Multistage buffer type new energy vehicle power battery

Abstract

This invention provides a multi-stage buffer-type power battery for new energy vehicles, including a crash beam, a support base, a central buffer block, and side buffers. The crash beam is hinged to the central buffer block via a hinged joint, and the central buffer block is fixed to the battery pack casing via the support base. The central buffer block has a deformation groove extending obliquely rearward from the center, and the deformation groove is a through-slot structure. The side buffers are located on both sides of the central buffer block, and the beam of the crash beam is inclined relative to the support base. This invention, through the inclined arrangement and hinged structure of the crash beam, generates a lateral guiding force during a collision, guiding the obstacle to slide off. Through the sequential coordination of the front and rear buffer blocks and the directional deformation of the deformation groove of the central buffer block, multi-stage energy absorption and buffering are achieved.

Description

Technical Field

[0001] This invention belongs to the field of new energy vehicle battery technology, and in particular relates to a multi-stage buffered new energy vehicle power battery. Background Technology

[0002] With the rapid development of new energy vehicles, the safety of battery modules, as the core power source, is becoming increasingly prominent. In existing technologies, anti-collision devices at the front of battery modules mostly employ rigid connections or simple buffer structures. During a collision, they primarily rely on the plastic deformation of the material itself to absorb energy, resulting in insufficient and uncontrollable energy absorption. Due to the low energy absorption efficiency, the impact force is easily transmitted directly to the battery module, leading to localized stress concentration and damage. To improve buffer performance, existing technologies often increase the volume of the buffer structure or the thickness of the buffer material to enhance energy absorption capacity. However, this increases the structural space required and the overall vehicle weight, affecting chassis layout and vehicle range. Therefore, it is necessary to improve the existing battery module protection structure. Summary of the Invention

[0003] In view of this, the present invention aims to overcome the defects in the prior art and propose a multi-stage buffered power battery for new energy vehicles.

[0004] To achieve the above objectives, the technical solution created by this invention is implemented as follows:

[0005] A multi-stage buffer-type power battery for new energy vehicles includes a housing, in which several sets of batteries are installed. A buffer anti-collision device is installed at the front end of the housing. The buffer anti-collision device includes a support base installed on the housing, an anti-collision beam in front of the support base, a central buffer between the anti-collision beam and the support base, and side buffers symmetrically arranged on both sides of the central buffer. The anti-collision beam includes a beam body, with a forward-protruding anti-collision part in the middle of the beam body, and the beam body is inclined relative to the support base.

[0006] The center buffer includes a center buffer block and a hinge seat. The center buffer block includes a main body with deformation grooves on both sides. The hinge seat is embedded in the main body and is T-shaped, including a horizontal part and a vertical part. The horizontal part is inside the main body, and the vertical part extends towards the anti-collision beam. The end of the vertical part is hinged to the anti-collision part through a hinge shaft.

[0007] The side buffer includes a front buffer block and a rear buffer block. The front buffer block includes a front platform portion and a rearward protrusion portion. An inclined front slope portion is provided between the front platform portion and the rearward protrusion portion. The rear buffer block includes a rear platform portion and a forward protrusion portion. An inclined rear slope portion is provided between the rear platform portion and the forward protrusion portion. The rearward protrusion portion is provided corresponding to the rear platform portion, and the forward protrusion portion is provided corresponding to the front platform portion.

[0008] Under normal conditions, the first gap between the rearward protrusion and the rear platform is greater than the second gap between the forward protrusion and the front platform. The second gap of each side buffer is located on the side of the first gap away from the center buffer. Furthermore, the third gap between the front slope and the rear slope is greater than the first gap.

[0009] The forward protrusion has a closed rear cavity, the rear protrusion has a closed front cavity, the front platform has a rear cavity needle, the rear platform has a front cavity needle, and the minimum distance between the front cavity needle and the front cavity is greater than the minimum distance between the rear cavity needle and the rear cavity.

[0010] Furthermore, the anti-collision part has an arc-shaped structure, projecting from the front side of the shell to the rear side of the shell, and the projection of the anti-collision part is within the projection range of the central buffer block.

[0011] Furthermore, the front platform section has a front platform inner cavity that communicates with the front cavity, and the front platform inner cavity surrounds the rear cavity needle; the rear platform section has a rear platform inner cavity that communicates with the rear cavity, and the rear platform inner cavity surrounds the front cavity needle.

[0012] Furthermore, the tip of the posterior cavity needle points towards the posterior cavity, and the tip of the posterior cavity needle is located within the anterior plateau portion; the tip of the anterior cavity needle points towards the anterior cavity, and the tip of the anterior cavity needle is located within the posterior plateau portion.

[0013] Furthermore, the support base is detachably mounted on the housing.

[0014] Furthermore, the volume of the rearward protrusion is smaller than the volume of the forward protrusion, and the volume of the front cavity is smaller than or equal to the volume of the rear cavity.

[0015] Furthermore, in the vertical direction, the beam is arranged at an angle of 5°-20° relative to the support, and the distance between the beam and the support gradually decreases from top to bottom.

[0016] Furthermore, the hinge seat is centrally located on the middle buffer block.

[0017] Furthermore, the deformation groove is a through groove, extending from one side of the center of the middle buffer block to the rear of the middle buffer block.

[0018] Furthermore, the center of the anti-collision section is arranged correspondingly to the center of the middle buffer block.

[0019] Compared with existing technologies, the present invention has the following advantages:

[0020] This invention utilizes an inclined arrangement of the anti-collision beam and a hinged design between the central buffer block and the anti-collision beam to generate a clear lateral force at the initial stage of collision, effectively guiding the obstacle to slip away. The central buffer block, through the directional deformation of the deformation groove and the central arrangement of the hinge point, ensures the symmetrical transmission of impact force and controllable energy absorption. The side buffers employ a precise match between the differential volume of the front and rear cavities and the distance of the spikes to achieve multi-level buffer control within a limited space. This not only significantly improves energy absorption efficiency and reduces the risk of damage to the battery module, but also enhances maintenance convenience through the modular and detachable design of the buffer anti-collision device. Attached Figure Description

[0021] The accompanying drawings, which form part of this invention, are used to provide a further understanding of the invention. The illustrative embodiments and descriptions of the invention are used to explain the invention and do not constitute an undue limitation of the invention. In the drawings:

[0022] Figure 1 A schematic diagram of the structure created by this invention;

[0023] Figure 2 for Figure 1 A schematic diagram after the crash beam has been removed;

[0024] Figure 3 for Figure 2 A schematic diagram after removing the center buffer and the side buffers;

[0025] Figure 4 for Figure 3 A diagram showing the battery after it has been removed;

[0026] Figure 5 This is a schematic diagram of the buffer and anti-collision device in this invention.

[0027] Figure 6 This is a partial structural schematic diagram of the buffer and anti-collision device in this invention.

[0028] Figure 7 This is a schematic diagram of the side buffer structure in the present invention;

[0029] Figure 8 This is a schematic diagram of the median buffer in this invention.

[0030] Figure 9 for Figure 8 A schematic diagram after removing the hinge bracket;

[0031] Figure 10 A cross-sectional view of the side buffer in this invention;

[0032] Figure 11 for Figure 10 A schematic diagram of a middle-side buffer with a front cavity and a rear cavity;

[0033] Figure 12 for Figure 10 A schematic diagram of the structural arrangement of the middle and side buffers on the support base;

[0034] Figure 13 for Figure 11 A schematic diagram of the structural arrangement of the middle and side buffers on the support base;

[0035] Figure 14 Top view created for this invention;

[0036] Figure 15 A schematic diagram of the front buffer block collapsing when the invention is struck by an obstacle;

[0037] Figure 16 for Figure 15 A schematic diagram of the collapse of the middle and rear buffer blocks;

[0038] Figure 17 for Figure 14 A diagram showing the area after the crash beams have been removed.

[0039] Explanation of reference numerals in the attached figures:

[0040] 1. Outer shell; 2. Battery; 3. Support base; 4. Anti-collision beam; 5. Center buffer; 6. Side buffer; 7. Beam; 8. Anti-collision part; 9. Obstacle; 10. Base plate; 11. Auxiliary support part; 12. Guide part; 13. Auxiliary support surface; 14. Support base surface; 15. Support plate; 16. Lower edge of base plate; 17. Front platform inner cavity; 18. Rear platform inner cavity; 19. Center buffer block; 20. Hinge seat; 21. Main 22. Deformation groove; 23. Hinge shaft; 24. Horizontal part; 25. Vertical part; 26. Front buffer block; 27. Rear buffer block; 28. Front platform part; 29. ​​Rear protrusion part; 30. Front inclined part; 31. Rear platform part; 32. Forward protrusion part; 33. Rear inclined part; 34. First gap; 35. Second gap; 36. Third gap; 37. Rear cavity; 38. Front cavity; 39. Rear cavity needle; 40. Front cavity needle. Detailed Implementation

[0041] It should be noted that, unless otherwise specified, the embodiments and features described in the present invention can be combined with each other.

[0042] In the description of this invention, it should be understood that the terms "center," "longitudinal," "lateral," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," and "outer," etc., indicating orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, are only for the convenience of describing this invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation on this invention. Furthermore, the terms "first," "second," etc., are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features. Thus, features defined with "first," "second," etc., may explicitly or implicitly include one or more of that feature. In the description of this invention, unless otherwise stated, "a plurality of" means two or more.

[0043] In the description of this invention, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "linking" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art will understand the specific meaning of the above terms in this invention based on the specific circumstances.

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

[0045] A multi-stage buffer-type power battery for new energy vehicles, such as Figures 1 to 17 As shown, the device includes a housing 1, within which several battery packs 2 are installed. In this application, the housing and the battery packs are collectively referred to as a battery module. A buffer anti-collision device is installed at the front end of the housing; the buffer anti-collision device includes a support base 3 installed on the housing. It should be noted that the support base can be designed in a U-shape, and its two short sides can be fixed to the housing with screws to achieve detachable installation. An anti-collision beam 4 is provided in front of the support base, and a center buffer 5 is provided between the anti-collision beam and the support base. Side buffers 6 are symmetrically provided on both sides of the center buffer.

[0046] For example, such as Figure 5 and Figure 6 As shown, the anti-collision beam includes a beam body 7, with a forward-protruding anti-collision part 8 in the middle of the beam body. The beam body is arranged at an inclination relative to the support seat, and the lower edge of the beam body is slightly lower than the lower edge of the base plate 16, which can form a protective effect on the lower edge of the base plate and prevent obstacles from directly contacting the lower edge of the base plate.

[0047] The center buffer includes a center buffer block 19 and a hinge base 20, such as Figure 8 and Figure 9 As shown, the central buffer block includes a main body 21, with deformation grooves 22 on both sides of the main body. A hinge seat is embedded in the main body, and the hinge seat is hinged to the anti-collision part via a hinge shaft 23. Specifically, the hinge seat is T-shaped, including a horizontal part 24 and a vertical part 25. The horizontal part is located inside the main body, and the vertical part extends towards one side of the anti-collision beam. The end of the vertical part is hinged to the anti-collision part via a hinge shaft. This hinge structure provides the anti-collision beam with the ability to rotate around the hinge shaft, which is key to realizing "converting a frontal impact into a lateral impact" and allowing "unilateral compression." The deformation grooves of the central buffer block make the buffer block easy to compress (also facilitating "unilateral compression" during lateral impacts). Furthermore, it can absorb some energy in the early stages of a collision and distribute the impact force to the side buffers on both sides. As an example, the hinge seat is centrally located in the central buffer block. The centrally located hinge seat provides a stable rotation fulcrum for the anti-collision beam, allowing the anti-collision beam to rotate smoothly around the hinge shaft when subjected to a unilateral impact.

[0048] For example, such as Figure 7 , Figure 14 and Figure 17 As shown, the side buffer includes a front buffer block 26 and a rear buffer block 27, as... Figure 10 As shown, the front buffer block includes a front platform portion 28 and a rearward protrusion 29, with an inclined front slope portion 30 between the front platform portion and the rearward protrusion. The rear buffer block includes a rear platform portion 31 and a forward protrusion 32, with an inclined rear slope portion 33 between the rear platform portion and the forward protrusion. The rearward protrusion is positioned corresponding to the rear platform portion, and the forward protrusion is positioned corresponding to the front platform portion. It should be noted that the main body of the middle buffer block, the front buffer block, and the rear buffer block can all be made of rubber material.

[0049] Under normal circumstances, such as Figures 11 to 13 As shown, the first gap 34 between the rearward protrusion and the rear platform is greater than the second gap 35 between the forward protrusion and the front platform. The first gap of each side buffer is located on the side of the second gap away from the center buffer. Furthermore, the third gap 36 between the front slope and the rear slope is less than or equal to the second gap.

[0050] The forward protrusion has a closed rear cavity 37, the rearward protrusion has a closed front cavity 38, the front platform has a rear cavity needle 39, and the rear platform has a front cavity needle 40. The minimum distance between the front cavity needle and the front cavity is greater than the minimum distance between the rear cavity needle and the rear cavity. Figure 11As shown, the front platform portion has a front platform inner cavity 17 communicating with the front cavity, and the front platform inner cavity surrounds the rear cavity needle; the rear platform portion has a rear platform inner cavity 18 communicating with the rear cavity, and the rear platform inner cavity surrounds the front cavity needle. The tip of the rear cavity needle points towards the rear cavity, and a support plate 15 is provided on the side of the rear cavity needle away from the rear cavity. The support plate is arranged perpendicular to the rear cavity needle, and the tip of the rear cavity needle is located inside the front platform portion; the tip of the front cavity needle points towards the front cavity, and similarly, a support plate is provided on the side of the front cavity needle away from the front cavity. The support plate is arranged perpendicular to the front cavity needle, and the tip of the front cavity needle is located inside the rear platform portion.

[0051] By arranging rear-cavity needles around the front platform cavity and front-cavity needles around the rear platform cavity, the needles are surrounded by the extended cavities of their target cavities. This structure ensures stable alignment between the needles and their corresponding cavities during impact compression. Even with minor assembly deviations or stress deformation, the needles can be guided to the predetermined contact area on the cavity wall, precisely triggering collapse. When the rear-cavity needle pierces the rear cavity, collapse does not occur only at a single puncture point. Because the rear cavity extends and distributes its volume through the front platform cavity, the needle insertion triggers the coordinated deformation of the front platform cavity structure. The surrounding cavities allow the collapse force to diffuse over a wider area, thus absorbing more energy. Similarly, when the front-cavity needle triggers the front cavity, the surrounding structure of the rear platform cavity plays the same role.

[0052] In application, in the event of a lateral collision, where an obstacle (such as a rock) directly impacts the beam on one side of the crash barrier, the impact force is transmitted through the beam to the support base and first acts on the side buffer on that side. Simultaneously, the center buffer also absorbs energy. Under the lateral impact force, the crash barrier beam tilts (the tilt angle increases) and undergoes local torsion (the center buffer block is made of flexible material; when the crash barrier beam tilts, the beam on the side impacted by the obstacle will torsion, allowing the obstacle to move diagonally downwards). Furthermore, this causes relative displacement between the front and rear buffer blocks on the impact side. The specific collision buffering process is as follows:

[0053] During the initial buffering phase, the rearward protrusion of the front buffer block moves rearward, rapidly reducing the first gap between it and the rear platform of the rear buffer block. Simultaneously, the second gap between the forward protrusion of the rear buffer block and the front platform of the front buffer block also decreases. Since the first gap is designed to be larger than the second gap, and the first gap of each buffer is located on the side of the second gap furthest from the center buffer, the front and rear buffer blocks slide relative to each other along the inclined front and rear slopes under lateral impact. The third gap between the front and rear slopes is less than or equal to the second gap, ensuring that slope contact occurs early during the initial collision, utilizing slope guidance and structural deformation to absorb the initial impact energy.

[0054] As the front and rear buffer blocks approach each other, the rearward protrusion makes contact with the rear platform first, further achieving buffering and energy absorption.

[0055] If the impact force continues to increase, the front and rear buffer blocks will further compress, causing the front needle to gradually approach the front cavity (located within the rearward protrusion), while the rear needle gradually approaches the rear cavity (located within the forward protrusion). Figure 15 As shown, because the minimum distance between the anterior cavity needle and the anterior cavity is greater than the minimum distance between the posterior cavity needle and the posterior cavity, the posterior cavity needle will puncture the posterior cavity first. After the posterior cavity ruptures, the gas or filling material inside is released, causing the forward protrusion to collapse rapidly and absorb a large amount of impact kinetic energy.

[0056] After the rear cavity ruptures, if the impact force continues to increase, the rearward protrusion will contact the rear platform to achieve buffering and energy absorption. Figure 16 As shown, as the compression increases, the front cavity needle will puncture the front cavity, causing the rearward protrusion to collapse, further absorbing the collision kinetic energy, and causing the anti-collision beam to tilt further to one side of the vehicle.

[0057] The above-described buffering process significantly reduces the impact of obstacles on the vehicle chassis during driving, especially against common road obstacles such as stones, exhibiting excellent energy absorption and buffering effects, and guiding obstacles to slide laterally towards the vehicle. The specific principle is as follows:

[0058] During a side impact, the inclined design of the anti-collision beam and the guiding effect of the curved anti-collision section cause the obstacle to slide laterally along the beam surface after impact. Combined with the crumple deformation of the side buffers, this further guides the obstacle to deflect laterally towards the battery casing, allowing it to slide off the battery side and avoid continuous frontal pressure on the battery module. This reduces the direct impact on the battery module and minimizes damage to the battery inside the casing.

[0059] The anti-collision beam is inclined and the middle part of the anti-collision beam is hinged to the hinge seat on the middle buffer block. During the collision, the anti-collision beam is allowed to deflect relative to the vehicle's driving direction (relative to the center line of the battery module) while ensuring that the collision energy is released along the preset path and effectively transfers the impact force.

[0060] It should be noted that during the collapse of the side buffers, the displacement of the impact beam on the force-bearing side (rearward) increases. Through the hinged structure of the center buffer and the elastic deformation of the deformation grooves on both sides of the center buffer block, while the side buffers absorb energy, some of the impact force is transmitted to and dispersed to the center buffer, thus achieving the buffering and energy absorption function. After obstacle 9 impacts the anti-collision beam, the obstacle is less likely to move upwards, thus minimizing the possibility of collisions between the obstacle and other parts of the vehicle. Furthermore, the center buffer block can be compressed. As the beam tilts towards one side of the vehicle, the angle between the beam and the vertical direction increases, forming a dynamic process similar to "torsion." Therefore, even if the obstacle tends to move towards the bottom of the vehicle, the beam will prevent it from moving directly to the bottom, reducing the possibility of scraping the bottom. Moreover, even if the obstacle moves towards the bottom of the vehicle during the collision, the anti-collision beam will guide it away from the center of the battery module, and the bending part extends to the battery. Below the bottom plate 10 of the outer casing (the lower surface of the bent section is lower than the lower surface of the bottom plate of the battery casing), as the obstacle moves to the lower side of the bent section, it will be effectively "guided" to the rear of the vehicle by the anti-collision beam. To put it another way, even if the obstacle moves to the bottom plate of the battery casing in the final stage of the collision with the battery module, and does not completely detach from the area covered by the battery module, the obstacle will definitely be closer to the edge of the battery module and will not cause too much damage to the battery module. In other words, even if it does not completely detach, the multi-level buffer has reduced the impact force to a minimum, and the obstacle is eventually located at the edge of the battery module.

[0061] Because the anti-collision part has an arc-shaped structure, projecting from the front side of the housing to the rear side, the projection of the anti-collision part is within the projection range of the central buffer block. It has a through groove, and the diameter of the anti-collision part is less than 10cm. If the impact comes from directly in front, and an obstacle (such as a stone) hits the anti-collision part of the anti-collision beam, because the anti-collision part is an arc-shaped structure protruding forward in the vehicle's direction of travel, the obstacle will instantly slide from the anti-collision part onto the beam of the anti-collision beam, resulting in a non-frontal collision. Referring to the aforementioned side collision scenario, it can be seen that the obstacle will compress the side plate buffer on one side, which will absorb the energy. When the impact force is large, the corresponding spikes will puncture the corresponding cavity, causing the buffer block to collapse, further guiding the obstacle to slide laterally towards the battery. This transforms the obstacle from a frontal impact to a side impact, not only weakening the impact force but also helping the obstacle to instantly detach from the battery side, avoiding continuous collision forces and maximizing battery protection.

[0062] The support base is detachably installed on the outer shell. The rear and center buffer blocks are fixed to the support base, and the front buffer block is fixed to the anti-collision beam. Since the hinged seat on the center buffer block is connected to the anti-collision beam via a hinge shaft, for example, the rear and center buffer blocks are fixed to the support base with screws, and the front buffer block is fixed to the anti-collision beam with screws. Of course, those skilled in the art can also fix the buffer blocks using adhesive or other methods, which will not be elaborated here. The anti-collision beam, support base, center buffer, and side buffers are integrated into an independent module, and precise pre-assembly and adjustment are completed outside the vehicle to ensure accurate and reliable buffer gaps and triggering sequences. The entire module can be quickly installed into the battery module, significantly improving production assembly efficiency and quality consistency. After a vehicle collision, the damaged module can be easily disassembled and replaced with a new module, simplifying the maintenance process.

[0063] The rearward protrusion has a smaller volume than the forward protrusion, and the front cavity has a volume less than or equal to the rear cavity. The forward protrusion, as the primary collapse component, with its larger volume and the larger volume of the rear cavity, provides a more sufficient collapse stroke and energy absorption capacity when the rear cavity needle is triggered first, ensuring maximum dissipation of impact kinetic energy during the peak impact period. Meanwhile, the relatively smaller volume of the rearward protrusion, combined with the smaller volume of the front cavity, ensures that the necessary backup energy absorption is still provided during the second stage of collapse, while avoiding the increase in volume and weight caused by excessive redundancy in design.

[0064] In the vertical direction, the beam is inclined at an angle of 5°-20° relative to the support base, and the distance between the beam and the support base gradually decreases from top to bottom. When an obstacle impacts the anti-collision beam, the 5°-20° inclination angle ensures sufficient initial contact area to disperse the impact force and also ensures that the beam can generate a significant lateral displacement tendency during compression, effectively guiding the obstacle to slide laterally. At the same time, the spatial relationship of the gradually decreasing distance between the beam and the support base from top to bottom ensures the guiding flexibility of the anti-collision beam in the initial stage of collision, and prevents the beam from excessively shifting backward or tilting upward, ensuring that the impact energy is released along a preset path.

[0065] The deformation groove is a through groove, extending obliquely backward from one side of the center of the central buffer block. This through groove design, penetrating the thickness of the buffer block, provides ample deformation space, allowing the groove wall to undergo elastic deformation during compression. This prevents premature local failure due to stress concentration. When the anti-collision beam tilts due to impact, the central buffer block primarily bears the oblique backward compressive force. The deformation groove's extension in this direction allows the groove wall to undergo more effective bending deformation under stress, rather than simple shear failure, thus absorbing more energy at a lower stress level. Simultaneously, the obliquely extending deformation groove creates an asymmetrical deformation pattern on both sides of the central buffer block. Combined with the centrally positioned hinge, this guides the central buffer block to produce the expected torsional deformation when impacted from one side, assisting the anti-collision beam in fulfilling its lateral guiding function.

[0066] The center of the anti-collision section is arranged correspondingly to the center of the central buffer block. This centered arrangement gives the anti-collision beam a more stable center of rotation when rotating around the hinge axis. Combined with the tilt angle of the beam, it can produce a more precise tilt guiding effect in the event of a lateral collision.

[0067] In an optional embodiment, such as Figures 2 to 4 As shown, the front end of the base plate is provided with a forward-protruding auxiliary support part 11. Typically, the projection of the auxiliary support part along the vehicle's travel direction is located within the projection range of the anti-collision part along the vehicle's travel direction. The auxiliary support part has inclined guide parts 12 on both sides. The auxiliary support surface 13 is located between the support seat surface 14 and the front end face of the center buffer block. Preferably, the auxiliary support surface is located between the rear platform surface and the support seat surface. That is, it provides buffer space for the center buffer and side buffers to be compressed (including collapse), ensuring that the center buffer and side buffers can effectively play the role of energy absorption and buffering, while also allowing the anti-collision beam to tilt relative to the vehicle's travel direction during the collision buffering process, and supporting the anti-collision beam at the end of the collision.

[0068] During a collision, the buffer structure can fully deform and absorb energy according to the designed sequence, while the auxiliary support acts as a physical limit and support at the end of the stroke, which can prevent the buffer structure from being over-compressed and failing, and avoid the anti-collision beam from directly hitting the battery pack shell, providing a last reliable mechanical support protection. This is equivalent to forming a reliable support effect in the middle of the vehicle through the auxiliary support and the compressed central buffer. The obstacle will not move backward along the center position of the vehicle, but will be guided to move to one side of the vehicle after the side buffer collapses.

[0069] During the initial and middle stages of a collision, although the auxiliary support does not directly contact the anti-collision beam, its presence enhances the structural rigidity of the front area of ​​the base plate. When the impact force is transmitted to the base plate through the support, the auxiliary support can share part of the load, optimize the force flow distribution, and reduce the risk of local deformation of the base plate. In the later stages of a collision, when the anti-collision beam comes into contact with the auxiliary support, a more direct force transmission path can be formed from the anti-collision beam to the auxiliary support and then to the battery pack casing. This can minimize the possibility of the anti-collision beam directly impacting the support in the later stages of a collision, causing deformation of the casing side panels and squeezing the battery, thus damaging the battery.

[0070] In the above embodiments, the structural design of the auxiliary support at the front end of the base plate provides precise compression and collapse travel space for the center buffer and the side buffers. During vehicle operation, when a collision occurs with a road obstacle, the contact sequence of each part of the side buffer is as follows: inclined surface contact (third gap position), contact between the front platform and the forward protrusion (second gap position), and contact between the rear protrusion and the rear platform (first gap position). This is a progressive buffering process, and the resulting multi-level lateral buffering system transforms unavoidable frontal or lateral collisions into a controllable, lateral, and phased energy dissipation process, thereby maximizing the protection of the core battery module.

[0071] Due to the distance setting, the rear cavity needle pierces the rear cavity inside the forward protrusion first. The cavity (which can be filled with inert gas, foam, or hydraulic oil, etc.) ruptures, causing the forward protrusion structure to instantly become unstable and collapse. The collapse process is an irreversible plastic deformation that dissipates a large amount of collision kinetic energy. If the collision energy is extremely high, the first stage of collapse is insufficient to completely absorb it, and the first gap will close, allowing the rear protrusion to contact the rear platform and provide backup buffer support. As the buffer compression intensifies further, the front cavity needle pierces the front cavity inside the rear protrusion, triggering a second stage of controllable collapse, which again absorbs the energy generated by the violent collision.

[0072] Furthermore, throughout the compression process, the tilt angle of the anti-collision beam continuously increases due to unilateral collapse. This increased tilt angle makes the beam more closely resemble an "incline" relative to the centerline of the battery module, forcefully guiding the obstacle to the side of the vehicle. During the entire collision, because the deformation groove of the center buffer block is more easily compressed, the anti-collision beam is allowed to deflect relative to the connecting seat (vertical part) of the center buffer block, thus guiding the positive impact force on the battery pack to one side, avoiding the impact force from concentrating in the center of the battery pack, and contributing some energy absorption when the center buffer block is compressed as a whole (including the compression at the deformation groove location).

[0073] The articulated and flexible design of the center buffer ensures the stability of the entire system and the rational distribution of force flow in the event of a unilateral impact, avoiding local overload failure. Even if the obstacle is exactly on the center line of the battery module, the curved anti-collision section will inevitably cause the obstacle coming from the front to slide towards the beam on one side. Once the obstacle slides to the beam, the fatal frontal impact force is transformed into a guiding force that causes the obstacle to slide laterally, guiding the obstacle away from the projection area of ​​the battery module, thus forming a unilateral impact situation, which is completely consistent with the process of a side collision. Therefore, by guiding the "point of impact" of the collision from the center to the side through the curved protrusion, the entire multi-stage lateral buffer system is activated.

[0074] This invention utilizes an inclined arrangement of the anti-collision beam and a hinged design between the central buffer block and the anti-collision beam to generate a clear lateral force at the initial stage of collision, effectively guiding the obstacle to slip away. The central buffer block, through the directional deformation of the deformation groove and the central arrangement of the hinge point, ensures the symmetrical transmission of impact force and controllable energy absorption. The side buffers employ a precise match between the differential volume of the front and rear cavities and the distance of the spikes to achieve multi-level buffer control within a limited space. This not only significantly improves energy absorption efficiency and reduces the risk of damage to the battery module, but also enhances maintenance convenience through the modular and detachable design of the buffer anti-collision device.

[0075] The above description is merely a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

Claims

1. A multi-stage buffer-type power battery for new energy vehicles, characterized in that: The system includes an outer casing containing several battery packs. A buffer / collision protection device is installed at the front of the casing. The buffer / collision protection device includes a support base mounted on the casing, a collision beam in front of the support base, a central buffer between the collision beam and the support base, and side buffers symmetrically arranged on both sides of the central buffer. The collision beam includes a beam body with a forward-protruding collision protection section in the middle, and the beam body is inclined relative to the support base. The central buffer includes a central buffer block and a hinge seat. The central buffer block includes a main body with deformation grooves on both sides, and the hinge seat is embedded within it. The main body is hinged to the anti-collision part via a hinge shaft; the side buffer includes a front buffer block and a rear buffer block. The front buffer block includes a front platform part and a rearward protrusion part, and the rear buffer block includes a rear platform part and a forward protrusion part. The rearward protrusion part is provided corresponding to the rear platform part, and the forward protrusion part is provided corresponding to the front platform part. The forward protrusion part has a rear cavity, and the rearward protrusion part has a front cavity. The front platform part has a rear cavity needle, and the rear platform part has a front cavity needle. The minimum distance between the front cavity needle and the front cavity is greater than the minimum distance between the rear cavity needle and the rear cavity.

2. The multi-stage buffer-type power battery for new energy vehicles according to claim 1, characterized in that: The anti-collision part has an arc-shaped structure and projects from the front side of the shell to the rear side of the shell. The projection of the anti-collision part is within the projection range of the central buffer block.

3. The multi-stage buffer-type power battery for new energy vehicles according to claim 1, characterized in that: The front platform section has a front platform inner cavity that communicates with the front cavity, and the front platform inner cavity surrounds the rear cavity needle; the rear platform section has a rear platform inner cavity that communicates with the rear cavity, and the rear platform inner cavity surrounds the front cavity needle.

4. The multi-stage buffering new energy vehicle power battery according to claim 1, characterized in that: The tip of the posterior cavity needle points towards the posterior cavity, and the tip of the posterior cavity needle is located within the anterior plateau; the tip of the anterior cavity needle points towards the anterior cavity, and the tip of the anterior cavity needle is located within the posterior plateau.

5. The multi-stage buffering new energy vehicle power battery according to claim 1, characterized in that: The support base is detachably installed on the outer casing.

6. A multi-stage buffer-type power battery for new energy vehicles according to claim 1, characterized in that: The volume of the rearward protrusion is smaller than the volume of the forward protrusion, and the volume of the front cavity is smaller than or equal to the volume of the rear cavity.

7. A multi-stage buffer-type power battery for new energy vehicles according to claim 1, characterized in that: In the vertical direction, the beam is arranged at an angle of 5°-20° relative to the support, and the distance between the beam and the support gradually decreases from top to bottom. 8.The multi-stage buffering new energy vehicle power battery according to claim 1, characterized in that: The hinge seat is centrally located on the middle buffer block. 9.The multi-stage buffering new energy vehicle power battery according to claim 1, characterized in that: The deformation groove is a through groove, which extends from one side of the center of the middle buffer block to the rear of the middle buffer block.

10. The multi-stage buffer type new energy vehicle power battery according to any one of claims 1 to 9, characterized in that: The center of the anti-collision section is arranged correspondingly to the center of the middle buffer block.

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