A reversible anti-collision device for a collision cushion vehicle

Abstract

The application discloses a kind of overturnable anticollision devices for anticollision buffer car, belong to road safety protection equipment technical field;It includes: mobile buffer component, anticollision buffer component and electromagnetic damping component, mobile buffer component includes the trailer body that is arranged at anticollision buffer car tail interval relative to anticollision;Anticollision buffer component includes the anticollision buffer pad that can be automatically overturned, anticollision buffer pad is movably connected with trailer body;Electromagnetic damping component includes sliding connector and is arranged on anticollision buffer car electromagnetic damping unit, one end of sliding connector is connected with trailer body, the other end of sliding connector is slidably inserted in electromagnetic damping unit, electromagnetic damping unit can convert the impact kinetic energy acting on the trailer body into electrical energy through sliding connector, reversely enhance the damping capacity of the electromagnetic damping unit.The application can give driver safety protection, and can also protect the structural stability of anticollision buffer car.

Description

Technical Field

[0001] This invention relates to the field of road safety protection equipment technology, and in particular to a rollable anti-collision device for anti-collision buffer vehicles. Background Technology

[0002] Collision buffer vehicles are safety protection equipment used in road construction, road maintenance, traffic accident handling, and emergency rescue operations. They are typically parked or driven at low speed on the oncoming side of the work area to create a buffer zone between other vehicles and road workers, construction equipment, or accident vehicles. When a vehicle behind fails to brake in time and enters the work area, the collision buffer vehicle can absorb collision energy through the collision buffer structure located at the rear of the vehicle, thereby reducing the peak deceleration of the colliding vehicle and reducing the transmission of collision load to the road work area.

[0003] Existing crash buffer structures typically employ components such as aluminum alloy honeycomb, energy-absorbing frames, crushable shells, or multi-layered buffer materials. When a vehicle impacts the crash buffer structure, the structure undergoes plastic deformation through compression, bending, buckling, or fracture to absorb some of the vehicle's kinetic energy.

[0004] With the development of new energy vehicle technology, new energy crash buffer vehicles powered by battery packs are gradually being applied to road operation scenarios. In addition to performing road safety protection tasks, these new energy crash buffer vehicles can also use their onboard battery packs to provide power to lighting equipment, construction equipment, rescue equipment, or disabled vehicles.

[0005] Existing crash buffer devices are usually rigidly connected to crash buffer vehicles. When subjected to a rear-end collision, the collision energy is transferred to the crash buffer vehicle body in a short period of time, which can easily generate a large deceleration peak and deceleration change rate. This may not only cause a large inertial impact on the driver and passengers in the colliding vehicle, but may also have an adverse effect on the power battery pack and on-board electrical equipment of the new energy crash buffer vehicle. Summary of the Invention

[0006] In view of this, it is necessary to provide a rollable anti-collision device for anti-collision buffer vehicles to solve the problem of the lack of a rollable anti-collision device for anti-collision buffer vehicles in the market that can take into account both the characteristics of new energy anti-collision buffer vehicles and the anti-collision buffer requirements.

[0007] This invention provides a rollable anti-collision buffer device for vehicles, comprising: include: A mobile buffer assembly, the mobile buffer assembly comprising a trailer body spaced apart from the rear of the crash buffer vehicle; A collision buffer assembly, comprising an automatically flip-up collision buffer pad, the collision buffer pad being movably connected to the trailer body; An electromagnetic damping assembly includes a sliding connector and an electromagnetic damping unit mounted on a crash buffer vehicle. One end of the sliding connector is connected to the trailer body, and the other end of the sliding connector is slidably inserted into the electromagnetic damping unit. The electromagnetic damping unit can convert the impact kinetic energy acting on the trailer body into electrical energy through the sliding connector, thereby enhancing the damping capacity of the electromagnetic damping unit.

[0008] Furthermore, the electromagnetic damping unit includes an excitation generator set and a gear and rack pair. The excitation generator set is connected to the sliding connector through the gear and rack pair. The power output terminal of the excitation generator set is electrically connected to the excitation generation terminal of the excitation generator set to form a deceleration effect with the damping strength increasing first and then decreasing.

[0009] Furthermore, the electromagnetic damping assembly also includes an enclosing sleeve for defining the sliding connector, the sliding connector being movably inserted into the enclosing sleeve, and the trailer body being able to drive the sliding connector to move relative to the enclosing sleeve; the electromagnetic damping unit is connected to the enclosing sleeve to convert the kinetic energy of the sliding connector into electrical energy.

[0010] Furthermore, the length of the sliding connector exposed between the trailer body and the crash buffer vehicle is not less than half the length of the crash buffer vehicle's cargo compartment, in order to provide sufficient buffer distance.

[0011] Furthermore, the electromagnetic damping assembly also includes at least one guide unit, which includes a guide post connected to the trailer body and a guide block connected to the crash buffer vehicle, wherein the guide post is movably inserted into the guide block.

[0012] Furthermore, it also includes a hydraulic buffer assembly, which is disposed at the end of the crash buffer vehicle that is relatively close to the trailer body. The hydraulic buffer assembly can buffer and absorb the impact force between the trailer body and the crash buffer vehicle.

[0013] Furthermore, the anti-collision buffer pad includes a pre-contact pack, an elastic bend, and an energy-absorbing pack arranged in sequence, with both ends of the elastic bend connected to the pre-contact pack and the energy-absorbing pack, respectively.

[0014] Furthermore, the pre-contact package includes a first outer shell and a plurality of negative Poisson's ratio energy-absorbing blocks, which are stacked in the first outer shell.

[0015] Furthermore, the energy-absorbing pack includes a second outer shell and a honeycomb energy-absorbing body disposed in the second outer shell, wherein the honeycomb energy-absorbing body is filled with a buffer colloid.

[0016] Furthermore, the electromagnetic damping assembly also includes a locking unit, which includes a friction disc disposed relative to the electromagnetic damping unit and an electronic brake caliper. The electronic brake caliper is disposed on the friction disc for sliding locking of the electromagnetic damping unit and the sliding connector.

[0017] Compared with the prior art, the beneficial effects of the present invention are as follows: (1) A rollable anti-collision device for a crash buffer vehicle according to the present invention includes a movable buffer assembly, which comprises a trailer body spaced apart from the rear of the crash buffer vehicle. In a non-operating or driving state, the trailer body can be moved by the crash buffer vehicle. In the event of a rear-end collision, the rear-ending vehicle first impacts the trailer body, causing the trailer body to move towards the crash buffer vehicle, providing a considerable buffer distance and duration. This converts the enormous impact kinetic energy into a smooth damping force with a significantly reduced peak value and a significantly extended duration, achieving the purpose of protecting the safety and stability of the crash buffer vehicle's power battery.

[0018] (2) A rollable anti-collision device for a crash buffer vehicle according to the present invention is provided with an electromagnetic damping component. The electromagnetic damping component is used to convert the kinetic energy generated by the collision into electrical energy, and includes a sliding connector and an electromagnetic damping unit. The electromagnetic damping unit is fixedly installed on the crash buffer vehicle. One end of the sliding connector is fixedly connected to the trailer body, and the other end is slidably inserted into the electromagnetic damping unit. When the trailer body is impacted and moves, it drives the sliding connector to move together. The electromagnetic damping unit then converts the kinetic energy of the sliding connector into electrical energy to form a damping force opposite to the direction of movement of the sliding connector. The reverse acceleration generated by the damping force can continuously decrease as the kinetic energy decreases. As the speed of the trailer and the colliding vehicle decreases, the absolute value of the deceleration decreases accordingly. The damping force generated by the electromagnetic damping unit decreases accordingly, so that the vehicle consumes the impact kinetic energy with a large deceleration in the initial stage of the collision and gradually stops with a small deceleration in the later stage of the collision. This reduces the rate of change of deceleration and the impact load at the end of the buffer stroke, improves the smoothness of the deceleration process, and reduces the inertial impact on the driver, the colliding vehicle, the crash buffer vehicle, and the on-board equipment.

[0019] (3) The present invention provides a rollable anti-collision device for a collision buffer vehicle, wherein the electromagnetic damping unit can actively enhance its own excitation magnetic field using the electrical energy generated during the collision, thereby strengthening the electromagnetic damping characteristics that originally varied with speed, and achieving self-reinforcing damping that matches the collision speed and energy level. Compared with the prior art, based on the original electromagnetic damping, the damping response amplitude is improved by the self-powered excitation enhancement method, so that the electromagnetic damping force exhibits a more obvious nonlinear enhancement characteristic as the speed of the trailer changes. Attached Figure Description

[0020] The accompanying drawings, which are included to provide a further understanding of the invention and form part of this application, illustrate exemplary embodiments of the invention and, together with their description, serve to explain the invention and do not constitute an undue limitation thereof. In the drawings: Figure 1 This is a schematic diagram of the overall structure of the present invention; Figure 2 This is a schematic diagram of the anti-collision buffer assembly in this invention; Figure 3 This is a schematic diagram of the electromagnetic damping unit in this invention; Figure 4 This is a schematic diagram of the excitation generator set in this invention; Figure 5 This is a schematic diagram of the anti-collision buffer pad in this invention. Figure 1 ; Figure 6 This is a schematic diagram of the anti-collision buffer pad in this invention. Figure 2 .

[0021] In the diagram, 100 is the mobile buffer assembly; 110 is the trailer body. 200. Anti-collision buffer assembly; 210. Anti-collision buffer pad; 211. Pre-contact package; 211a. First outer shell; 211b. Negative Poisson's ratio energy-absorbing block; 212. Flexible bend tube; 213. Energy-absorbing package; 213a. Second outer shell; 213b. Honeycomb energy absorber; 220. Flip unit; 300. Electromagnetic damping assembly; 310. Sliding connector; 320. Electromagnetic damping unit; 321. Excitation generator set; 321a. First excitation winding; 321b. First excitation winding; 321c. Rectifier unit; 322. Gear and rack pair; 323. Gearbox; 330. Enclosing sleeve; 340. Guide unit; 341. Guide post; 342. Guide block; 350. Locking unit; 351. Friction disc; 352. Electronic brake caliper; 400. Hydraulic buffer assembly; 500. Collision buffer vehicle. Detailed Implementation

[0022] Preferred embodiments of the present invention will now be described in detail with reference to the accompanying drawings, which form part of this application and are used together with the embodiments of the present invention to illustrate the principles of the present invention, but are not intended to limit the scope of the present invention.

[0023] This embodiment discloses a rollable anti-collision device for a crash buffer vehicle, relating to the field of road safety protection equipment technology. A trailer body 110 and a crash buffer vehicle 500 are spaced apart, and the trailer body 110 can move relative to the crash buffer vehicle 500 via a sliding connector 310. This allows the trailer body 110 to have a buffer stroke that moves along the collision direction after a collision with the crash buffer pad 210. The trailer body 110 can prolong the duration of the collision load and reduce the peak deceleration caused by the direct transfer of collision energy to the crash buffer vehicle 500, thus providing safety protection for the driver and protecting the structural stability of the crash buffer vehicle 500.

[0024] Please see Figures 1 to 6 This embodiment discloses a rollable anti-collision device for a crash buffer vehicle, comprising: a movable buffer assembly 100, an anti-collision buffer assembly 200, and an electromagnetic damping assembly 300. The movable buffer assembly 100 includes a trailer body 110, which is spaced apart from the rear of the crash buffer vehicle 500. In non-operating or driving states, the trailer body 110 can be moved by the crash buffer vehicle 500. In the event of a rear-end collision, the rear-ending vehicle first impacts the trailer body 110, causing it to move towards the crash buffer vehicle 500. This provides a relative buffer distance and duration, converting the enormous impact kinetic energy into a smoother damping force with a significantly reduced peak value and extended duration, thereby protecting the safety and stability of the driver and the power battery of the crash buffer vehicle 500.

[0025] The anti-collision buffer assembly 200 includes an automatically flip-up anti-collision buffer pad 210, which is movably connected to the trailer body 110. In the working state, the anti-collision buffer pad 210 can be flipped to the unfolded position to provide the maximum buffer protection area; in the driving or transport state, the anti-collision buffer pad 210 can be flipped to the stowed position to reduce the overall vehicle length.

[0026] The electromagnetic damping assembly 300 converts the kinetic energy generated by a collision into electrical energy. It includes a sliding connector 310 and an electromagnetic damping unit 320. The electromagnetic damping unit 320 is fixedly mounted on the crash buffer vehicle 500. One end of the sliding connector 310 is fixedly connected to the trailer body 110, and the other end is slidably inserted into the electromagnetic damping unit 320. When the trailer body 110 is impacted and moves, it drives the sliding connector 310 to move as well. The electromagnetic damping unit 320 then converts the kinetic energy of the sliding connector 310 into electrical energy, generating a damping force opposite to the direction of movement of the sliding connector 310. The reverse acceleration generated by the damping force can continuously decrease as the kinetic energy decreases. As the speed of the trailer body 110 and the colliding vehicle decreases, the damping force generated by the electromagnetic damping unit 320 decreases accordingly. This allows the vehicle to consume the impact kinetic energy with a large deceleration in the initial stage of the collision and gradually stop with a small deceleration in the later stage of the collision. This reduces the rate of change of deceleration and the impact load at the end of the buffer stroke, improves the smoothness of the deceleration process, and reduces the inertial impact on the driver, the colliding vehicle, the anti-collision buffer vehicle 500, and the on-board equipment.

[0027] The electromagnetic damping unit 320 can actively enhance its own excitation magnetic field using the electrical energy generated during the collision, thereby strengthening the electromagnetic damping characteristics that originally varied with speed and achieving self-reinforcing damping that matches the collision speed and energy level. Compared with existing technologies, based on the original electromagnetic damping, the damping response amplitude is improved through self-powered excitation enhancement, making the electromagnetic damping force exhibit a more obvious nonlinear enhancement characteristic as the trailer body 110 moves.

[0028] In practical applications, the anti-collision buffer vehicle 500 drives to the rear of the work area and flips the anti-collision buffer pad 210 from a vertical storage state to a horizontal working state.

[0029] When the crash buffer vehicle 500 is impacted: the vehicle impacts the crash buffer pad 210 on the trailer body 110. The impact force pushes the trailer body 110 and the connected sliding connector 310 towards the vehicle body, directly driving the electromagnetic damping unit 320 to work, continuously converting the huge kinetic energy into current for primary energy absorption. The remaining collision load is transferred to the trailer body 110, causing it to move towards the crash buffer vehicle 500. The trailer body 110 drives the sliding connector 310 to move relative to the electromagnetic damping unit 320. The electromagnetic damping unit 320 converts part of the kinetic energy of the sliding connector 310 into electrical energy. The electrical energy acts in the opposite direction on itself, causing the excitation system to generate a stronger magnetic field, thereby increasing the back electromotive force and the back electromagnetic torque, which in turn enhances the damping force of the electromagnetic damping unit 320, forming a self-reinforcing electromagnetic damping characteristic based on the motion speed, achieving positive feedback regulation of the reverse acceleration.

[0030] In some embodiments, please refer to Figures 1 to 4 The electromagnetic damping unit 320 includes an excitation generator set 321 and a rack and pinion pair 322. The rack and pinion pair 322 is disposed between the excitation generator set 321 and the sliding connector 310. The rack and pinion pair 322 can act on the excitation generator set 321, converting the linear motion from the sliding connector 310 into the rotational motion of the excitation generator set 321. During rotation, the excitation generator set 321 generates electrical energy and feeds most of the output electrical energy back to the excitation generation end. The strong excitation magnetic field and the electromagnetic braking torque of the generator set are synchronously adjusted according to the change of rotational speed.

[0031] In the initial stage of the collision, the trailer body 110 and the sliding connector 310 move at relatively high speeds, resulting in correspondingly high gear speeds and rotor speeds of the excitation generator set 321. This allows the excitation generator set 321 to generate relatively large electromagnetic damping. As the collision energy gradually dissipates, the moving speed of the sliding connector 310 decreases, and the output and damping effect of the excitation generator set 321 decrease accordingly, thus creating a deceleration process where the damping strength is initially high and then decreases. This deceleration process is beneficial for rapidly dissipating kinetic energy in the initial stage of the collision and reducing the rigid impact caused by excessively high damping force in the final stage of the collision.

[0032] In practical implementation, the gear and rack pair 322 may include a rack portion disposed on the sliding connector 310 and a gear meshing with the rack portion. The rack portion may be integrally formed with the sliding connector 310, or it may be fixed to the sliding connector 310 by fasteners, welding structures, or embedding structures. The gear may be directly mounted on the rotating shaft of the excitation generator set 321, or it may be connected to the excitation generator set 321 through a speed-increasing gear set, coupling, or drive shaft.

[0033] A rectifier module 321c can be installed between the power output terminal and the excitation generation terminal of the excitation generator set 321. The rectifier module 321c can rectify the output AC power and input it into the excitation winding, so that the excitation current changes with the power generation output.

[0034] The excitation generator set 321 has a first excitation winding 321a and a second excitation winding 321b. The first excitation winding 321a is directly electrically connected to the power battery pack of the crash buffer vehicle 500 through a circuit, providing the initial excitation magnetic field. When the sliding connector 310 starts to move and drives the excitation generator set 321 to generate electricity, the electrical energy generated by the excitation generator set 321 is delivered to the second excitation winding 321b to enhance the excitation magnetic field and simultaneously enhance the electromagnetic damping. At the same time, excess electrical energy can be input into the energy-consuming resistor, energy storage device, or auxiliary power system of the crash buffer vehicle 500.

[0035] The damping characteristics of traditional mechanical damping structures are mainly determined by spring stiffness, friction coefficient, or orifice size, and are usually difficult to adjust automatically according to slip velocity during a collision. This solution, through the electrical connection between the power generation output and the excitation input, enables the damping capacity of the excitation generator set 321 to vary with its own rotational speed and electrical energy output, thereby forming a damping process with speed-dependent characteristics.

[0036] The rack and pinion pair 322 can continuously convert a long linear buffer stroke into rotary motion, which is more suitable for the longitudinal movement of the trailer body 110 relative to the crash buffer vehicle 500 compared to directly using a short-stroke rotary buffer. The excitation generator set 321 completes the conversion of mechanical energy into electrical energy while generating braking torque, which can reduce the degree to which collision energy is released entirely in the form of material damage or frictional heat.

[0037] The damping strength changes from large to small, which can also take into account the need for rapid deceleration in the initial stage of the collision and the need for smooth stopping in the later stage of the collision.

[0038] In practical applications, when the trailer body 110 is impacted and moves toward the crash buffer vehicle 500, the rack portion on the sliding connector 310 moves accordingly. The rack portion drives the gear meshing with it to rotate, and the gear directly or through the transmission mechanism drives the rotor of the excitation generator set 321 to rotate.

[0039] The rotor of the excitation generator set 321 cuts the magnetic field and generates electrical energy. The output electrical energy is rectified, voltage regulated, or current limited before being input to the excitation generator terminal. After the excitation current is enhanced, the magnetic field strength inside the excitation generator set 321 increases, and the electromagnetic braking torque on the rotor increases. This braking torque acts in the opposite direction on the sliding connector 310 through the gear and rack pair 322, thereby suppressing the movement of the trailer body 110.

[0040] As the sliding connection 310 moves at a lower speed, the rotational speed of the gears and rotor decreases, the electrical energy output of the excitation generator set 321 decreases, the electrical energy fed back to the excitation generator end decreases accordingly, and the electromagnetic damping force gradually decreases, causing the trailer body 110 to decelerate smoothly in the latter part of the buffer stroke.

[0041] It should be added that the first excitation winding 321a, which is electrically connected to the power battery pack of the crash buffer vehicle 500 through the controller, can adjust the initial magnetic field strength of the excitation generator set 321 to form a semi-active or active damper whose damping force can be actively adjusted according to the working conditions.

[0042] When the 500 anti-collision buffer vehicle is in operational alert mode, if the radar at the rear of the vehicle detects a potential rear-end collision, the system can instantly increase the excitation current within milliseconds, switching the damping force to the maximum alert state to prepare for an impact. This single system simultaneously ensures both driving comfort and operational safety.

[0043] Crash protection vehicles may face different scenarios: sometimes low-speed operation on urban roads, such as protection requirements at 30 km / h; sometimes high-speed operation on highways, such as protection requirements at 100 km / h. The energy absorption characteristics of traditional crash pads are fixed. However, with excitation regulation, the driver only needs to switch modes inside the vehicle, and the controller can output different initial excitation current references, allowing the same vehicle and the same set of equipment to match completely different protection level requirements.

[0044] Please see Figure 2 The electromagnetic damping assembly 300 also includes an enclosing sleeve 330, in which a sliding connector 310 is movably inserted. The enclosing sleeve 330 limits the movement trajectory of the sliding connector 310, guiding its motion and ensuring efficient and stable energy conversion. The enclosing sleeve 330 not only provides a precise mounting reference for the electromagnetic damping unit 320 but also protects internal moving parts from external dust and impact debris, improving the system's reliability and lifespan under harsh conditions.

[0045] In practical implementation, the enclosing sleeve 330 is a cylindrical shell made of high-strength metal or composite materials, with one end connected to the chassis of the crash buffer vehicle 500 via a flange. Its inner wall can be fitted with low-friction linear bearings or wear-resistant bushings.

[0046] The sliding connector 310 is a precision-machined cylindrical piston rod, with one end extending out of the sleeve and connecting to the trailer body 110, and the other end moving within the sleeve. A sealed cavity can be formed within the sleeve, filled with inert gas or lubricating oil to aid in heat dissipation and lubrication.

[0047] The enclosed sleeve 330 in this solution provides an integrated guidance and protection solution. The enclosed sleeve 330 can effectively prevent problems such as bending and jamming of the sliding rod caused by force eccentricity during impact deformation, ensuring that the electromagnetic damping unit 320, whether it is the coil or the gear rack, always works in the correct relative position, thus improving the stability of energy conversion efficiency.

[0048] Upon impact, the trailer body 110 pushes the sliding connector 310, causing it to slide linearly with high precision along a single axis under the strict constraint of the enclosing sleeve 330. This smooth linear motion ensures uniform magnetic field gaps or precise gear meshing of the integrated electromagnetic damping unit 320, thereby generating stable and predictable damping force and current output. Routine maintenance can be performed through the oil filling hole and observation window on the enclosing sleeve 330.

[0049] As a supplementary implementation, a speed-increasing gearbox 323 can be installed between the excitation generator set 321 and the gear. The gear at the input end meshes with the rack and pinion, and the output end is connected to the generator main shaft. This can increase the lower impact sliding speed to the high speed required by the generator.

[0050] The technology of the rack and pinion exciter generator set 321 is very mature, with highly standardized components that are easy to procure and maintain. Its power-to-electricity conversion characteristics can be precisely designed through gear ratios to provide stronger and more linear damping forces, making it suitable for scenarios requiring strong buffering and high power generation.

[0051] In practical applications, when the impact push rod moves, its rack drives the gears in the gearbox to rotate at high speed. The gearbox transmits power to the rotor of the excitation generator set 321. The rotating rotor cuts magnetic field lines and outputs three-phase alternating current. The entire system is equivalent to a linear, impact-driven "power station".

[0052] In some embodiments, please refer to Figure 2 The electromagnetic damping assembly 300 also includes at least one guide unit 340. The guide unit 340 includes a guide post 341 connected to the trailer body 110 and a guide block 342 connected to the crash buffer vehicle 500. The guide post 341 is movably inserted into the guide block 342, forming a parallel guide structure between them. This structure can distribute radial and torsional moments, preventing all loads from concentrating on the central sliding connector 310. This ensures uniform force distribution and smooth movement throughout the system, significantly improving its resistance to lateral impacts and off-center loads, and protecting the core electromagnetic damping unit 320.

[0053] In the specific implementation process, a set of guide units 340 is set on each of the left and right sides of the trailer body 110. One end of the robust chrome-plated guide post 341 is fixed to the trailer body 110, and the other end slides through the guide block 342 fixed to the frame. The guide block 342 contains a self-lubricating copper sleeve or linear bearing. The axis of the guide post 341 is strictly parallel to the axis of the central sliding connector 310.

[0054] This design uses multiple guide units 340 to form a statically determinate or statically indeterminate support structure. In the event of a diagonal rear-end collision, the enormous lateral force is borne by the guide posts 341 and guide blocks 342 on both sides, while the central sliding connector 310 only bears the pure axial force, keeping the internal electromagnetic gap constant to prevent scratch damage and ensure the integrity of function and safety.

[0055] During the impact and buffering process, regardless of the direction of the impact force, the trailer body 110 is constrained by two or more guide pillars 341 and can only move in a straight line defined by the guide block 342. This ensures that the rear anti-collision buffer pad 210 is always facing the impact direction, and also ensures that the central sliding connector 310 moves in a pure straight line in the electromagnetic damping unit 320 without jamming.

[0056] In some embodiments, please refer to Figure 1 A rollable anti-collision device for a crash buffer vehicle also includes a hydraulic buffer assembly 400, which is disposed at one end of the crash buffer vehicle 500 that is relatively close to the trailer body 110. The hydraulic buffer assembly 400 can buffer and absorb the impact force between the trailer body 110 and the crash buffer vehicle 500.

[0057] The hydraulic buffer assembly 400 and the electromagnetic damping assembly 300 together form a two-stage electromagnetic-hydraulic composite buffer mechanism. The electromagnetic damping is responsible for efficient energy recovery, while the hydraulic buffer acts as an end-effector mechanical hard stop and ultimate energy absorption. The combination of the two ensures reliable end-effector protection under any extreme operating conditions, avoiding hard contact.

[0058] In the specific implementation process, one or two sets of long-stroke hydraulic buffer cylinders are installed at the end of the stroke of the electromagnetic damping unit 320, between the vehicle body and the trailer body 110. The piston rod end of the buffer cylinder has a buffer head, which will first contact and compress the hydraulic buffer cylinder when the sliding stroke of the trailer body 110 approaches its limit.

[0059] The hydraulic buffer assembly 400 in this solution provides a steep increase in strong nonlinear damping force at the end of the stroke, reliably absorbing the last residual kinetic energy. This can prevent the trailer body 110 from having a rigid collision with the crash buffer vehicle 500, forming a soft-hard energy absorption curve, and providing ultimate protection for the battery and passenger compartment.

[0060] Within the normal operating range, the electromagnetic damping unit 320 acts first. When the impact energy is extremely high and the sliding connector 310 approaches its maximum stroke, the trailer body 110 contacts the piston rod of the hydraulic buffer assembly 400. The piston rod is pressed into the cylinder, forcing the internal hydraulic oil to throttle through a small damping orifice, generating a large amount of heat and damping force, dissipating the final impact kinetic energy, and ultimately bringing the trailer body 110 to a smooth stop without a rigid impact.

[0061] In some embodiments, please refer to Figure 5 and Figure 6The anti-collision buffer pad 210 includes a pre-contact pack 211, an elastic bend 212, and an energy-absorbing pack 213 arranged sequentially. The two ends of the elastic bend 212 are connected to the pre-contact pack 211 and the energy-absorbing pack 213, respectively. The anti-collision buffer pad 210 constructs a graded, sequential energy-absorbing buffer structure. The pre-contact pack 211, the elastic bend 212, and the energy-absorbing pack 213 function sequentially, serving to buffer and absorb energy and guide the direction of movement of the colliding vehicle. This achieves the orderly transmission and gradual dissipation of the collision force, avoiding the drawbacks of a single energy-absorbing block collapsing at once, resulting in higher energy absorption efficiency.

[0062] In practical implementation, the anti-collision buffer pad 210, viewed from back to front, is sequentially equipped with a pre-contact pack 211, an elastic bend 212, and an energy-absorbing pack 213. The last part is the pre-contact pack 211, which is used for initial contact; the middle part is one or more pairs of high-strength elastic bends 212, such as bow-shaped or S-shaped, which can withstand large deformations and rebound; the front part is a larger energy-absorbing pack 213 connected to the trailer body 110.

[0063] This solution employs a multi-stage, modular buffer structure. After the electromagnetic damping component 300 dissipates some of the collision energy, the pre-contact pack 211, the elastic bend 212, and the energy-absorbing pack 213 take effect sequentially. For collisions of varying intensities, the pre-contact pack 211, the elastic bend 212, and the energy-absorbing pack 213 suffer different degrees of damage, eliminating the need to replace the entire anti-collision buffer pad 210 each time; only the damaged parts need to be replaced.

[0064] When facing a severe collision, the impact force can be transmitted from back to front sequentially, guiding the impact force to the energy-absorbing pack 213 at the rear, allowing it to be fully compressed and absorbed, thus solving the problem of incomplete energy absorption caused by the impact force being concentrated at the front end, which prevents the rear energy-absorbing structure from participating in the work.

[0065] In practical applications, during low-speed, minor impacts, the pre-contact pack 211 and / or the elastic bend 212 collapse or undergo elastic deformation, absorbing energy and automatically returning to their original shape. During high-speed, severe rear-end collisions, the pre-contact pack 211 collapses first, followed by the elastic bend 212, which begins to plastically bend and may break. While further consuming energy, it transfers the majority of the remaining impact force to the energy-absorbing pack 213 behind it, causing it to collapse and absorb energy. The entire process is hierarchical and orderly.

[0066] In some embodiments, please refer to Figure 6 The pre-contact package 211 includes a first outer shell 211a and a plurality of negative Poisson's ratio energy-absorbing blocks 211b. The negative Poisson's ratio energy-absorbing blocks 211b are stacked in the first outer shell 211a. The negative Poisson's ratio material will shrink and gather towards the stress point, so that the density and strength of the contact area are automatically enhanced, effectively resisting puncture and local crushing, while providing a high specific energy absorption effect.

[0067] Meanwhile, multiple negative Poisson's ratio energy-absorbing blocks 211b are stacked together, allowing for repeated recycling of negative Poisson's ratio energy-absorbing blocks 211b that have not been collided with, thus achieving resource recycling and reuse.

[0068] In the specific implementation process, the first outer shell 211a is a lightweight, high-strength plastic or thin metal shell, and the interior is tightly filled with multiple negative Poisson's ratio energy-absorbing blocks 211b. These blocks can be made of three-dimensional printed parts or foam metal with microstructures such as concave hexagons and double arrows.

[0069] Traditional energy-absorbing materials such as aluminum foam have a positive Poisson's ratio. When compressed, they flow outwards, becoming less dense at the point of impact and easily punctured by sharp objects. In contrast, the negative Poisson's ratio energy-absorbing block 211b in this solution is able to "become stronger when subjected to strong forces," forming a dense protective area at the point of impact. This effectively copes with various complex and non-planar impacts, significantly improving energy absorption efficiency and safety during the first contact.

[0070] When the front of the vehicle involved in the accident is struck by a sharp object such as a tow hook, the negative Poisson's ratio energy-absorbing block 211b in the contact area senses the pressure. Its microstructure contracts inward, causing a sharp increase in local density and modulus, forming a resistance zone. At the same time, its entire structure undergoes plastic collapse, efficiently absorbing the first wave of peak impact energy.

[0071] In some embodiments, please continue reading Figure 6 The energy-absorbing pack 213 includes a second outer shell 213a and a honeycomb energy absorber 213b disposed within the second outer shell 213a, the honeycomb energy absorber 213b being filled with a buffer colloid. The energy-absorbing pack 213 combines the high axial strength and guided collapse characteristics of the honeycomb structure with the viscoelastic energy dissipation of the buffer colloid. This solid-liquid synergistic energy absorption mechanism can improve the energy absorption capacity per unit volume and the stability of energy absorption, serving as a final stage of buffering to handle large energy loads.

[0072] When subjected to pressure, the hollow metal thin-walled honeycomb structure is prone to sudden lateral instability, much like a slender rod, resulting in significant fluctuations in the energy absorption curve. A buffer colloid with appropriate viscosity and filling amount can provide lateral support to the honeycomb wall, guiding it to collapse steadily in a layer-by-layer manner, thus smoothing the energy absorption curve and improving the energy absorption efficiency per unit weight.

[0073] In practical implementation, the second outer shell 213a is an aluminum alloy or fiberglass shell, with a honeycomb aluminum energy absorber inside. The honeycomb pores are completely or partially filled with a buffer colloid, such as liquid silicone rubber, polyurethane elastomer, or shear thickening fluid. The two ends of the honeycomb aluminum energy absorber are open relative to each other, allowing the buffer colloid to overflow from both ends under pressure. As the colloid moves along the honeycomb pore walls and is extruded from the pores, it undergoes shear friction with the metal wall surface, generating viscous heat dissipation. This flow resistance increases with increasing flow velocity, making it suitable for energy dissipation under high-speed impacts.

[0074] Isolated hollow honeycomb cells are prone to instability upon crushing, resulting in significant fluctuations in their energy absorption curves. Filling with a buffer colloid provides lateral support to the honeycomb walls, preventing premature buckling and making the crushing process more stable and energy absorption smoother. Simultaneously, the viscous flow and compression of the colloid itself dissipate energy, achieving synergistic energy absorption between the honeycomb structure and the buffer colloid, particularly effective in suppressing peak loads under high-speed impacts.

[0075] When the impact energy is transferred to the energy-absorbing pack 213, the honeycomb energy absorber 213b begins to collapse layer by layer along the axial direction. The buffer colloid inside its pores is compressed, which dissipates energy through viscous resistance on the one hand, and provides uniform internal support on the other hand, guiding the honeycomb to collapse in a stable mode, converting the impact kinetic energy into the thermal energy of the colloid and the plastic deformation energy of the honeycomb.

[0076] In some embodiments, please refer to Figure 1 and Figure 2 The anti-collision buffer assembly 200 also includes a flipping unit 220. The anti-collision buffer pad 210 is connected to the trailer body 110 through the flipping unit 220, which enables rapid and automatic switching between the working state and the driving state of the buffer pad. The switching between different states can solve the problem of large buffer pads affecting vehicle passability and driving safety, and make its angle adjustable to adapt to road surfaces with different slopes, ensuring that the buffer pad withstands impacts at an appropriate angle.

[0077] In practice, the flipping unit 220 is an electric push rod mechanism, with one end hinged to the trailer body 110 and the other end hinged to the anti-collision buffer pad 210, forming a triangular linkage mechanism. A predetermined angle of flipping can be achieved through controller operation.

[0078] In practical applications, the flip unit 220 has two working states: unfolded and folded.

[0079] When deployed: Before operation, the driver presses the control button in the cab, and the hydraulic cylinder or electric push rod of the tilting unit 220 extends, pushing the anti-collision buffer pad 210 to tilt downward around the pivot on the trailer body 110 until it is parallel to the ground, or adjusted to a preset angle according to the road slope, and is in working condition.

[0080] When storing: After the operation is completed, reverse the operation, the power unit retracts, the anti-collision buffer pad 210 is flipped upward and put up to a vertical position, and locked by the locking mechanism, and the whole vehicle can resume normal driving.

[0081] In some embodiments, please refer to Figure 1 and Figure 2The electromagnetic damping assembly 300 also includes a locking unit 350. The locking unit 350 includes a friction disc 351 positioned relative to the electromagnetic damping unit 320 and an electronic brake caliper 352. The electronic brake caliper 352 is mounted on the friction disc 351. The friction disc 351 and the electronic brake caliper 352 allow the electronic brake caliper 352 to clamp the friction disc 351, thereby restricting the rotation of the rotating components in the electromagnetic damping unit 320. Since the electromagnetic damping unit 320 is connected to the sliding connector 310, the movement of the sliding connector 310 relative to the electromagnetic damping unit 320 is restricted after the rotating components are restricted, thus locking the relative position between the trailer body 110 and the crash buffer 500. The locking unit 350 can maintain the position of the trailer body 110 during vehicle relocation, parking, maintenance, crash buffer 210 flipping, or after a collision buffering event, reducing the possibility of unexpected movement of the trailer body 110 due to road slope, vehicle vibration, or external thrust.

[0082] In practical implementation, the friction disc 351 can be coaxially fixed with the rotating shaft, gear shaft, or intermediate shaft connected to the gear transmission of the excitation generator set 321. The electronic brake caliper 352 can be fixedly installed on the housing, enclosing sleeve 330, or mounting bracket of the anti-collision buffer vehicle 500 of the electromagnetic damping unit 320, and is positioned corresponding to the edge of the friction disc 351. The electronic brake caliper 352 can adopt a power-on clamping and power-off release form, or a power-off clamping and power-on release power-loss protection form. The vehicle controller can be connected to the electronic brake caliper 352 and control the electronic brake caliper 352 according to the vehicle status, the position of the anti-collision buffer pad 210, the collision detection signal, and the operation command.

[0083] The vehicle controller applies an adjustable braking force to the friction disc 351 by controlling the clamping force of the electronic brake caliper 352, thereby assisting the electromagnetic damping unit 320 in reducing the moving speed of the sliding connector 310.

[0084] The electromagnetic damping unit 320 mainly generates damping effect when the sliding connector 310 is in motion, and it is difficult to maintain the stationary position of the trailer body 110 for a long time by relying solely on electromagnetic damping. The locking unit 350 uses a friction disc 351 and an electronic brake caliper 352 for mechanical braking, which can maintain the position of the sliding connector 310 after it stops.

[0085] Compared to directly providing pin holes on the sliding connector 310, the friction disc 351 and the electronic brake caliper 352 do not require the sliding connector 310 to move to a specific hole position for locking, and can be locked in different positions within the allowable range.

[0086] In practical applications, when the crash buffer vehicle 500 is being moved normally or the crash buffer pad 210 is in a retracted state, the electronic brake caliper 352 clamps the friction disc 351, preventing the shaft or gear of the excitation generator set 321 from rotating. The gear, through the gear rack pair 322, restricts the movement of the sliding connector 310, thereby maintaining a predetermined distance between the trailer body 110 and the crash buffer vehicle 500.

[0087] After the crash buffer vehicle 500 enters the road operation state and the crash buffer pad 210 flips to the working position, the on-board controller controls the electronic brake caliper 352 to release the friction disc 351, enabling the sliding connector 310 to move. In the event of a collision, the friction disc 351 rotates with the excitation generator set 321 or gears, and the electromagnetic damping unit 320 provides damping to the sliding connector 310.

[0088] After the collision, the on-board controller, based on signals from the collision detection, speed detection, or displacement detection devices, controls the electronic brake caliper 352 to re-clamp the friction disc 351 to maintain the current position of the trailer body 110. Upon completion of the on-site inspection and preparation for reset, the electronic brake caliper 352 releases again, and the reset mechanism drives the sliding connector 310 and the trailer body 110 back to their initial positions. Subsequently, the electronic brake caliper 352 re-locks.

[0089] Working principle: When the crash buffer vehicle 500 is involved in a rear-end collision, its energy handling mechanism is as follows: The front-end anti-collision buffer pad 210 absorbs the initial high-rigidity impact through the plastic deformation of the material and the viscous flow of the colloidal substance, and the remaining kinetic energy is converted into effective work to propel the trailer body 110.

[0090] As the anti-collision buffer pad 210 collapses, the electromagnetic damping component 300 recovers the remaining kinetic energy transmitted from it. By converting the long-stroke retraction motion of the trailer body 110 into continuous electrical energy, the electrical energy acts on the second set of excitation coils, causing the magnetic field strength of the excitation generator set 321 to change synchronously with the speed. As the collision energy is gradually released, the moving speed of the sliding connector 310 decreases, and the output and damping effect of the excitation generator set 321 decrease accordingly, thus forming a deceleration process with high damping strength followed by low damping strength. This transforms the rigid collision into a controllable buffering and braking energy recovery process, thereby improving the safety of the anti-collision buffer vehicle 500.

[0091] After a collision, only the pre-contact pack 211 needs to be replaced depending on the damage, reducing maintenance costs; at the same time, it can extend the release time of impact kinetic energy, reduce the peak impact, and protect the safety and stability of the internal power battery of the crash buffer vehicle 500.

[0092] The above description is only a preferred embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any changes or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in the present invention should be included within the scope of the present invention.

Claims

1. A rollable anti-collision buffer device for vehicles, characterized in that, include: A mobile buffer assembly, the mobile buffer assembly comprising a trailer body spaced apart from the rear of the crash buffer vehicle; A collision buffer assembly, comprising an automatically flip-up collision buffer pad, the collision buffer pad being movably connected to the trailer body; An electromagnetic damping assembly includes a sliding connector and an electromagnetic damping unit mounted on a crash buffer vehicle. One end of the sliding connector is connected to the trailer body, and the other end of the sliding connector is slidably inserted into the electromagnetic damping unit. The electromagnetic damping unit can convert the impact kinetic energy acting on the trailer body into electrical energy through the sliding connector, thereby enhancing the damping capacity of the electromagnetic damping unit.

2. The anti-collision buffer vehicle rollaway anti-collision device according to claim 1, characterized in that, The electromagnetic damping unit includes an excitation generator set and a gear and rack pair. The excitation generator set is connected to the sliding connector through the gear and rack pair. The power output terminal of the excitation generator set is electrically connected to the excitation generation terminal of the excitation generator set to form a deceleration effect with the damping strength increasing first and then decreasing.

3. The anti-collision buffer vehicle rollaway anti-collision device according to claim 1, characterized in that, The electromagnetic damping assembly further includes an enclosing sleeve for defining the sliding connector, the sliding connector being movably inserted into the enclosing sleeve, and the trailer body being able to drive the sliding connector to move relative to the enclosing sleeve; the electromagnetic damping unit is connected to the enclosing sleeve to convert the kinetic energy of the sliding connector into electrical energy.

4. The anti-collision buffer vehicle rollaway anti-collision device according to claim 1, characterized in that, The length of the sliding connector exposed between the trailer body and the crash buffer vehicle is not less than half the length of the crash buffer vehicle's cargo compartment, in order to provide sufficient buffer distance.

5. A rollable anti-collision buffer device for vehicles according to any one of claims 1-4, characterized in that, The electromagnetic damping assembly further includes at least one guide unit, which includes a guide post connected to the trailer body and a guide block connected to the crash buffer vehicle, wherein the guide post is movably inserted into the guide block.

6. A rollable anti-collision buffer device for vehicles according to claim 1, characterized in that, It also includes a hydraulic buffer assembly, which is disposed at the end of the crash buffer vehicle that is relatively close to the trailer body. The hydraulic buffer assembly can buffer and absorb the impact force between the trailer body and the crash buffer vehicle.

7. A rollable anti-collision buffer device for vehicles according to claim 1, characterized in that, The anti-collision buffer pad includes a pre-contact pack, an elastic bend, and an energy-absorbing pack arranged in sequence, with the two ends of the elastic bend connected to the pre-contact pack and the energy-absorbing pack, respectively.

8. A rollable anti-collision buffer device for vehicles according to claim 7, characterized in that, The pre-contact package includes a first outer shell and a plurality of negative Poisson's ratio energy-absorbing blocks, which are stacked in the first outer shell.

9. A rollable anti-collision buffer device for vehicles according to claim 7, characterized in that, The energy-absorbing pack includes a second outer shell and a honeycomb energy-absorbing element disposed in the second outer shell, wherein the honeycomb energy-absorbing element is filled with a buffer colloid.

10. A rollable anti-collision buffer device for vehicles according to claim 7, characterized in that, The electromagnetic damping assembly further includes a locking unit, which includes a friction disc disposed relative to the electromagnetic damping unit and an electronic brake caliper. The electronic brake caliper is disposed on the friction disc for sliding locking of the electromagnetic damping unit and the sliding connector.

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