Automobile foot mat with EPP buffer structure

Abstract

The utility model discloses a car foot mat with EPP buffer structure, including foot mat body, its upper surface is provided with a plurality of sets of antiskid convex points, the foot mat body is by bottom positioning area, foot part treading area and top positioning area is composed, the bottom of foot part treading area of foot mat body is provided with a plurality of sets of buffer rib board, the buffer rib board adopts EPP (foamed polypropylene) material to make, and the density of EPP material is 30 60g / L, and the cell size is 50 300um, and the closed cell rate is greater than or equal to 92%, the buffer rib board includes a plurality of sets of longitudinal reinforcing rib and horizontal reinforcing rib, and longitudinal reinforcing rib and horizontal reinforcing rib vertical intersection form grid -like buffer chamber. The utility model discloses through the independent closed cell structure and multistage buffer design of EPP material, realizes effective energy absorption when slight collision, and the compression resilience reaches 60 80%, and the compression permanent deformation rate is less than 5%, and the impact energy absorption rate reaches 70 85%.

Description

Technical Field

[0001] This utility model relates to the field of automotive interior products technology, specifically to a car floor mat with an EPP cushioning structure. Background Technology

[0002] Car floor mats are environmentally friendly automotive interior components that integrate five main functions: water absorption, dust absorption, stain removal, sound insulation, and protection of the original carpet. As interior decorative items, they protect the cleanliness of the car's interior and exterior, serving an aesthetic and comfort-enhancing purpose. Currently, the research and development of car floor mats focuses on the environmental friendliness of materials, fit, wear resistance, and ease of daily use. The design logic centers on static protection and basic usage needs, namely, preventing stain penetration by covering the original car carpet and ensuring foot support stability during normal driving through anti-slip structures. However, there is a lack of specific design for dynamic collision scenarios during vehicle operation.

[0003] Minor collisions, such as rear-end collisions, low-speed scrapes, and sudden braking, are common during vehicle operation. According to the China Road Traffic Accident Statistics Annual Report, more than 5 million minor collisions occur annually in my country, with approximately 15%-20% of drivers and passengers suffering lower limb injuries such as ankle sprains and soft tissue contusions. In these collision scenarios, the occupants' feet experience a forward and lateral impact force due to inertia, typically ranging from 200 to 800 N.

[0004] Most existing car floor mats are single-layer rigid bases or use traditional cushioning materials. Common cushioning materials mainly include three categories: EVA (ethylene-vinyl acetate copolymer), ordinary foamed rubber, and polyurethane foam. While EVA has some cushioning properties, it is prone to softening and deformation at high temperatures, limiting its operating temperature range to -20℃ to 60℃. Its performance deteriorates significantly when the interior temperature reaches 70-80℃ in summer. Furthermore, EVA exhibits rapid rebound after repeated impacts, with a compression set of 15%-25%, and a rebound rate decrease of over 30% after 3000 compression cycles. Additionally, EVA has poor aging resistance, hardening and failing after 2-3 years under UV radiation and oxidation. EVA also has a high water absorption rate, typically 5%-10%, leading to performance degradation and increased weight after rain or snow. Ordinary foamed rubber, while having good elasticity, has a high density (usually exceeding 150g / L), increasing the floor mat's weight, and suffers from poor temperature resistance and significant low-temperature embrittlement. While polyurethane foam materials offer excellent cushioning performance, they are expensive, and some products release volatile organic compounds, failing to meet in-vehicle air quality standards.

[0005] The existing cushioning structure design of car floor mats also has obvious shortcomings, mainly in three aspects: First, the single-layer planar structure lacks a three-dimensional cushioning design, which cannot form a multi-level energy absorption path, resulting in the impact force being directly transmitted to the ankle; second, there is no directional support structure, lacking directional reinforcing ribs for frontal and lateral impacts, resulting in isotropic cushioning effect and no targeted optimization of the impact direction; third, there is a contradiction between cushioning and support performance, with overly soft materials providing good cushioning but insufficient support leading to indentation and deformation after long-term use, while overly hard materials provide sufficient support but have poor cushioning effect.

[0006] Therefore, there is an urgent need to develop a car floor mat that can provide reliable support to prevent deformation from long-term trampling, and effectively absorb impact energy and reduce the risk of ankle injury in the event of a minor collision, while overcoming the shortcomings of traditional cushioning materials such as poor temperature resistance, short service life and weak environmental adaptability. Utility Model Content

[0007] The purpose of this invention is to provide a car floor mat with an EPP cushioning structure. By using expanded polypropylene (EPP) material to make the cushioning ribs and designing a grid-like cushioning structure composed of longitudinal and transverse reinforcing ribs, the invention solves the following problems existing in the prior art: First, traditional EVA materials have a narrow temperature resistance range, rapid performance degradation after repeated impacts, and short service life; Second, existing floor mats lack dynamic protection against minor collisions and cannot effectively absorb impact energy; Third, it is difficult to balance cushioning performance and support performance, with excessive softness leading to dents and deformation, and excessive hardness resulting in poor cushioning effect.

[0008] To achieve the above objectives, this utility model provides the following technical solution: a car floor mat with an EPP cushioning structure, comprising a floor mat body, the upper surface of which is provided with several sets of anti-slip protrusions, the floor mat body being composed of a bottom positioning area, a foot-stepping area, and a top positioning area, the bottom positioning area, the foot-stepping area, and the top positioning area being integrally formed, the floor mat body having a first clearance groove and a second clearance groove, and one side of the floor mat body having a pedal clearance notch depending on the installation position; characterized in that, the floor mat body having several sets of cushioning ribs at the bottom of the foot-stepping area, the cushioning ribs being made of EPP (foamed polypropylene) material, the density of the EPP material being 30-60g / L, the pore size being 50-300μm, and the closed-cell rate being ≥92%; the cushioning ribs including several sets of longitudinal reinforcing ribs and transverse reinforcing ribs, the longitudinal reinforcing ribs and transverse reinforcing ribs being perpendicularly intersecting to form a grid-like cushioning cavity.

[0009] Furthermore, the buffer rib has a density gradient structure, including a high-density layer fixed to the bottom of the foot-stepping area and a medium-density layer above the high-density layer. The density of the high-density layer is 50-60 g / L, and the density of the medium-density layer is 30-45 g / L, forming a density gradient distribution from the bottom to the surface, thereby achieving a synergistic effect of high rigidity support at the bottom and high elasticity buffering at the surface.

[0010] Furthermore, the longitudinal reinforcing ribs have a spacing of 15-25mm, a height of 8-15mm, and a thickness of 2-3mm; the transverse reinforcing ribs have a spacing of 15-25mm and a thickness of 2-3mm; and the mesh-like buffer cavity has a side length of 10-15mm and a cavity depth of 5-8mm.

[0011] Furthermore, it also includes functional layers, which consist of a comfort layer, an absorbent layer, and an abrasion-resistant layer. The comfort layer is made of microfiber material with a thickness of 1-1.5mm, and the absorbent layer is made of needle-punched nonwoven fabric with a basis weight of 200-250g / m². 2 The fiber porosity is 70%-80%, and the wear-resistant layer is made of PVC material with a Shore hardness of 60-70D.

[0012] Furthermore, the bottom of both the bottom positioning area and the top positioning area are provided with several sets of fixing buckles. The fixing buckles include elastic barbs and cylindrical bases. The elastic barbs are flared outward in a trumpet shape with an opening angle of 15°-20° and a barb length of 3-4mm.

[0013] The aforementioned car floor mats can be manufactured using the following method, which includes the following steps: Step 1: Preparation of the floor mat body using PP+TPE composite material via injection molding. Step 2: Preparation of EPP cushioning ribs using EPP beads via in-mold foaming molding, with a foaming temperature of 110-130℃ and a foaming pressure of 0.2-0.4MPa. Step 3: Composite connection by hot-pressing the cushioning ribs to the floor mat body, with a composite temperature of 130-150℃ and a composite pressure of 0.5-1.0MPa. Step 4: Functional layer composite by sequentially compositeing a comfort layer, a water-absorbing layer, and a wear-resistant layer. Step 5: Installation of fixing buckles by installing fixing buckles in the bottom and top positioning areas.

[0014] Compared with the prior art, the present invention has the following beneficial effects: (1) Significantly improved cushioning performance: The cushioning ribs are made of EPP material, with a compression rebound rate of 60%-80%, which is significantly higher than the 30%-50% of EVA material. The compression permanent deformation rate is less than 5%, which is much lower than the 15%-25% of EVA material. This ensures that the material can quickly recover its original shape after tens of thousands of stomping impacts, and the deformation is less than 2%. The independent closed-cell structure of EPP allows each micropore to deform and absorb energy independently. The impact energy is dispersed synchronously through tens of thousands of micropores, and the single impact energy absorption rate reaches 70%-85%, which is more than 40% higher than the energy absorption durability of the open-cell structure of EVA.

[0015] (2) The temperature range is significantly widened: the temperature range of EPP material is -30℃ to 120℃, which can adapt to the extreme environment of high temperature of 70℃-80℃ in the car in summer and low temperature of -20℃ in winter, avoiding material softening or embrittlement failure. Compared with the traditional EVA material, the temperature range of -20℃ to 60℃ is more applicable, ensuring stable performance under all climate conditions.

[0016] (3) Significantly extended service life: EPP material has strong chemical stability, is resistant to grease, weak acid and weak alkali, and is not easily corroded or aged by car interior cleaners or stains. Its performance retention rate can reach more than 90% after 5 years of use, far exceeding the 2-3 year service life of EVA material. The closed-cell structure of EPP makes its water absorption rate less than 1%, which is much lower than the 5%-10% of EVA material. Even if water enters during rain or snow, it will not cause the material performance to deteriorate or the weight to increase due to water absorption.

[0017] (4) Excellent lightweight and environmental performance: The lightweight nature of EPP results in a density of only 30-60g / L, which is only 40%-60% of that of traditional EVA. This can reduce the overall weight of the floor mat by 15%-20%, improving product portability and reducing vehicle energy consumption. EPP material is a polypropylene-based foam material that does not contain halogen flame retardants, meets the automotive interior environmental protection standard GB / T27630-2011, and is 100% recyclable, achieving a balance between environmental protection and performance.

[0018] (5) Multi-level buffer mechanism for synergistic protection: Through the design of a grid-like buffer cavity surrounded by longitudinal and transverse reinforcing ribs, a three-level buffer mechanism is formed, including macroscopic deformation energy absorption of the grid-like buffer cavity, microscopic compression energy absorption of the EPP closed-cell structure, and bending deformation energy absorption of the reinforcing ribs. The three-level buffer mechanism works synergistically to absorb 70%-85% of the impact energy in a minor collision with an impact force of 200-800N, effectively weakening the direct transmission of impact force to the ankle and reducing the risk of ankle sprains, soft tissue contusions, and other injuries.

[0019] (6) Balance between buffering and support performance: Through density gradient design, the bottom layer of high-density EPP material with a density of 50-60g / L provides rigid support to prevent long-term trampling and deformation, while the surface layer of medium-density EPP material with a density of 30-45g / L provides elastic buffering to absorb impact energy, thereby achieving the synergistic effect of high rigidity support at the bottom and high elasticity buffering on the surface, and solving the contradiction of difficulty in balancing buffering and support performance.

[0020] (7) Stable performance after multiple impacts: The rebound time of EPP material is less than 0.1 seconds. Its performance does not degrade under repeated impacts such as chain rear-end collisions, ensuring reliable protection in every collision. This fundamentally solves the problem of EVA material's performance degrading by 30% after 10-20 impacts. Attached Figure Description

[0021] Figure 1 This is a schematic diagram of the structure of this utility model; Figure 2 This is a schematic diagram of the axial side structure of this utility model; Figure 3 This is a schematic diagram of the structure of the foot pad body 1 and the functional layer 10 of this utility model.

[0022] In the diagram: 1. Footpad body; 2. Anti-slip raised dots; 3. Bottom positioning area; 4. Foot pedal area; 5. Top positioning area; 6. First clearance groove; 7. Second clearance groove; 8. Pedal clearance notch; 9. Buffer rib; 901. Longitudinal reinforcing rib; 902. Lateral reinforcing rib; 903. Buffer cavity; 10. Functional layer; 1001. Comfort layer; 1002. Wear-resistant layer; 11. Fixing buckle. Detailed Implementation

[0023] The technical solution of this utility model will now be clearly and completely described with reference to specific embodiments. Obviously, the described embodiments are only a part of the embodiments of this utility model, and not all of them. All other embodiments obtained by those skilled in the art based on the embodiments of this utility model without creative effort are within the scope of protection of this utility model.

[0024] Example 1: Standard configuration EPP cushioned car floor mats I. Material Preparation The main body of the foot pad is made of PP polypropylene (M700J), manufactured by Sinopec Yangzi Petrochemical, and mixed with TPE thermoplastic elastomer (TC5ABN), manufactured by Dawn Polymer, at a mass ratio of 80:20 to prepare a composite material. The EPP material uses EPP beads with a density of 45g / L, a cell size of 100-150μm, a closed-cell rate of 95%, manufactured by JSP International Group, and a melt flow index of 2.5g / 10min. The test conditions are 230℃ and 2.16kg. The comfort layer 1001 is made of microfiber nonwoven fabric with a fiber diameter of 0.5μm and a basis weight of 120g / m². 2 The thickness is 1.2mm, and the manufacturer is 3M. ​​The absorbent layer material is needle-punched nonwoven fabric with a basis weight of 220g / m². 2 The fiber porosity is 75%, and the water absorption ratio is 12 times. The manufacturer is Shandong Junfu Nonwoven Fabric. The wear-resistant layer 1002 is made of PVC leather with a Shore hardness of 65D and a thickness of 0.8mm. It features an embossed anti-slip surface and is manufactured by Zhejiang Hexin New Materials. The fixing buckle 11 is made of TPU thermoplastic polyurethane with a Shore hardness of 85A and is manufactured by BASF.

[0025] II. Preparation Method First, the foot pad body 1 is prepared by mixing PP and TPE composite materials in a twin-screw extruder at a mixing temperature of 180-200℃ and a screw speed of 300 rpm to prepare a uniform mixture. The foot pad body 1 is then prepared using injection molding. The injection temperature is 180-200℃, the nozzle temperature is 190℃, the injection pressure is 80MPa, the holding pressure is 60MPa, the holding time is 20 seconds, the mold temperature is 40℃, and the cooling time is 60 seconds. The foot pad body 1 has dimensions of 780mm in length, 520mm in width, and 3.5mm in thickness. The foot pad body 1 includes a bottom positioning area 3 (180mm long), a foot-stepping area 4 (420mm long), and a top positioning area 5 (180mm long). The upper surface is integrally molded with anti-slip protrusions 2, each with a diameter of 4mm, a height of 1.5mm, a spacing of 20mm, and a total of 150 protrusions. The first clearance groove 6 is 100mm long, 80mm wide, and 2mm deep, and is located on the right side of the bottom positioning area 3. The second clearance groove 7 is 120mm long, 90mm wide, and 2mm deep, and is located on the left side of the top positioning area 5. The pedal clearance notch 8 is an arc-shaped notch with a radius of 60mm and is located on the right side of the foot pedal area 4.

[0026] Next, the EPP buffer ribs 9 were prepared using an in-mold foaming molding process. The mold was preheated with steam to 120°C, and EPP beads were filled to 85% of the mold cavity volume. The foaming process involved a steam pressure of 0.3 MPa, a foaming temperature of 120°C, and a foaming time of 30 seconds. Cooling and shaping were achieved by introducing cooling water at 15°C for 45 seconds. A demolding pressure of 0.1 MPa was applied during demolding to eject the molded part. The structural parameters of the buffer ribs 9 are as follows: 8 longitudinal reinforcing ribs 901, spaced 20 mm apart, 10 mm high, 2.5 mm thick, and 400 mm long; 20 transverse reinforcing ribs 902, spaced 20 mm apart, 2.5 mm thick, and 150 mm wide; and 160 mesh-like buffer cavities 903 with a side length of 12 mm and a depth of 6 mm. The dimensions of the molded buffer rib 9 are 420mm in length, 150mm in width, and 10mm in height.

[0027] The third step involves bonding the EPP buffer rib 9 to the footpad body 1. The EPP buffer rib 9 and the bottom of the foot-stepping area 4 of the footpad body 1 are hot-pressed together at a temperature of 140℃, a pressure of 0.8MPa, a time of 20 seconds, and a cooling time of 30 seconds. This hot-pressing bonding process ensures a strong bond between the molten layer on the surface of the EPP buffer rib 9 and the bottom of the footpad body 1, with a bond strength greater than 1.5MPa, as tested according to GB / T2791-1995.

[0028] The fourth step involves laminating the functional layer 10, sequentially bonding the comfort layer 1001, the absorbent layer, and the abrasion-resistant layer 1002 onto the outer side of the footpad body 1. The comfort layer 1001 is laminated by using a hot melt adhesive, EVA-based, on microfiber nonwoven fabric with a coating weight of 80g / m². 2 The adhesive layer is bonded to the upper surface of the foot pad body 1 at a bonding temperature of 120℃, a bonding pressure of 0.3MPa, and a bonding time of 10 seconds. The absorbent layer is bonded by ultrasonically welding needle-punched nonwoven fabric to the outside of the comfort layer 1001, with a welding power of 1500W, a welding time of 0.5 seconds, and a welding point spacing of 50mm. The abrasion-resistant layer 1002 is bonded by ultrasonically welding PVC leather to the outside of the absorbent layer, with a welding power of 2000W, a welding time of 0.8 seconds, and a welding point spacing of 40mm, with edge reinforcement using overlock stitching.

[0029] The fifth step involves installing the fixing buckles 11. The fixing buckles 11 are made of TPU material using an injection molding process. The injection temperature is 220℃, the injection pressure is 100MPa, and the cooling time is 20 seconds. The fixing buckle 11 has a cylindrical base with a diameter of 9mm and a height of 5mm, an elastic barb length of 3.5mm, an opening angle of 18°, and a barb thickness of 1.5mm. Three sets of fixing buckles 11 are installed in a triangular arrangement in the bottom positioning area 3, with a spacing of 120mm, and three sets of fixing buckles 11 are installed in a triangular arrangement in the top positioning area 5, with a spacing of 100mm. The fixing buckles 11 are then fixed to the bottom of the foot pad body 1 using ultrasonic welding, with a welding power of 2500W and a welding time of 1 second.

[0030] III. Performance Testing The performance of the prepared car floor mats was tested according to the following standards. The compression rebound rate test was conducted according to GB / T6669-2008 standard. The test conditions were: room temperature 25℃, compression deformation of 50%, holding for 5 minutes, unloading, and measuring the thickness recovery rate. The test result was a compression rebound rate of 72% and a recovery time of less than 0.1 seconds. The compression permanent deformation rate test was conducted according to GB / T1681-2009 standard. The test conditions were: 70℃ constant temperature chamber, compression deformation of 50%, holding for 22 hours, unloading, and measuring the residual deformation after placing at room temperature for 30 minutes. The test result was a compression permanent deformation rate of 4.2%.

[0031] The impact absorption performance test uses a drop hammer impact test to measure the impact energy absorption rate. The test conditions are: impact mass 5 kg, drop height 1 m (equivalent to impact energy 49 J), and impact area 100 cm². 2 This is equivalent to the impact area of ​​the foot. The test results showed a peak impact force of 420N, compared to 1200N without foot pads. The impact energy absorption rate was 78%, and the impact time increased from 12ms to 35ms.

[0032] Temperature resistance tests were conducted at -30℃, 0℃, 25℃, 70℃, 100℃, and 120℃ to measure compression rebound rate. The results showed that the compression rebound rate was 68% and performance retention rate was 94.4% at -30℃; 70% and 97.2% at 0℃; 72% and 100% at 25℃; 71% and 98.6% at 70℃; 69% and 95.8% at 100℃; and 67% and 93.1% at 120℃. The conclusion is that within the temperature range of -30℃ to 120℃, the compression rebound rate remains between 67% and 72%, and the performance retention rate is greater than 93%, meeting the requirements for all-climate use.

[0033] Multiple impact performance tests were conducted using a fatigue testing machine, performing 10,000 cycles of compression compression at a compression deformation of 40% and a frequency of 1 Hz. The change in compression rebound rate before and after the test was recorded. Test results showed that at 0 cycles, the compression rebound rate was 72% and the performance degradation rate was 0%; at 1000 cycles, the compression rebound rate was 71.5% and the performance degradation rate was 0.7%; at 3000 cycles, the compression rebound rate was 71% and the performance degradation rate was 1.4%; at 5000 cycles, the compression rebound rate was 70.5% and the performance degradation rate was 2.1%; and at 10,000 cycles, the compression rebound rate was 70% and the performance degradation rate was 2.8%. The conclusion is that after 10,000 cycles of compression, the compression rebound rate only decreased by 2.8%, and the performance remained stable.

[0034] The water absorption test was conducted according to GB / T1034-2008 standard. The sample was immersed in water at 25℃ for 24 hours and the mass increase rate was measured. The test result was a water absorption rate of 0.8%.

[0035] Service life prediction employed accelerated aging testing, simulating 5 years of use under conditions of 1000 hours in a 70℃ constant temperature chamber, to test performance changes before and after aging. Test results showed that the compression rebound rate was 72% before aging and 66% after aging, with a performance retention rate of 91.7%; the compression set was 4.2% before aging and 5.8% after aging; and the tensile strength was 1.2 MPa before aging and 1.1 MPa after aging, with a performance retention rate of 91.7%. The conclusion is that after 1000 hours of accelerated aging, equivalent to 5 years of use, the performance retention rate is greater than 90%, meeting long-term use requirements.

[0036] Example 2: Density Gradient EPP Cushioning Car Floor Mat The difference between this embodiment and Embodiment 1 is that the buffer rib 9 is made of density gradient EPP material. Regarding the selection of EPP material, the high-density layer EPP beads have a density of 55 g / L, a cell size of 80-120 μm, and a closed-cell rate of 96%, while the medium-density layer EPP beads have a density of 38 g / L, a cell size of 120-180 μm, and a closed-cell rate of 94%.

[0037] The buffer rib 9 is prepared using a double-layer in-mold foaming process. The specific steps are as follows: the first filling is to fill the bottom of the mold with high-density EPP beads to 50% height, the foaming temperature is 125℃, and the foaming time is 20 seconds. The second filling is to fill the high-density layer with medium-density EPP beads to 100% height, the foaming temperature is 115℃, and the foaming time is 25 seconds. The overall shaping is to maintain the temperature at 120℃ for 15 seconds. The cooling time for demolding is 50 seconds.

[0038] The buffer rib 9 structure consists of a high-density layer with a thickness of 5mm, accounting for 50% of the height of the buffer rib 9, providing rigid support, and a medium-density layer with a thickness of 5mm, accounting for 50% of the height of the buffer rib 9, providing elastic cushioning. The longitudinal reinforcing rib 901 and the transverse reinforcing rib 902 penetrate the two layers to form an integral grid.

[0039] Performance test results show that the compression rebound rate is 75%, which is 3% higher than that of Example 1; the compression permanent deformation rate is 3.8%, which is 0.4% lower than that of Example 1; the impact energy absorption rate is 82%, which is 4% higher than that of Example 1; and the long-term tread indentation is less than 1mm, which is 30% lower than that of Example 1 after 5000 cycles of compression.

[0040] In terms of technical effectiveness, the density gradient design provides rigid support through a bottom layer of high-density EPP, effectively preventing indentation and deformation from long-term foot traffic, while the top layer of medium-density EPP provides elastic cushioning, optimizing impact absorption. The two layers work synergistically to achieve the optimal balance between cushioning and support performance.

[0041] Example 3: High-density EPP cushioning car floor mats (for heavy vehicles) This embodiment is suitable for heavy vehicles such as SUVs and pickup trucks, where the buffer rib 9 can withstand greater stepping pressure. The EPP material selected is EPP bead density of 58g / L, cell size of 60-100μm, and closed-cell rate of 97%.

[0042] The structure of the buffer rib 9 is optimized as follows: the spacing of the longitudinal reinforcing ribs 901 is reduced to 18mm, the height is increased to 12mm, and the thickness is increased to 3mm; the spacing of the transverse reinforcing ribs 902 is reduced to 18mm, and the thickness is increased to 3mm; and the mesh buffer cavity 903 has a side length of 10mm and a cavity depth of 7mm.

[0043] Performance test results show that the compression rebound rate is 68%. The increase in density causes the rebound rate to decrease slightly, but it is still better than EVA. The compression permanent deformation rate is 3.5%. The maximum load capacity is greater than 5000N, which is equivalent to 500kg of pedaling force. The long-term pedaling indentation is less than 0.5mm after 10,000 cycles of compression.

[0044] In terms of technical performance, the high-density EPP material and the dense reinforcing rib mesh design significantly improve load-bearing capacity and dent resistance, making it suitable for high-intensity use scenarios in heavy vehicles.

[0045] Comparative Example 1: Cushioning car floor mats made of EVA material The preparation method is the same as in Example 1, except that the buffer rib 9 is made of modified EVA material with a VA content of 18% and a density of 120g / L.

[0046] Performance test results show that, in terms of compression rebound rate, Comparative Example 1 is 42% while Example 1 is 72%, representing a 71.4% improvement; in terms of compression permanent deformation rate, Comparative Example 1 is 18.5% while Example 1 is 4.2%, a decrease of 77.3%; in terms of impact energy absorption rate, Comparative Example 1 is 58% while Example 1 is 78%, an increase of 34.5%; in terms of compression rebound rate at -20℃, Comparative Example 1 is 38% while Example 1 is 68%, an increase of 78.9%; in terms of compression rebound rate at 70℃, Comparative Example 1 is 32% while Example 1 is 71%, an increase of 121.9%; in terms of rebound rate after 10,000 cycles, Comparative Example 1 is 29% while Example 1 is 70%, an increase of 141.4%; in terms of water absorption rate, Comparative Example 1 is 6.5% while Example 1 is 0.8%, a decrease of 87.7%; and in terms of weight, Comparative Example 1 is 850g while Example 1 is 520g, a reduction of 38.8%.

[0047] The conclusion is that EPP material is superior to EVA material in all performance indicators, especially in high and low temperature performance, multiple impact resistance, water absorption and lightweight.

[0048] The same footpad body 1 and functional layer 10 as in Example 1 were used, but the cushioning ribs 9 were not provided. Performance test results showed that, in terms of peak impact force, Comparative Example 2 was 980N while Example 1 was 420N, a reduction of 57.1%; in terms of impact energy absorption rate, Comparative Example 2 was 18% while Example 1 was 78%, an increase of 333%; in terms of impact time, Comparative Example 2 was 15ms while Example 1 was 35ms, an extension of 133%; and in terms of ankle force, Comparative Example 2 was 850N while Example 1 was 320N, a reduction of 62.4%.

[0049] The simulated collision test used a dummy model to simulate a low-speed collision at 15 km / h, equivalent to a minor rear-end collision. The test results showed that the peak stress at the ankle of Comparative Example 2 was 850 N, exceeding the ankle sprain threshold of 600 N and posing a risk of injury. In contrast, the peak stress at the ankle of Example 1 was 320 N, far below the ankle sprain threshold, effectively reducing the risk of injury.

[0050] The conclusion is that the EPP buffer rib 9 structure can reduce the peak impact force during minor collisions by 57.1% and the ankle stress by 62.4%, effectively reducing the risk of ankle injury.

[0051] The selection criteria for EPP material density are as follows: a density of 30-40 g / L is considered a lightweight and highly elastic configuration, suitable for light vehicles such as cars, prioritizing cushioning performance; a density of 40-50 g / L is considered a balanced configuration, suitable for most passenger vehicles, balancing cushioning and support performance, and this is the recommended configuration; a density of 50-60 g / L is considered a high-density and high-strength configuration, suitable for heavy vehicles such as SUVs and pickup trucks, prioritizing support performance.

[0052] The selection of cell size is based on the following criteria: a cell size of 50-100μm represents a high-density configuration with small cells, providing higher rigidity and load-bearing capacity; a cell size of 100-200μm represents a balanced configuration with medium cells, balancing cushioning and support performance, which is the recommended configuration; and a cell size of 200-300μm represents a low-density configuration with larger cells, providing better elasticity and cushioning performance.

[0053] The preferred structural parameters of the buffer rib 9 are as follows: a longitudinal reinforcing rib spacing of 15-18mm is suitable for heavy vehicles, 18-22mm is suitable for ordinary vehicles, and 22-25mm is suitable for light vehicles; a buffer cavity 903 side length of 10-12mm provides high-strength support, 12-14mm is a balanced configuration, and 14-15mm provides high-elasticity buffering.

[0054] This utility model of car floor mats has been tested on multiple car models. Case 1 is a Class A sedan of a certain brand, using the standard configuration of Example 1, with an EPP density of 45g / L. After 6 months of testing, the floor mats accumulated 12,000km of driving and an average daily usage time of 1.5 hours. The test results showed that the floor mats had no obvious indentation or deformation, with an indentation of less than 0.8mm; the cushioning performance showed no significant decrease; the compression rebound rate remained greater than 70%; and the driver satisfaction score was 4.6 / 5.0, with a cushioning comfort score of 4.8 / 5.0.

[0055] Case 2 involves a C-segment SUV from a certain brand, using the high-density EPP configuration (58g / L) from Example 3. After 6 months of testing, including 15,000km of driving and multiple instances of emergency braking and minor collisions, the floor mats showed no dents or deformation, sufficient load-bearing capacity, stable cushioning performance, and no performance degradation after multiple collisions. Driver feedback indicated significantly improved comfort and no discomfort during emergency braking.

[0056] Case 3 involved a certain brand of electric vehicle, using the density gradient configuration of Example 2: a bottom layer of 55g / L and a top layer of 38g / L. After 6 months of testing in the vehicle, the frequent start-stop cycles of the electric vehicle increased the pressure on the floor mats. Test results showed no significant indentation or deformation, with indentation less than 0.5mm, demonstrating significant weight reduction—35% lighter than the original floor mats—and a driver satisfaction rating of 4.7 / 5.0.

[0057] This utility model of car floor mats can be widely used in various passenger cars and commercial vehicles, and has the following industrial application value: First, in terms of safety improvement, it effectively reduces the risk of ankle injury in minor collision scenarios, improving the level of occupant safety protection; Second, in terms of durability improvement, its service life is more than 5 years, far exceeding the 2-3 years of traditional floor mats, reducing replacement frequency and usage costs; Third, in terms of applicability improvement, its performance is stable under all climate conditions, suitable for various climate regions from the severe cold of Northeast China to the high temperatures of South China; Fourth, in terms of environmental protection improvement, it is 100% recyclable and reusable, in line with the green development trend of the automotive industry; Fifth, in terms of lightweight contribution, it reduces weight by 15%-20% compared to traditional floor mats, responding to the demand for lightweight development in the automotive industry.

[0058] This invention addresses the core pain point of existing car floor mats lacking dynamic protection by applying EPP material and innovating the design of the cushioning structure. It fills the gap in foot protection in minor collision scenarios and has significant practical value and market application prospects.

[0059] 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 car floor mat with an EPP cushioning structure, comprising a floor mat body (1), the upper surface of which is provided with a plurality of anti-slip protrusions (2), the floor mat body (1) being composed of a bottom positioning area (3), a foot stepping area (4) and a top positioning area (5), the bottom positioning area (3), the foot stepping area (4) and the top positioning area (5) being integrally formed, the floor mat body (1) being provided with a first clearance groove (6) and a second clearance groove (7), and the floor mat body (1) being provided with a pedal clearance notch (8) on one side depending on the installation position; characterized in that: The foot pad body (1) is provided with several sets of buffer ribs (9) at the bottom of the foot stepping area (4). The buffer ribs (9) are made of EPP material with a density of 30-60g / L. The buffer ribs (9) include several sets of longitudinal reinforcing ribs (901) and transverse reinforcing ribs (902). The longitudinal reinforcing ribs (901) are fixedly connected to the bottom of the foot stepping area (4). The transverse reinforcing ribs (902) are arranged perpendicularly to the longitudinal reinforcing ribs (901). The longitudinal reinforcing ribs (901) and transverse reinforcing ribs (902) enclose a grid-like buffer cavity (903).

2. The car floor mat with an EPP cushioning structure according to claim 1, characterized in that: The EPP material has a cell size of 50-300μm, a closed-cell rate of ≥92%, a compression resilience of 60%-80%, and a compression set of <5%.

3. A car floor mat with an EPP cushioning structure according to claim 1, characterized in that: The buffer rib (9) is a density gradient structure, including a high-density layer fixed to the bottom of the foot stepping area (4) and a medium-density layer located above the high-density layer. The density of the high-density layer is 50-60 g / L, and the density of the medium-density layer is 30-45 g / L.

4. A car floor mat with an EPP cushioning structure according to claim 1, characterized in that: The longitudinal reinforcing ribs (901) are spaced 15-25mm apart, 8-15mm high, and 2-3mm thick; the transverse reinforcing ribs (902) are spaced 15-25mm apart and 2-3mm thick; the mesh-like buffer cavity (903) has a side length of 10-15mm and a cavity depth of 5-8mm.

5. A car floor mat with an EPP cushioning structure according to claim 1, characterized in that: The buffer rib (9) is connected to the foot pad body by hot pressing after being formed by EPP bead molding.

6. A car floor mat with an EPP cushioning structure according to claim 1, characterized in that: It also includes a functional layer (10) that enhances the performance of the foot pad body (1), the functional layer (10) being disposed on the outside of the foot pad body (1).

7. A car floor mat with an EPP cushioning structure according to claim 6, characterized in that: The functional layer (10) includes a comfort layer (1001), an absorbent layer, and a wear-resistant layer (1002). The comfort layer (1001) is disposed on the outer wall of the foot pad body (1), and the absorbent layer is sandwiched between the comfort layer (1001) and the wear-resistant layer (1002). The comfort layer (1001) is made of microfiber material with a thickness of 1-1.5 mm. The absorbent layer is made of needle-punched nonwoven fabric with a basis weight of 200-250 g / m². 2 The fiber porosity is 70%-80%; the wear-resistant layer (1002) is made of PVC material with a Shore hardness of 60-70D.

8. A car floor mat with an EPP cushioning structure according to claim 1, characterized in that: The bottom of the bottom positioning area (3) and the top positioning area (5) are each provided with several sets of fixing buckles (11); the fixing buckle (11) includes an elastic barb and a cylindrical base. The elastic barb is flared outward in a trumpet shape with an opening angle of 15°-20° and a barb length of 3-4mm.

9. A car floor mat with an EPP cushioning structure according to claim 1, characterized in that: The foot pad body (1) is made of PP+TPE composite material through injection molding process.

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