between the oil passage part and the inner wall of the one-way oil passage, allowing the buffer cylinder to change 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 oil pressure pushes the throttle valve core to compress the adaptation spring to a greater extent, resulting in a smaller gap between the valve body and the one-way oil passage. A smaller gap leads to slower oil flow through the one-way oil passage, thus increasing the rigidity of the buffer cylinder. Conversely, the smaller the impact force, the larger the gap remains within the elastic range of the adaptation spring, resulting in faster oil flow and lower rigidity of the buffer cylinder. This allows the buffer cylinder to provide a softer cushioning effect during minor impacts with a smaller oil flow; and during severe impacts, the increased oil flow provides stronger energy absorption capacity, thereby improving the versatility and practicality of the reinforced bumper anti-collision beam.

[0026] The buffer device also includes a lateral buffer mechanism, which includes:

[0027] The transverse slide rail is fixed to the bottom of the anti-collision beam;

[0028] The buffer slider has its top part slidably connected to the transverse slide rail, its bottom part slidably connected to the top part of the buffer piston rod, and is connected to a second buffer spring.

[0029] A transverse spring, with one end fixed to the side wall of the transverse slide rail and the other end fixed to the buffer slider, is used to absorb the lateral impact force received by the anti-collision beam.

[0030] In the event of a lateral collision, the buffer cylinder cannot absorb the impact force from the side, failing to protect pedestrians and easily becoming damaged by the lateral force. By incorporating a lateral buffering mechanism, the buffer cylinder can withstand a certain amount of lateral force. The buffer slider is laterally slidably connected to the transverse slide rail, and a transverse spring connects the transverse slide rail and the buffer slider. This allows the buffer slider to move laterally when the crash beam is subjected to a lateral impact, causing the transverse spring to elastically deform under the lateral impact force, absorbing and dispersing the impact energy, improving the crash beam's buffering capacity against lateral impacts, and reducing injury to equipment and personnel from lateral collisions.

[0031] The buffer slider is provided with stepped holes, and the lateral buffer mechanism also includes a locking component, which includes:

[0032] A locking lever that passes through a stepped hole and can slide longitudinally has a toothed structure at its top and its bottom contacts a buffer piston rod.

[0033] The pawl has a locking part that engages with the toothed structure. There are two pawls that are symmetrically hinged to the transverse slide rail.

[0034] The push spring has one end fixed in the stepped hole and the other end connected to the locking rod, which is used to keep the locking rod in contact with the buffer piston rod.

[0035] When a crash beam is subjected to a lateral impact, it may rebound, causing secondary injury to equipment and pedestrians. By incorporating a locking mechanism, when the crash beam is pushed by a lateral force (non-horizontal force), the locking lever slides outward relative to the buffer slider until it abuts against the base of the transverse slide rail. During the sliding of the crash beam to one side, the engaging part of the pawl engages with the toothed structure of the locking lever. When the impact ends, the pawl engages in the toothed structure to prevent the crash beam from moving backward and resetting, thus avoiding secondary injury to equipment or pedestrians. When the lateral force disappears, the locking lever resets and retracts into the stepped hole under the action of the push spring, the engaging part of the pawl disengages from the toothed structure, and the crash beam is reset.

[0036] The buffer cylinder also includes a bottom end cap, which is detachably attached to the bottom of the cylinder body. During a high-speed collision, the pressure increases abnormally, but the hydraulic fluid is difficult to compress and cannot absorb more impact energy through deformation. In the subsequent stages of the collision, it may not be able to effectively absorb and dissipate energy, resulting in insufficient energy absorption and causing the vehicle and occupants to still experience significant residual impact force, thus affecting the buffering effect. By installing a detachable rear end cap at the bottom of the buffer cylinder, when the impact force exceeds a preset value, the rear end cap detaches directly, discarding the hydraulic fluid, allowing the buffer cylinder to collapse and fold to absorb the energy generated by the collision.

[0037] The cylinder body also features multiple crumple guide grooves on its side walls, designed to guide the cylinder body to deform in a predetermined manner during a collision. These crumple guide grooves cause the cylinder body to deform in a predetermined way during a collision, extending the collision time and allowing the cylinder body to absorb collision energy more effectively, reducing the impact on the vehicle body, lowering the impact force on passengers, and improving the energy absorption effect in high-speed collisions. Attached Figure Description

[0038] Figure 1 This is a three-dimensional structural diagram of the electric vehicle bumper of the present invention.

[0039] Figure 2 This is an exploded view of the buffer device.

[0040] Figure 3 This is a partial structural cross-sectional view of the electric vehicle bumper of the present invention (hidden buffer slider).

[0041] Figure 4 for Figure 3 Enlarged diagram of point A in the middle.

[0042] Figure 5 for Figure 3 Enlarged diagram of point B in the middle.

[0043] Figure 6 This is a three-dimensional sectional view of the buffer device (the parts of the structure have been hidden for easier display).

[0044] Figure 7 This is a cross-sectional view of the bottom of the buffer piston rod.

[0045] Figure 8 for Figure 7 Enlarged diagram of point C in the middle.

[0046] Figure 9 This is a three-dimensional structural diagram of a throttle valve core.

[0047] The reference numerals in the figures include:

[0048] Buffer cylinder 1, cylinder body 11, upper chamber 111, lower chamber 112, buffer piston rod 12, one-way oil passage 121, reset oil passage 122, switch air passage 123, first inlet 1231, first outlet 1232, delay chamber 124, second inlet 1241, throttle valve core 125, inclined part 1251, oil passage part 1252, oil passage port 1253, adapting spring 1254, first buffer spring 13, bottom end cap 14, collapse guide groove 15;

[0049] 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;

[0050] Touch slider 3, first return spring 31, oil hole slider 4, second return spring 41;

[0051] 5. Piston rod of stop pin, 51. Spring of stop pin, 52. Vent hole, 53. One-way vent hole, 54. One-way vent valve, 6. Cylinder body of stop pin, 7. Anti-collision beam. Detailed Implementation

[0052] The invention will be described in detail below with reference to specific embodiments.

[0053] like Figure 1 As shown, the electric vehicle bumper in this embodiment includes a crash beam 7, a buffer device, and a locking mechanism. The crash beam 7 is connected to the longitudinal beam of the vehicle (not shown in the figure) via the buffer device, and the locking mechanism is used to prevent the buffer device from rebounding. Figure 2 The buffer device includes a buffer cylinder 1, which comprises 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 cylinder body 11. The top of the buffer piston rod 12 is indirectly connected to the anti-collision beam 7 via a connector 21. The bottom of the buffer piston rod 12 is located inside the cylinder body 11, dividing the interior of the cylinder body 11 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 passage 121 and a reset oil passage 122. The flow direction of the one-way oil passage 121 is from the lower chamber 112 to the upper chamber 111. The first buffer spring 13 is located inside the cylinder body 11 and connected to the bottom of the buffer piston rod 12. Figure 3 and Figures 6-8 The buffer piston rod 12 is provided with a switching air passage 123 and a delay cavity 124. The switching air passage 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, and the first outlet 1232 is connected to the reset oil port 1253. The delay cavity 124 is provided with a second inlet 1241, and the second inlet 1241 is connected to the switching air passage 123.

[0054] The locking mechanism includes an oil port switch assembly and a time-delay unlocking assembly. The oil port switch assembly is used to open or close the reset oil port 122. See [link / reference needed] Figure 6 It includes a pressure slider 3 and an oil hole slider 4. The pressure slider 3 is located inside the first inlet 1231, and its bottom is connected to a first return spring 31. The oil hole slider 4 is located on the side near the first outlet 1232 and can slide into or out of the reset oil passage 122 to block or open the reset oil passage 122. The bottom of the oil hole slider 4 is connected to a second return spring 41.

[0055] The time-delay unlocking component is used to delay the opening of the oil port switch assembly to reset the oil port 122. See [link / reference]. Figure 6 It includes 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 a vent hole 52 and a one-way vent hole 53. The vent hole 52 adopts a small diameter design to achieve controllable slow exhaust. The one-way vent hole 53 is equipped with a one-way vent valve 54, whose flow direction is from the top of the stop pin cylinder 6 to the bottom of the stop pin cylinder 6. Figure 8 (From top to bottom) The stop pin piston rod 5 can slide and engage with the oil hole slider 4 for locking. When resetting, the oil hole slider 4 is unlocked.

[0056] When a car collision occurs, the anti-collision beam 7 first pushes the contact slider 3 to retract into the first inlet 1231, increasing the air pressure in the switching air passage 123. This pushes the oil hole slider 4 located at the first outlet 1232 into the reset oil passage 122 to block the reset oil passage 122. After the oil hole slider 4 is in place, the air pressure through the second inlet 1241 pushes the stop pin piston rod 5 located in the delay cavity 124 into the first outlet 1232, thereby engaging with the oil hole slider 4 to prevent the oil hole slider 4 from resetting and opening the reset oil passage 122. Subsequently, the anti-collision beam 7 pushes the buffer piston rod 12 to move towards the bottom of the cylinder body 11. The oil in the lower cavity 112 is pressed into the upper cavity 111 through the one-way oil passage 121, and the first buffer spring 13 absorbs energy under pressure. After the collision, the reset oil passage 122 remains blocked, preventing oil from flowing back from the lower chamber 112 to the upper chamber 111. The buffer piston rod 12 cannot reset, thus preventing the anti-collision beam 7 from ejecting and causing secondary damage to 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 vent hole 52. Under the action of the stop pin spring 51, the stop pin piston rod 5 slowly retracts into the stop pin cylinder 6. After the stop pin piston rod 5 completely exits the first outlet 1232, it disengages from the oil hole slider 4. The oil hole slider 4 resets under the action of the second reset spring 41, thus opening the reset oil passage 122. The oil in the lower chamber 112 can then flow to the upper chamber 111 through the reset oil passage 122, allowing the buffer piston rod 12 to push the anti-collision beam 7 to reset and eject.

[0057] The oil hole switch assembly can close the reset oil hole 122, preventing the backflow of oil in the buffer cylinder 1 at the moment the collision ends, and avoiding the rapid rebound of the buffer piston rod 12. This ensures that the anti-collision beam 7 remains in the position after the collision, preventing the anti-collision beam from rebounding and causing secondary impact to pedestrians. The time-delay unlocking assembly allows the oil hole switch assembly to automatically open the reset oil hole 122 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 appropriate time. There is no need for subsequent manual reset of the cylinder, making the operation convenient. It also allows the anti-collision beam to cope with possible subsequent collisions, so that the anti-collision beam can continue to play a buffering role.

[0058] During the collision, the oil hole slider 4 is pushed to block the reset oil passage 122. The air pressure in the delay chamber 124 increases, pushing the top of the stop pin piston rod 5 to extend and lock the oil hole slider 4, maintaining the blocked state of the reset oil passage 122. This ensures that throughout the process, the oil flows only from the lower chamber 112 to the upper chamber 111 through the one-way oil passage 121, and cannot flow back from the upper chamber 111 to the lower chamber 112, preventing the buffer piston rod 12 from resetting and ejecting. When the compressive force on the buffer piston rod 12 disappears, the air pressure in the delay chamber 124 slowly decreases through the vent 52 over time, causing the stop pin piston rod 5 to gradually move, unlocking the oil hole slider 4 and opening the reset oil passage 122. Only then can the buffer piston rod 12 reset and eject. This ensures the stability of the anti-collision beam for a short period after the collision, preventing it from ejecting and causing a secondary collision, and allows the hydraulic cylinder to return to normal at the appropriate time without the need for subsequent manual resetting, making the operation convenient.

[0059] The protection objectives for vehicle occupants and pedestrians differ depending on the collision scenario. In low-speed collisions, occupants are well protected by seat belts and airbags, but pedestrians still face a significant risk of injury. In this case, a softer, less rigid buffer can better protect pedestrians and reduce their risk of injury; the primary protection target of the buffer is pedestrians. In high-speed collisions, especially those involving pedestrians, the limited protection offered by the buffer becomes meaningless. The primary protection target shifts to protecting vehicle occupants. High-speed collisions require a more rigid buffer to absorb greater impact energy.

[0060] Combination Figure 3 , Figure 4 and Figure 9The one-way oil passage 121 is provided with a throttle valve core 125 for adjusting the oil flow. The throttle valve core 125 includes a valve body and an adapting spring 1254. The valve body includes a beveled part 1251 and an oil passage part 1252. The beveled part 1251 and the side of the one-way oil passage 121 near the lower cavity 112 are provided with mutually cooperating bevels. The oil passage part 1252 is slidably connected to the one-way oil passage 121 and is provided with a plurality of oil passage ports 1253. One end of the adapting spring 1254 is fixed to the inner wall of the one-way oil passage 121, and the other end is connected to the valve body. When the oil pressure in the upper chamber 111 is greater than the oil pressure in the lower chamber 112, the inclined surface 1251 abuts against the inclined surface of the one-way oil passage 121 to block the one-way oil passage 121, preventing the oil in the upper chamber 111 from flowing from the one-way oil passage 121 to the lower chamber 112, thus achieving the effect of one-way oil passage. When the oil pressure in the lower chamber 112 is greater than the oil pressure in the upper chamber 111, the throttle valve core 125 is pushed upward. The pushing pressure value is adapted to the compression of the spring 1254, thereby controlling the opening change of the one-way oil passage 121. By setting a throttle valve core 125, the inclined surface 1251 of which engages with the inclined surface of the one-way oil passage 121, a one-way oil passage effect is achieved. The oil passage part 1252 engages with the adapting spring 1254. The compression of the adapting spring 1254 adjusts the gap between the oil passage part 1252 and the inner wall of the one-way oil passage 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, it pushes the throttle valve core 125 to further compress the adapting spring 1254, causing the gap between the valve body and the one-way oil passage 121 to decrease. This decrease in gap reduces the flow rate of oil through the one-way oil passage 121 per unit time, and the sliding speed of the buffer piston rod 12 slows down accordingly, thereby increasing the rigidity of the buffer cylinder 1. In low-speed collisions, the impact force is smaller, and the buffer piston rod 12 can slide more quickly. The buffer device has lower rigidity, meaning it is softer, which can better protect pedestrians outside the vehicle and reduce the risk of injury to them. In high-speed collisions, the impact force is larger, and the buffer piston rod 12 can only slide more slowly. The rigidity of the buffer device is increased, which can better absorb the collision energy, reduce the overall deformation of the front compartment of the vehicle, and reduce the degree of intrusion into the passenger compartment, thereby better protecting the occupants inside the vehicle.

[0061] In the event of a lateral collision, the buffer cylinder 1 cannot absorb the impact force from the side, thus failing to protect pedestrians and easily becoming damaged by the lateral force. Combined with... Figure 1 , Figure 2 and Figure 5The buffer device also includes a lateral buffer mechanism 2, which comprises a transverse slide rail 21, a buffer slider 22, and a transverse spring 23. The transverse slide rail 21 is fixed to the bottom of the anti-collision beam 7. The top of the buffer slider 22 is laterally slidably connected to the transverse slide rail 21, and the bottom of the buffer slider 22 is longitudinally slidably connected to the top of the buffer piston rod 12. 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 slide rail 21, and the other end is fixed to the buffer slider 22, used to absorb the lateral impact force received by the anti-collision beam 7.

[0062] By setting up a lateral buffer mechanism 2, the buffer cylinder 1 can withstand a certain 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 through the buffer slider 22 when subjected to lateral impact force. Consequently, the transverse spring 23 undergoes elastic deformation under the action of lateral impact force, absorbing and dispersing the impact energy, improving the buffering capacity of the anti-collision beam 7 against lateral impact, and reducing the damage to equipment and personnel caused by lateral collisions.

[0063] When the crash beam 7 is subjected to a side impact, it may also rebound, causing secondary injuries to equipment and pedestrians. For example... Figure 5 As shown, the buffer slider 22 has 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 has a toothed structure, and the bottom of the locking rod 24 contacts the buffer piston rod 12. The pawl 25 has a locking part that engages with the toothed structure. Two pawls 25 are symmetrically hinged to the transverse slide rail 21 and distributed on both sides along the slide rail direction. 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 to keep the locking rod 24 in contact with the buffer piston rod 12.

[0064] By incorporating a locking mechanism, when the anti-collision beam 7 is impacted from the side (even if the object being collided with is simply moving laterally relative to the vehicle while the car is moving forward, the impact direction on the anti-collision beam 7 is still from the side), the locking lever 24 slides outward relative to the buffer slider 22 until it abuts against the base of the transverse slide rail 21. During the sliding of the anti-collision beam 7 to one side, the engaging part of the pawl 25 engages with the toothed structure of the locking lever 24. When the collision ends, the pawl 25 engages with the toothed structure to prevent the anti-collision beam from moving backward and resetting, thereby avoiding secondary injury to equipment or pedestrians caused by the anti-collision beam 7. When the lateral force disappears, the locking lever 24 retracts back into the stepped hole under the action of the push spring 26, the engaging part of the pawl 25 disengages from the toothed structure, and the anti-collision beam 7 is reset.

[0065] During a high-speed collision, the pressure increases abnormally, but the fluid is difficult to compress and cannot dissipate more collision energy through its own deformation. In the subsequent stages of the collision, the fluid in the buffer cylinder 1 cannot continuously and effectively absorb and dissipate energy, resulting in some impact energy not being fully dissipated. This causes the vehicle and occupants to still bear a significant residual impact force, ultimately affecting the buffering performance. Figure 3 As shown, the buffer cylinder 1 also includes a bottom end cap 14, which is fixed to the bottom of the cylinder body 11 by a detachable connection method, such as a snap-fit ​​connection or an elastic retaining ring connection. By providing a detachable bottom end cap 14 at the bottom of the buffer cylinder 1, when the impact force of the collision exceeds a preset value, the bottom end cap 14 will detach directly, discarding the oil, so that the buffer cylinder 1 can collapse and fold to absorb the energy generated by the collision.

[0066] Combination Figures 2-3 The cylinder body 11 is also provided with multiple collapse guide grooves 15 on its side wall, which are used to guide the cylinder body 11 to deform in a predetermined manner during a collision. The collapse guide grooves 15 cause the cylinder body 11 to deform in a predetermined manner during a collision, prolonging the collision time, enabling the cylinder body 11 to absorb collision energy more effectively, reducing the impact on the vehicle body, reducing the impact force on passengers, and improving the energy absorption effect of high-speed collisions.

[0067] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions created by the present invention, and are not intended to limit the scope of protection of the present invention. Although the present invention has been described in detail with reference to preferred embodiments, those skilled in the art should understand that modifications or equivalent substitutions can be made to the technical solutions created by the present invention without departing from the essence and scope of the technical solutions created by the present invention.

Claims

1. An electric vehicle bumper, comprising a crash beam, a buffer device, and a locking mechanism, wherein the crash beam is connected to the longitudinal beam of the vehicle via 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 cylinder body is fixedly connected to the longitudinal beam. The buffer piston rod is slidably connected to the cylinder body. The top of the buffer piston rod is connected to the anti-collision beam. The bottom of the buffer piston rod is located in the cylinder body and divides the interior of the cylinder body into an upper chamber and a lower chamber. The bottom of the buffer piston rod is provided with a one-way oil passage and a reset oil passage. The flow direction of the one-way oil passage is from the lower chamber to the upper chamber. The first buffer spring is located inside the cylinder body and is 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 passage; The time-delay unlocking component is used to delay the opening of the oil hole switch component to reset the oil passage. The buffer piston rod is provided with a switching air passage and a delay chamber. The switching air passage 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 chamber is provided with a second inlet, which is connected to the switching air passage. The oil port switch assembly includes: A touch slider is located in the first inlet and can slide, with a first return spring connected to its bottom; An oil hole slider is located on the side near the first outlet and can slide into or out of the reset oil passage so that the reset oil passage is blocked or opened. A second reset spring is connected to the bottom of the oil hole slider. The delayed unlock component includes: The stop pin piston rod is used to lock the oil hole slider. Its bottom is located in the delay cavity and is provided with a vent hole and a one-way vent hole. The flow direction of the one-way vent hole 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 air passage to lock or unlock the oil hole slider. A stop pin spring, which is connected to the stop pin piston rod.

2. The electric vehicle bumper as described in claim 1, characterized in that, The one-way oil passage is equipped with a throttle valve core for regulating the oil flow rate. The throttle valve core includes: The valve body includes a beveled part and an oil passage part. The beveled part and the one-way oil passage hole are provided with mutually cooperating bevels on the side near the lower cavity. The oil passage part is slidably connected to the one-way oil passage hole, and the oil passage part is provided with multiple oil passage ports. An adaptive spring is provided, one end of which is fixed to the inner wall of the one-way oil passage, and the other end is connected to the valve body to provide the valve body with a reset force.

3. The electric vehicle bumper as described in claim 1, characterized in that, The buffer device also includes a lateral buffer mechanism, which includes: The transverse slide rail is fixed to the bottom of the anti-collision beam; The buffer slider has its top part slidably connected to the transverse slide rail, its bottom part slidably connected to the top part of the buffer piston rod, and is connected to a second buffer spring. A transverse spring, with one end fixed to the side wall of the transverse slide rail and the other end fixed to the buffer slider, is used to absorb the lateral impact force received by the anti-collision beam.

4. The electric vehicle bumper as described in claim 3, characterized in that, The buffer slider is provided with stepped holes, and the lateral buffer mechanism also includes a locking component, which includes: A locking lever that passes through a stepped hole and can slide longitudinally has a toothed structure at its top and its bottom contacts a buffer piston rod. The pawl has a locking part that engages with the toothed structure. There are two pawls that are symmetrically hinged to the transverse slide rail. The push spring has one end fixed in the stepped hole and the other end connected to the locking rod, which is used to keep the locking rod in contact with the buffer piston rod.

5. The electric vehicle bumper as described in claim 1, characterized in that, The buffer cylinder also includes a bottom end cap, which is fixed to the bottom of the cylinder body by a detachable connection.

6. The electric vehicle bumper as described in claim 5, characterized in that, The side wall of the cylinder body is also provided with multiple collapse guide grooves, which are used to guide the cylinder body to deform in a predetermined manner during a collision.

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