Bumper

Abstract

The utility model provides a bumper which comprises a bumper body, and the bumper body sequentially comprises a repairing layer, an energy absorption layer and a protection layer in the length direction of a vehicle. An energy absorption space is formed in the energy absorption layer, a plurality of energy absorption parts are arranged in the energy absorption space in the width direction of the vehicle, each energy absorption part sequentially comprises a first energy absorption area, a second energy absorption area and a third energy absorption area in the length direction of the vehicle, and the thicknesses of the side walls of the first energy absorption area, the second energy absorption area and the third energy absorption area are sequentially decreased. And the size of the internal accommodating space is gradually increased, so that the impact load transmitted to the vehicle body framework is effectively reduced, more balanced collision force distribution is provided for a passenger compartment, and the energy absorption effect is improved compared with a traditional single energy absorption structure.

Description

Technical Field

[0001] This utility model relates to the field of vehicle safety technology, and in particular to a bumper. Background Technology

[0002] As the first protective component in a vehicle collision, the bumper's energy absorption efficiency and structural design directly affect the safety of the vehicle and its occupants. Traditional bumpers mostly use a single metal or plastic structure, a design that exhibits certain limitations in collisions.

[0003] The insufficient energy absorption efficiency of traditional bumpers is mainly due to their single energy-absorbing structure. During a collision, traditional bumpers often exhibit a pattern of overall collapse, with the energy absorption process concentrated in a single phase, resulting in the inability to effectively disperse the peak impact force. Utility Model Content

[0004] Therefore, the purpose of this utility model is to provide a bumper to solve the problems mentioned above in the background art.

[0005] A bumper includes a bumper body, wherein the bumper body comprises, in sequence along the length of the vehicle, a repair layer, an energy-absorbing layer, and a protective layer;

[0006] The energy-absorbing layer has an energy-absorbing space inside, and multiple energy-absorbing components are arranged in the energy-absorbing space along the width direction of the vehicle. Each energy-absorbing component includes a first energy-absorbing area, a second energy-absorbing area, and a third energy-absorbing area in sequence along the length direction of the vehicle. The sidewall thickness of the first energy-absorbing area, the second energy-absorbing area, and the third energy-absorbing area decreases in sequence, and the size of their internal accommodating space increases in sequence.

[0007] Compared to existing technologies, the advantages of this application are as follows: By adopting a zoned design for the energy-absorbing components, the first, second, and third energy-absorbing zones form a gradient response mechanism with progressively decreasing rigidity and progressively increasing deformation through a gradual structure of decreasing sidewall thickness and increasing internal space. This mechanism dissipates collision energy in stages according to the velocity gradient: low-speed collisions achieve local elastic energy absorption, medium-speed collisions trigger local plastic deformation, and high-speed collisions activate the full-stroke crumple mechanism. This effectively reduces the impact load transmitted to the vehicle frame, provides a more balanced collision force distribution for the passenger compartment, and improves the energy absorption effect compared to traditional single energy-absorbing structures.

[0008] Furthermore, a first V-shaped pre-crease and a trigger ring groove surrounding the first energy-absorbing zone are provided on the outer wall of the first energy-absorbing zone.

[0009] Furthermore, a second V-shaped pre-fold is provided on the outer wall of the second energy-absorbing zone, and multiple reinforcing ribs are distributed circumferentially on the inner wall of the second energy-absorbing zone.

[0010] Furthermore, the cross-sections of the first, second, and third energy-absorbing regions are honeycomb-shaped, corrugated, or polygonal.

[0011] Furthermore, the sidewall thickness of the first energy-absorbing region is 0.9-0.11 mm, the second energy-absorbing region is 0.7-0.9 mm, and the third energy-absorbing region is 0.5-0.7 mm.

[0012] Furthermore, the repair layer includes a coating, a substrate layer, and a reinforcement layer stacked along the width direction of the vehicle, wherein the reinforcement layer is glass fiber reinforced polyurethane.

[0013] Furthermore, the protective layer is made of a silicone rubber composite material, and the silicone rubber composite material is doped with ceramic particles.

[0014] Furthermore, the bumper body has a first air intake and a second air intake in the middle, and headlight holes are provided on both sides of the bumper body. Attached Figure Description

[0015] Figure 1 This is a three-dimensional structural diagram of the bumper of this utility model;

[0016] Figure 2 This is a cross-sectional view of the bumper body of this utility model;

[0017] Figure 3 This is a partial structural diagram of the energy-absorbing layer of this utility model.

[0018] Key component symbols: 100, bumper body; 10, repair layer; 11, coating; 12, base layer; 13, reinforcement layer; 20, energy-absorbing layer; 21, energy-absorbing space; 22, energy-absorbing component; 221, first energy-absorbing zone; 222, second energy-absorbing zone; 223, third energy-absorbing zone; 224, first V-shaped pre-crease; 225, trigger ring groove; 226, second V-shaped pre-crease; 227, reinforcing rib; 30, protective layer; 40, first air intake; 50, second air intake; 60, headlight hole. Detailed Implementation

[0019] To facilitate understanding of this utility model, a more complete description will be given below with reference to the accompanying drawings. Several embodiments of this utility model are shown in the drawings. However, this utility model can be implemented in many different forms and is not limited to the embodiments described herein. Rather, these embodiments are provided so that the disclosure of this utility model will be more thorough and complete.

[0020] It should be noted that when a component is said to be "fixed to" another component, it can be directly on the other component or there may be an intervening component. When a component is said to be "connected to" another component, it can be directly connected to the other component or there may be an intervening component. The terms "vertical," "horizontal," "left," "right," and similar expressions used in this document are for illustrative purposes only.

[0021] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention pertains. The terminology used herein is for the purpose of describing particular embodiments only and is not intended to be limiting of the invention. The term "and / or" as used herein includes any and all combinations of one or more of the associated listed items.

[0022] Please see Figures 1 to 2 The image shows a bumper according to an embodiment of the present invention, comprising:

[0023] The bumper body 100 includes, along the length of the vehicle, a repair layer 10, an energy-absorbing layer 20, and a protective layer 30 in sequence.

[0024] The energy-absorbing layer 20 has an energy-absorbing space 21 inside. Multiple energy-absorbing components 22 are arranged in the energy-absorbing space 21 along the width direction of the vehicle. Each energy-absorbing component 22 includes a first energy-absorbing area 221, a second energy-absorbing area 222, and a third energy-absorbing area 223 along the length direction of the vehicle. The sidewall thickness of the first energy-absorbing area 221, the second energy-absorbing area 222, and the third energy-absorbing area 223 decreases sequentially, and the size of their internal accommodating space increases sequentially.

[0025] It is worth noting that by adopting a zoned design for the energy-absorbing component 22, the first energy-absorbing zone 221, the second energy-absorbing zone 222, and the third energy-absorbing zone 223 form a gradient response mechanism with progressively decreasing rigidity and progressively increasing deformation through a gradual structure of decreasing sidewall thickness and increasing internal space. In low-speed collision scenarios, the first energy-absorbing zone 221 of the thick-walled structure preferentially undergoes elastic deformation. Combined with the self-healing material properties of the surface repair layer 10, it can effectively absorb minor impact energy and significantly reduce maintenance costs.

[0026] For medium-to-high-speed collision conditions, the second energy-absorbing zone 222 and the third energy-absorbing zone 223 sequentially trigger plastic crumpling. Through a progressively increasing deformation space design, the impact force duration is extended, achieving exponential attenuation of the peak impact force. The high-density honeycomb structure at the front responds quickly to the initial impact, the stable crumpling zone in the middle forms a linear energy absorption curve, and the long-stroke buffer zone at the rear further dissipates residual kinetic energy, constructing a three-level protection system of "rapid response - stable absorption - deep buffering".

[0027] This design employs a multi-stage energy distribution strategy to dissipate collision energy in stages according to velocity gradients: low-speed collisions achieve localized elastic energy absorption, medium-speed collisions trigger localized plastic deformation, and high-speed collisions activate a full-stroke crumple mechanism. This effectively reduces the impact load transmitted to the vehicle frame, providing a more balanced collision force distribution for the passenger compartment and improving energy absorption efficiency compared to traditional single-energy-absorbing structures.

[0028] Please see Figure 3 As shown, to achieve efficient and orderly collision energy management, the bumper energy-absorbing component 22 adopts a multi-level structural optimization design. The outer wall of the first energy-absorbing area 221 is provided with a first V-shaped pre-crease 224 and a trigger ring groove 225 surrounding the first energy-absorbing area 221. The outer wall of the second energy-absorbing area 222 is provided with a second V-shaped pre-crease 226, and the inner wall of the second energy-absorbing area 222 is provided with multiple reinforcing ribs 227 distributed circumferentially.

[0029] In this embodiment, during the initial stage of the collision, the annular trigger groove 225 fractures preferentially due to reduced strength, forming a local collapse zone and achieving staged energy release. A V-shaped groove is engraved on one side of the wall of the energy absorber 22 near the collision flow side, serving as a preset crease to guide the honeycomb wall to fold symmetrically along the V-shaped angle, avoiding random deformation, ensuring that the plastic deformation process is controllable, and significantly improving energy absorption efficiency.

[0030] The V-shaped pre-crease and triggering ring groove 225 of the first energy-absorbing zone 221 precisely guide the initial deformation direction, ensuring that the impact force is transmitted along the predetermined path. The reinforcing ribs 227 of the second energy-absorbing zone 222 enhance local bending strength and prevent the energy-absorbing component 22 from shifting laterally or breaking unexpectedly. Through this multi-level structural design, the energy-absorbing component 22 collapses in an orderly manner along the length of the vehicle during the collision, avoiding energy rebound, ensuring that the collision energy is dissipated in stages according to a gradient, optimizing the collision force transmission path, and significantly improving the overall energy absorption efficiency and protective performance.

[0031] Optionally, the cross-sections of the first energy-absorbing region 221, the second energy-absorbing region 222, and the third energy-absorbing region 223 can be honeycomb-shaped, corrugated, or polygonal. In this embodiment, a honeycomb shape is preferred.

[0032] Optionally, the sidewall thickness of the first energy-absorbing region 221 is 0.9-0.11 mm, the second energy-absorbing region 222 is 0.7-0.9 mm, and the third energy-absorbing region 223 is 0.5-0.7 mm. In this embodiment, the sidewall thickness of the first energy-absorbing region 221 is preferably 0.1 mm, the second energy-absorbing region 222 is preferably 0.8 mm, and the third energy-absorbing region 223 is preferably 0.6 mm. The energy-absorbing regions adopt a honeycomb cross-section and optimized wall thickness parameters to reduce the overall weight while ensuring energy absorption capacity.

[0033] In this embodiment, the protective layer 30 is made of a silicone rubber composite material doped with ceramic particles. This design gives the protective layer 30 high elasticity and penetration resistance, and it can still effectively block fragment impacts even after the energy-absorbing layer 20 has completely collapsed.

[0034] The repair layer 10 is formed by stacking a coating layer 11, a substrate layer 12, and a reinforcing layer 13 along the width of the vehicle. The reinforcing layer 13 is glass fiber reinforced polyurethane, the substrate layer 12 is thermoplastic resin, and the coating layer 11 is a polyurethane coating. This composite structure enables self-healing of surface scratches, while the deep structure provides tear resistance, ensuring overall protection and repair effectiveness. Through the synergistic effect of the protective layer 30 and the repair layer 10, both the impact resistance of the material and the rapid repair of surface damage after a collision are improved, significantly enhancing vehicle safety and repair efficiency after a collision.

[0035] Specifically, the bumper body 100 has a first air intake 40 and a second air intake 50 in the middle, and headlight holes 60 are provided on both sides of the bumper body 100. The first air intake 40 and the second air intake 50 can improve heat dissipation efficiency.

[0036] In summary, the fixing device for the emergency monitoring and early warning equipment in the above embodiments of this utility model has the following beneficial effects:

[0037] By employing a zoned design in the energy-absorbing component 22, the first energy-absorbing zone 221, the second energy-absorbing zone 222, and the third energy-absorbing zone 223 form a gradient response mechanism with progressively decreasing rigidity and progressively increasing deformation through a gradual structure of decreasing sidewall thickness and increasing internal space. In low-speed collision scenarios, the first energy-absorbing zone 221 of the thick-walled structure preferentially undergoes elastic deformation. Combined with the self-healing material properties of the surface repair layer 10, it can effectively absorb minor impact energy and significantly reduce maintenance costs.

[0038] For medium-to-high-speed collision conditions, the second energy-absorbing zone 222 and the third energy-absorbing zone 223 sequentially trigger plastic crumpling. Through a progressively increasing deformation space design, the impact force duration is extended, achieving exponential attenuation of the peak impact force. The high-density honeycomb structure at the front responds quickly to the initial impact, the stable crumpling zone in the middle forms a linear energy absorption curve, and the long-stroke buffer zone at the rear further dissipates residual kinetic energy, constructing a three-level protection system of "rapid response - stable absorption - deep buffering".

[0039] This design employs a multi-stage energy distribution strategy to dissipate collision energy in stages according to velocity gradients: low-speed collisions achieve localized elastic energy absorption, medium-speed collisions trigger localized plastic deformation, and high-speed collisions activate a full-stroke crumple mechanism. This effectively reduces the impact load transmitted to the vehicle frame, providing a more balanced collision force distribution for the passenger compartment and improving energy absorption efficiency compared to traditional single-energy-absorbing structures.

[0040] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of the present invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0041] The embodiments described above are merely illustrative of several implementations of this utility model, and while the descriptions are relatively specific and detailed, they should not be construed as limiting the scope of this utility model patent. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of this utility model, and these all fall within the protection scope of this utility model. Therefore, the protection scope of this utility model patent should be determined by the appended claims.

Claims

1. A bumper characterized by, The bumper body comprises a repair layer, an energy absorption layer and a protection layer in sequence along the vehicle length direction. The energy absorption layer is internally provided with an energy absorption space, and a plurality of energy absorption pieces are arranged in the vehicle width direction in the energy absorption space. The outer side wall of the first energy absorption zone is provided with a first V-shaped pre-fold mark and a trigger ring groove surrounding the first energy absorption zone.

2. The bumper of claim 1, wherein, The outer side wall of the second energy absorption zone is provided with a second V-shaped pre-fold mark, and the inner side wall of the second energy absorption zone is provided with a plurality of reinforcing ribs distributed in the circumferential direction.

3. The bumper of claim 1, wherein, The cross section of the first energy absorption zone, the second energy absorption zone and the third energy absorption zone is one of honeycomb, corrugated or polygonal.

4. The bumper of claim 1, wherein, The side wall thickness of the first energy absorption zone is 0.9-0.11mm, the second energy absorption zone is 0.7-0.9mm, and the third energy absorption zone is 0.5-0.7mm.

5. The bumper of claim 1, wherein, The repair layer comprises a coating layer, a base layer and a reinforcing layer stacked in the vehicle width direction, and the reinforcing layer is a glass fiber reinforced polyurethane.

6. The bumper of claim 1, wherein, The protection layer is made of a silicone rubber composite material, and the silicone rubber composite material is doped with ceramic particles.

7. The bumper of claim 1, wherein, The middle part of the bumper body is provided with a first air inlet hole and a second air inlet hole, and the two sides of the bumper body are provided with headlight holes.

8. The bumper of claim 1, wherein, ​

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