Combined automobile front bumper beam

Abstract

The utility model discloses a combined car front anticollision strip, including anticollision mainboard, the both sides of anticollision mainboard are installed with the connecting seat respectively, and one side of two groups connecting seat is installed with anticollision side plate respectively away from anticollision mainboard, two groups anticollision side plate all are arc shape settings, the utility model discloses the setting of fixed assembly respectively inserts the connecting plate on anticollision side plate into the installation slot of connecting seat, then installs the threaded rod in the threaded hole, thereby can realize the connection of anticollision side plate and anticollision mainboard, wherein, anticollision side plate adopts arc design, can better disperse the impact force of collision, promotes the security in the side collision of vehicle, when a part is damaged because of collision, only need to replace the damaged part, and do not need to replace anticollision strip as a whole, this not only reduces the maintenance cost, but also reduces the resource waste, accords with the trend of car light weight and environmental protection.

Description

Technical Field

[0001] This utility model relates to the field of automotive technology, specifically to a combined front bumper strip for automobiles. Background Technology

[0002] An automobile is a non-rail-borne vehicle driven by a power source and having four or more wheels. It is mainly used to carry people or goods, tow vehicles carrying people or goods, and for special purposes. As an important component of the automobile safety structure, the automobile anti-collision beam is mainly used to absorb and disperse impact energy in a collision accident, thereby protecting the integrity of the passenger compartment and the safety of the occupants. With the rapid development of the automobile industry, the design and material technology of anti-collision beams are also constantly improving.

[0003] The prior art provides a front bumper beam for automobiles (announcement number CN222432261U), including a mounting plate. A bumper beam body is fixedly connected to the surface of the mounting plate. A groove is formed on the surface of the bumper beam body, and a front bumper plate is inserted into the bumper beam body through the groove. A mating hole is fixedly connected to the upper surface of the front bumper plate, and a bolt is inserted into the inner wall of the mating hole. A screw hole is fixedly connected to the upper surface of the mounting plate. A rib is fixedly connected to the inner wall of the bumper beam body, and a support rod is fixedly connected to the surface of the rib. A buffer strip is fixedly connected to the upper surface of the front bumper plate. This utility model achieves a first-step buffer by deforming the buffer strip, followed by a second-step buffer by deforming the front bumper plate, then a third-step buffer by deforming the bumper beam body and the rib, which in turn forces the support rod to deform. This improves the buffering effect of the utility model and can better protect the vehicle.

[0004] Based on the above patent search, the main body of the anti-collision beam of the above patent adopts an integrated structure design in actual use. Although it can protect the vehicle well, it still has drawbacks in actual use. When the vehicle is involved in a partial collision, even if only part of the anti-collision beam is damaged, it still needs to be replaced as a whole because the integrated structure cannot be separated. This not only increases the maintenance cost, but also wastes resources. Therefore, we need to propose a combined front anti-collision strip for automobiles. Utility Model Content

[0005] The purpose of this utility model is to provide a modular front bumper strip for automobiles. By connecting the main bumper plate and the side bumper plate in a modular structure, when a part is damaged due to a collision, only the damaged part needs to be replaced, instead of replacing the entire bumper strip, thus solving the problems mentioned in the background art.

[0006] To achieve the above objectives, this utility model provides the following technical solution:

[0007] A modular front bumper strip for automobiles includes a main body for bumper protection, with connecting seats installed on both sides of the main body for bumper protection. Two sets of connecting seats are respectively installed on the side away from the main body for bumper protection, and both sets of side plates for bumper protection are arc-shaped. The interior of each set of connecting seats is provided with a fixing component for installing and fixing the side plates for bumper protection.

[0008] The fixing component includes a connecting plate disposed on one side of the anti-collision side plate. The top and top of the connecting seat are respectively provided with through holes, and threaded rods are respectively disposed inside the two sets of through holes. The top and top of the connecting plate are respectively provided with threaded holes for the installation of threaded rods. The side of the connecting seat is provided with an installation groove.

[0009] Preferably, the two sets of threaded rods are respectively threaded into two sets of threaded holes, the connecting plate is inserted into the mounting groove, and the outer wall of the connecting plate is adapted to the inner wall of the mounting groove.

[0010] Preferably, two sets of limiting plates are installed on one side of the anti-collision side plate, and a limiting groove is provided on one side of the connecting seat for the limiting plates to be inserted. The two sets of limiting plates are respectively inserted into the two sets of limiting grooves.

[0011] Preferably, a buffer plate is installed on one side of the anti-collision main board, and one side of each of the two sets of connecting seats is fixedly connected to one side of the buffer plate.

[0012] Preferably, multiple sets of buffer strips are installed on the outer sides of the two sets of anti-collision side panels, and all the buffer strips are arranged in an arc shape.

[0013] Preferably, each of the multiple sets of buffer strips is provided with a limiting block on the side facing the buffer plate, and limiting holes are respectively opened on both sides of the buffer plate, with the multiple sets of limiting blocks installed in the multiple sets of limiting holes.

[0014] Preferably, mounting plates are installed on the side of the two sets of anti-collision side plates away from the connecting seat, and multiple sets of mounting holes are opened inside the two sets of mounting plates.

[0015] Preferably, the main anti-collision plate, side anti-collision plates, buffer plates, and buffer strips are all made of EPP foam material, and the density of the EPP material is 35-45 kg / m³. 3 Shore A has a hardness of 60-70 and a resilience of over 85%.

[0016] Preferably, the buffer strip adopts a gradient density design, with the outer EPP material having a density of 30-35 kg / m³. 3 The density of the inner EPP material is 40-45 kg / m³. 3 This creates a density gradient that gradually increases from the outside in, with the thickness increasing from 2cm to 4cm along the direction perpendicular to the surface.

[0017] Preferably, the outer surface of the buffer strip is provided with multiple sets of corrugated damping structures, with a corrugation depth of 3-5mm and a corrugation spacing of 10-15mm; the surface of the anti-collision side plate is coated with an elastic polyurethane coating with a thickness of 0.5-1mm.

[0018] Compared with the prior art, the beneficial effects of this utility model are:

[0019] This invention utilizes a fixing assembly to insert the connecting plate on the anti-collision side plate into the mounting groove of the connecting seat, and then threaded the threaded rod into the threaded hole, thereby achieving the connection between the anti-collision side plate and the anti-collision main plate. The anti-collision side plate adopts an arc-shaped design, which can better disperse the impact force of the collision and improve the safety of the vehicle in a side collision. By connecting the anti-collision main plate and the anti-collision side plate with a combined structure, when a part is damaged due to a collision, only the damaged part needs to be replaced, without replacing the entire anti-collision strip. This not only reduces maintenance costs but also reduces resource waste, which is in line with the trend of lightweight and environmentally friendly automobiles. Attached Figure Description

[0020] Figure 1 This is a schematic diagram of the structure of this utility model;

[0021] Figure 2 This is a schematic diagram of the anti-collision main board and anti-collision side plate of this utility model;

[0022] Figure 3 This is a schematic diagram of the structure of the fixing component of this utility model.

[0023] In the diagram: 1. Anti-collision main board; 2. Connecting seat; 3. Anti-collision side plate; 4. Fixing component; 41. Connecting plate; 42. Through hole; 43. Threaded rod; 44. Threaded hole; 45. Mounting groove; 5. Limiting plate; 6. Limiting groove; 7. Buffer plate; 8. Buffer strip; 9. Limiting block; 10. Limiting hole; 11. Mounting plate; 12. Mounting hole. Detailed Implementation

[0024] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the protection scope of the present utility model.

[0025] Please see Figure 1-3 This utility model provides a technical solution:

[0026] The combined front bumper strip for automobiles includes a main body 1, with connecting seats 2 installed on both sides of the main body 1. A side plate 3 is installed on the side of the two connecting seats 2 away from the main body 1. Both side plates 3 are arc-shaped. The two connecting seats 2 are respectively provided with fixing components 4 for installing and fixing the side plates 3.

[0027] The fixing component 4 includes a connecting plate 41 disposed on one side of the anti-collision side plate 3. The top and bottom of the connecting seat 2 are respectively provided with through holes 42, and threaded rods 43 are respectively disposed inside the two sets of through holes 42. The top and bottom of the connecting plate 41 are respectively provided with threaded holes 44 for the installation of threaded rods 43. The side of the connecting seat 2 is provided with an installation groove 45. By setting the fixing component 4, the connecting plate 41 on the anti-collision side plate 3 is inserted into the installation groove 45 of the connecting seat 2, and then the threaded rods 43 are threaded into the threaded holes 44, thereby realizing the connection between the anti-collision side plate 3 and the anti-collision main plate 1. The anti-collision side plate 3 adopts an arc-shaped design, which can better disperse the impact force of the collision and improve the safety of the vehicle in the side collision. By connecting the anti-collision main plate 1 and the anti-collision side plate 3 with a combined structure, when a part is damaged due to a collision, only the damaged part needs to be replaced, without replacing the entire anti-collision strip. This not only reduces maintenance costs, but also reduces resource waste.

[0028] In a preferred embodiment of this invention, the main anti-collision plate 1, the side anti-collision plate 3, the buffer plate 7, and the buffer strip 8 are all made of EPP (expanded polypropylene) material. EPP is a high-performance engineering foam material with excellent energy absorption and resilience properties, making it particularly suitable for automotive anti-collision applications. Specifically, the EPP material used in this embodiment has a density of 35-45 kg / m³. 3 Shore A has a hardness of 60-70, a resilience of over 85%, and a closed-cell ratio of over 95%, maintaining stable physical properties within a temperature range of -40℃ to 120℃. Compared to traditional materials, EPP is lightweight, weighing only 5-10% of traditional metals per unit volume, while possessing excellent impact resistance, absorbing 0.8-1.2J of impact energy per cubic centimeter. This makes it ideal for automotive front bumper strips that need to meet low-speed pedestrian protection regulations.

[0029] Two sets of threaded rods 43 are threaded into two sets of threaded holes 44, respectively. A connecting plate 41 is inserted into a mounting groove 45, with the outer wall of the connecting plate 41 fitting the inner wall of the mounting groove 45. Through the cooperation of the threaded rods 43 and the threaded holes 44, and the insertion of the connecting plate 41 into the mounting groove 45, a stable installation of the anti-collision side plate 3 is achieved, facilitating disassembly and partial replacement, and reducing maintenance costs and time. Notably, to enhance connection strength, the contact surface between the connecting plate 41 and the mounting groove 45 adopts a serrated interlocking design, with a serration height of 1-1.5mm and an angle of 45°, significantly increasing the contact area and friction. The threaded rods 43 are made of 7075-T6 aerospace-grade aluminum alloy, with a tensile strength exceeding 570MPa. The threads feature a fine-pitch design (M8×1.0), increasing the thread engagement length and significantly improving connection reliability and vibration resistance.

[0030] Two sets of limiting plates 5 are installed on one side of the anti-collision side plate 3, and a limiting groove 6 is opened on one side of the connecting seat 2 for the limiting plates 5 to be inserted. The two sets of limiting plates 5 are respectively inserted into the two sets of limiting grooves 6. Through the insertion and cooperation of the limiting plates 5 and the limiting grooves 6, the displacement of the anti-collision side plate 3 is further restricted, its stability is enhanced, and it is prevented from loosening or falling off during a collision. An elastic transition zone with a thickness of 1-2mm is designed at the root of the limiting plate 5, which provides a small elastic deformation space, effectively reducing stress concentration during a collision and preventing the connection structure from breaking under high stress.

[0031] A buffer plate 7 is installed on one side of the anti-collision side panel 3. One side of each of the two sets of connecting seats 2 is fixedly connected to one side of the buffer plate 7. Through the installation of the buffer plate 7, it acts as an energy-absorbing component, absorbing impact energy through deformation during a collision, reducing the direct impact on the main anti-collision panel 1 and the vehicle body, effectively dispersing collision energy, and improving the overall structure's impact resistance. The EPP material used in the buffer plate 7 undergoes special treatment, maintaining lightweight while possessing high compressive strength and recovery ability after compression. Its internal structure adopts a unique closed-cell design, containing approximately 50-60 microbubbles per cubic centimeter. These bubbles gradually compress upon impact, forming a progressive energy absorption process, significantly reducing the peak acceleration during the collision.

[0032] Multiple buffer strips 8 are installed on the outer sides of the two sets of anti-collision side panels 3. These buffer strips 8 are all arc-shaped, allowing them to better conform to the anti-collision side panels 3. During a collision, they absorb impact energy through deformation, reducing direct impact on the side panels 3 and the vehicle body, thus distributing the impact force evenly and preventing excessive localized stress. The buffer strips 8 employ an innovative gradient density structure, with the outer EPP material having a density of 30-35 kg / m³. 3 It has low hardness, providing initial cushioning; the inner EPP material has a density of 40-45 kg / m³.3 With high hardness, the outer layer further absorbs and disperses impact energy after deformation. This gradient density design creates a density gradient that gradually increases from the outside in, providing a progressive buffering effect, reducing the peak impact force at the initial stage of a collision, and better protecting pedestrian safety. Simultaneously, the thickness of the buffer strip 8 is also varied, gradually increasing from 2cm to 4cm along the direction perpendicular to the surface, enhancing the structure's energy absorption capacity. Furthermore, the outer surface of the buffer strip 8 features a special corrugated damping structure with a corrugation depth of 3-5mm and a spacing of 10-15mm, providing a gentler contact force at the initial stage of a collision while increasing the contact area and reducing the pressure per unit area, significantly improving low-speed pedestrian protection performance.

[0033] Each of the multiple sets of buffer strips 8 has a limiting block 9 on the side facing the buffer plate 7. Limiting holes 10 are formed on both sides of the buffer plate 7, and the multiple sets of limiting blocks 9 are installed within the multiple sets of limiting holes 10. The limiting blocks 9 and limiting holes 10 effectively restrict the displacement of the buffer strips 8, preventing them from loosening or falling off during collisions, thereby improving the stability of the overall structure. A precise clearance fit is designed between the limiting blocks 9 and the limiting holes 10, with the clearance controlled between 0.1-0.2mm. This ensures installation accuracy while allowing for slight relative movement of the buffer strips 8 during collisions, avoiding structural damage due to excessive tightness. The limiting blocks 9 are made of EPP material with the same density as the buffer strips 8 and are integrated with the buffer strips 8 during the molding process using in-mold molding technology, avoiding the insufficient connection strength problems that may occur with traditional bonding methods.

[0034] Two sets of side impact protection plates 3 are each equipped with a mounting plate 11 on the side furthest from the connecting seat 2. Each mounting plate 11 has multiple sets of mounting holes 12. The mounting plates 11 and mounting holes 12 allow for quick and precise connection of the side impact protection plates 3 to other vehicle body components, simplifying the installation process and improving efficiency. The distribution of multiple mounting holes 12 ensures a more secure connection between the side impact protection plates 3 and other vehicle body components. The mounting plates 11 are made of reinforced engineering plastic with a thickness of 3-4mm and have undergone special surface treatment to enhance adhesion to EPP material. The mounting holes 12 feature a countersunk design to ensure that the bolt heads do not protrude from the surface, preventing secondary injuries to pedestrians. Reinforcing ribs are designed around the mounting holes 12 to increase local strength and prevent cracking of the mounting plates 11 due to excessive torque during tightening.

[0035] The surface of the anti-collision side panel 3 is coated with a 0.5-1mm thick elastic polyurethane coating. This coating not only provides additional cushioning but also exhibits excellent weather resistance and abrasion resistance, extending the product's service life. The surface friction coefficient of the coating is controlled between 0.3 and 0.4, ensuring that excessive friction will not cause secondary injuries to pedestrians, while also preventing insufficient deceleration and kinetic energy absorption due to excessively low friction. Furthermore, the coating possesses UV aging resistance, maintaining stable performance over long periods in complex climatic environments.

[0036] This utility model's anti-collision strip utilizes advanced EPP material molding technology, specifically including the following steps: First, the EPP raw material granules undergo pre-foaming treatment, with the pre-foaming pressure controlled at 0.15-0.18 MPa, the temperature controlled at 130-140℃, and the time at 20-30 seconds, allowing the raw material granules to initially expand to the required density. Second, the pre-foamed granules undergo a curing process of 3-6 hours to stabilize the internal pressure of the granules. Then, the cured granules are conveyed into a precision mold, with the mold temperature controlled at 130-140℃, the steam pressure at 0.25-0.3 MPa, and the pressure holding time at 180-240 seconds, allowing the granules to fully fuse within the mold, forming a seamless integral structure. Finally, the molded product requires 24-48 hours of natural cooling and dimensional stabilization treatment to ensure that the product meets design requirements. For components requiring composite structures, in-mold composite technology is used, sequentially injecting EPP granules of different densities into the same mold to form a gradient density structure.

[0037] Working principle: When using this utility model, first insert the connecting plate 41 on one side of the anti-collision side plate 3 into the mounting groove 45 of the connecting seat 2, ensuring that the outer wall of the connecting plate 41 is tightly fitted with the inner wall of the mounting groove 45 to achieve initial positioning. Then, pass the threaded rod 43 through the through hole 42 at the top of the connecting seat 2 and screw it into the threaded hole 44 at the top of the connecting plate 41. The anti-collision side plate 3 and the connecting seat 2 are fastened together through the threaded engagement, thereby completing the combined installation of the anti-collision side plate 3 and the anti-collision main plate 1.

[0038] In practical use, when a low-speed collision occurs, the anti-collision strip of this invention forms a complete multi-level buffer system. The components work collaboratively in the following sequence: First, the corrugated structure on the surface of the buffer strip 8 contacts the obstacle or pedestrian, providing initial flexible contact. The corrugations gradually compress and deform under vertical pressure, providing the first level of buffering. Second, the outer layer of low-density EPP material in the buffer strip 8 begins to deform, absorbing impact energy and distributing the force evenly over a larger area. Then, as the collision progresses, the inner layer of high-density EPP material in the buffer strip 8 begins to deform, providing stronger support and energy absorption capacity. Next, the force is transferred to the buffer plate 7 through the anti-collision side plate 3, where the buffer plate 7 further deforms to absorb energy. Finally, the remaining force is transferred to the main anti-collision plate 1 and the vehicle body structure through the fixing component 4. At this point, the impact force has been significantly reduced, preventing significant damage to the vehicle body. Through this multi-level progressive buffering mechanism, this invention effectively reduces the peak acceleration during a collision, minimizing the risk of injury to pedestrians while protecting the vehicle structure. Test data shows that, compared with the traditional structure, this design can reduce the head injury standard (HIC) value by 25-30% in low-speed collision (16km / h) tests, control the maximum tibial acceleration to below 145g, and the maximum knee bending moment to no more than 280Nm, fully meeting the regulatory requirements for low-speed pedestrian protection.

[0039] When a part needs to be replaced due to collision damage, simply remove the corresponding threaded rod 43, take off the damaged module, replace it with a new module, and reassemble it according to the installation steps. The entire replacement process can be completed by a technician within 15-20 minutes, without the need for specialized tools and equipment, greatly reducing repair costs and time. Furthermore, since only the damaged part is replaced, rather than the entire bumper strip, material resources are saved, waste is reduced, and this aligns with the environmental and sustainable development trends of the automotive industry.

[0040] It is worth mentioning that the EPP material selected in this invention has excellent environmental protection properties and can be 100% recycled and reused. Used EPP parts can be crushed into 2-5mm fragments, and after cleaning and drying, they can be added back to the production line as raw materials, mixed with 30-50% virgin materials to produce new products with stable performance. The density loss of recycled EPP material is less than 5%, and the hardness loss is less than 8%, basically maintaining its original performance, fully embodying the environmental protection concept of this invention.

[0041] Although embodiments of the present invention have been shown and described, it will be understood by those skilled in the art that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the present invention, the scope of which is defined by the appended claims and their equivalents.

Claims

1. A modular front bumper strip for automobiles, including a main bumper plate (1), characterized in that: The anti-collision main board (1) is equipped with connecting seats (2) on both sides. The two sets of connecting seats (2) are equipped with anti-collision side plates (3) on the side away from the anti-collision main board (1). The two sets of anti-collision side plates (3) are arc-shaped. The two sets of connecting seats (2) are equipped with fixing components (4) for fixing the anti-collision side plates (3). The fixing component (4) includes a connecting plate (41) disposed on one side of the anti-collision side plate (3). The top and bottom of the connecting seat (2) are respectively provided with through holes (42). The two sets of through holes (42) are respectively provided with threaded rods (43). The top and bottom of the connecting plate (41) are respectively provided with threaded holes (44) for the installation of threaded rods (43). The side of the connecting seat (2) is provided with a mounting groove (45). The contact surface between the connecting plate (41) and the mounting groove (45) adopts a sawtooth interlocking design with a sawtooth height of 1-1.5mm and an angle of 45°. The threaded rod (43) adopts a fine tooth design with a thread specification of M8×1.

0. The two sets of threaded rods (43) are respectively threaded into the two sets of threaded holes (44), and the connecting plate (41) is inserted into the mounting groove (45). The outer wall of the connecting plate (41) is adapted to the inner wall of the mounting groove (45). Two sets of limiting plates (5) are installed on one side of the anti-collision side plate (3), and a limiting groove (6) for the limiting plate (5) to be inserted is provided on one side of the connecting seat (2). The two sets of limiting plates (5) are respectively inserted into the two sets of limiting grooves (6); the root of the limiting plate (5) is provided with an elastic transition area with a thickness of 1-2mm. A buffer plate (7) is installed on one side of the anti-collision main board (1), and one side of each of the two sets of connecting seats (2) is fixedly connected to one side of the buffer plate (7). Multiple sets of buffer strips (8) are installed on the outer side of the two sets of anti-collision side panels (3), and the multiple sets of buffer strips (8) are all arc-shaped. Each of the multiple sets of buffer strips (8) is provided with a limiting block (9) on the side facing the buffer plate (7). Limiting holes (10) are opened on both sides of the buffer plate (7). The multiple sets of limiting blocks (9) are installed in the multiple sets of limiting holes (10). The limiting blocks (9) and the limiting holes (10) are fitted with a clearance, and the clearance is controlled at 0.1-0.2mm. The limiting blocks (9) are made of EPP material with the same density as the buffer strips (8) and are integrated with the buffer strips (8) through in-mold molding technology. The two sets of anti-collision side plates (3) are respectively equipped with mounting plates (11) on the side away from the connecting seat (2), and the two sets of mounting plates (11) are respectively provided with multiple sets of mounting holes (12).

2. The combined front bumper strip for automobiles according to claim 1, characterized in that: The anti-collision main board (1), anti-collision side plate (3), buffer plate (7) and buffer strip (8) are all made of EPP foam material. The density of the EPP material is 35-45 kg / m³, the Shore A hardness is 60-70, and the resilience is greater than 85%.

3. The combined front bumper strip for automobiles according to claim 2, characterized in that: The buffer strip (8) adopts a gradient density design. The outer layer of EPP material has a density of 30-35 kg / m³, and the inner layer of EPP material has a density of 40-45 kg / m³, forming a density gradient that gradually increases from the outside to the inside. The thickness gradually increases from 2 cm to 4 cm along the direction perpendicular to the surface.

4. The combined front bumper strip for automobiles according to claim 3, characterized in that: The outer surface of the buffer strip (8) is provided with multiple sets of corrugated damping structures, with a corrugation depth of 3-5mm and a corrugation spacing of 10-15mm; the surface of the anti-collision side plate (3) is coated with an elastic polyurethane coating with a thickness of 0.5-1mm.

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