• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
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    • 专利摘要:
    POLYMERIC CRASH FOR AN AUTOMOTIVE VEHICLE AND BUMPER STRUCTURE FOR A VEHICLE. A polymeric crash box (10) for an automotive vehicle, having a first open front end (12) and a second rear end (14), further comprising a substantially honeycomb structure (20) having a plurality of channels (30) realized in one piece only, which extends internally in relation to the polymeric crash box (10), each channel (30) being further tapered internally towards the second rear end (14). The polymeric crash box (10) comprises at least one substantially flat polymeric fastening element (52), which is carried out in one piece only, in proximity to said first open front end (12), and which can also be fixed to a crossbar (60). A bumper structure for a vehicle, comprising at least two polymeric crash boxes (10) and having a substantially (Omega) shaped cross section, and a polymeric outer bumper housing covering the crossbar (60) and the two at least polymeric crash boxes (10).
    公开号:BR112013007050B1
    申请号:R112013007050-1
    申请日:2011-04-04
    公开日:2020-11-03
    发明作者:Stefania Zannier
    申请人:Tres Srl；
    IPC主号:
    专利说明:

    The present invention relates to a polymeric crash box for a vehicle, applicable in the automotive field and, in particular, being able to be used as a sacrificial element in a bumper structure of an automotive vehicle.
    Usually a crash box is capable of absorbing some of the kinetic energy during a car crash against a fixed or moving obstacle.
    In particular, the present invention relates to a polymeric type crash box, the type made particularly through injection molding and having a substantially honeycomb structure, in order to have a good impact resistance and high rigidity, accompanied by a low weight .
    Each crash box features a first front end, supports the first crash, and a secure rear end, which is limited to a vehicle chassis.
    Each crash box is, in fact, designed to have, in the event of a crash, a permanent plastic deformation and a programmed collapse that starts from a front portion towards the second rear portion of the crash box, consequently determining a plurality of folds starting from said front portion towards said second rear portion.
    In this way, each crash box is able to progressively absorb and dissipate a portion of the kinetic energy through plastic deformation and through the propagation of said plurality of folds, maintaining a reduced volume and weight.
    A disadvantage of polymeric crash boxes is that, in the event of a collision force at an angle to the first front end, this determines a bending moment that compromises stability and often determines a sudden failure or deformation of the rear portion of the crash boxes. , compromising its correct functioning during the same collision.
    Another similar disadvantage is that, in the event of a failure of a support element limited to said second rear end, it causes an intensification of stress on said second rear end, compromising the functionality of the crash box.
    This is also due, in this case, to the plurality of folds starting from said second rear end.
    In addition, the present invention relates to a bumper structure, in particular for a means of transport, such as, for example, an automotive vehicle.
    The present invention relates to a type of bumper structure having at least two polymeric crash boxes.
    Known bumper structures having at least two polymeric crash boxes also comprise a crossbar extending between the crash boxes, and also comprise a polymeric outer bumper housing having only an aesthetic function, which covers said crossbar and those referred to at least two polymeric crash boxes.
    The polymeric crash boxes have, in particular, a substantially honeycomb structure, which allows to absorb a portion of the kinetic energy due to an impact of the automotive vehicle against a fixed or mobile obstacle.
    Each polymeric crash box is positioned between said polymeric crossbar and a chassis of said automotive vehicle, in order to absorb, during said impact, a part of the kinetic energy, consequently reducing the kinetic energy transmitted to said chassis.
    A disadvantage of the crossbars is that, being limited to that chassis, they transmit the compression stress associated with the impact itself, and the connection means also increase the total weight of the bumper structure, from the crossbar to the chassis.
    In addition, particularly in the case of a frontal impact with a pedestrian, if the crossbar is very rigid, this results in serious damage to the pedestrian, often when determining permanent damage to the pedestrian's knees.
    Another disadvantage is that, in the event of a failure of the polymeric crossbar, the correct stress of the crash boxes is compromised and, consequently, also its correct functioning.
    The purpose of the present invention is to create a polymeric crash box for a vehicle, making it possible to globally reduce the weight of the bumper structure and, at the same time, to reduce to a minimum the impact force transmitted to the vehicle's chassis.
    Another purpose is to create a polymeric crash box for a vehicle, which allows to reduce production costs and obtain a substantially constant collapse force during an impact, while maintaining high stability.
    Another purpose is to create a polymeric crash box for a vehicle, allowing a high cost reduction and a simple assembly of the crash box in a bumper structure.
    Yet another project is to create a bumper structure for a vehicle, allowing production costs to be reduced and also reducing pedestrian damage to a minimum, in the case of a frontal impact with it, while maintaining high rigidity at the same time. of the bumper structure during impact.
    Another purpose is to create a polymeric crash box and a bumper structure for a vehicle, which can be easily realized and which can be economically advantageous.
    These purposes according to the present invention are achieved by carrying out a polymeric crash box for a vehicle and a bumper structure according to claims 1 and 14.
    Additional features of the invention are noted in the subsequent claims.
    The characteristics and advantages of a polymeric crash box for a vehicle and of a bumper structure according to the present invention will become more evident from the following non-limiting exemplary description, which makes reference to the attached schematic figures, which show: figure 1 is an elevated side view of the right side in a preferred form of the crash box modality according to the present invention; figure 2 is a top view of the polymeric crash box in figure 1; figure 3 is a top perspective view of the elevated right side of the polymeric crash box of figure 1; figure 4 is an elevated front rear view of the polymeric crash box of figure 1; figure 5 is a top perspective view of the elevated right side of a preferred embodiment of a bumper structure according to the present invention; figure 6 is an exploded top view of the upper right side of the bumper structure of figure 5; figure 7 is a top exploded view of the bumper structure of figure 6; figure 8 is a partial sectional view of the elevated right side of the bumper structure of figure 5; figure 9 is a front view of a preferred embodiment of the polymeric crash box according to the present invention; figure 10 is a left elevated view of the crash box in figure 9; figure 11 is a left elevation view of a preferred embodiment of a section of the crash box of figure 10, sectioned along line XI-XI; figure 12 is a schematic sectional view along a longitudinal axis showing a detail of a polymeric crash box according to a preferred embodiment; figure 13 is an elevated front rear view of a detail of the polymeric crash box of figure 9 with polymeric means of fixing to a crossbar; figure 14 is a schematic sectional view along a longitudinal axis showing a detail of a polymeric crash box according to a preferred embodiment; figure 15 is an elevated right side view of a preferred embodiment of a section of the crash box in figure 14, sectioned along line XV-XV.
    With respect to the figures, a crash box 10 is shown for an automotive vehicle, made of a polymeric material having, in particular, a highly elastic module and having a first open front end 12 and a second rear end 14. Said crash box 10 also comprises a substantially honeycomb structure 20 defined by a plurality of channels 30 made in a piece of only a polymeric material, each of which is preferably provided with a substantially hexagonal section.
    Said plurality of channels 30 extends internally with respect to said crash box 10, starting from said first open front end 12 towards said second rear end 14, and, in addition, each channel 30 of said plurality of channels 30 being internally tapered towards said second rear end 14 and preferably having an internal inclination.
    According to the present invention, said crash box 10 comprises at least one substantially flat polymeric fastening element 52, which is integrated with the same polymeric crash box 10 and, in particular, is made in one piece with only one side surface outer 22 of said honeycomb structure 20, in proximity to said first open front end 12, and which can be additionally fixed to a crossbar 60.
    Preferably, said at least one substantially flat polymeric fastening element 52, preferably having a rectangular shape, is substantial and particularly orthogonal to the longitudinal direction 97 and also protrudes externally with respect to said external side surface 22 of said honeycomb structure 20 , so as to be very rigid and in order to hold said crossbar 60 in position.
    This advantageously allows to reduce the total cost of a bumper structure.
    This allows, advantageously, to indirectly connect said crossbar 60 to said chassis of said vehicle, in order to avoid direct transmission of the impact force to the chassis itself, guaranteeing, at the same time, the maximum reduction of the impact force when using to the maximum the absorption capacities of said crash box 10, before transmitting said force to said chassis of said vehicle.
    Thus, the impact force must in fact always be transmitted through the aforementioned polymeric crash box 10, which always absorbs the portion of the same force during its deformation, before transmitting the same attenuated force to the chassis of that vehicle.
    Furthermore, said at least one substantially flat polymeric fastening element 52 substantially orthogonal to said longitudinal direction 97 of said polymeric crash box 10, this advantageously allows to guide the deformation of said plurality of channels 30 during said impact by increasing stability of said polymeric crash box 10.
    Preferably, said at least one substantially flat fastening element 52 comprises a plurality of polymeric strengthening means 54, each of which is substantially a substantially flat polymeric element with a substantially triangular shape, which are integrated with said outer side surface 32, in particular with a channel wall 30 of said substantially honeycomb structure 20 and with said at least one substantially flat polymeric fastener 52, in order to be substantially parallel with respect to the longitudinal direction 97.
    Advantageously, in this way, it is possible to obtain at least one polymeric fastening element, which is extremely rigid and light and which allows, at the same time, not to modify the programmed deformation of the referred crash box 10, while keeping it balanced and stable. .
    The substantially flat polymeric fastening element 52 preferably has a substantially rectangular shape and a thickness comprised between 2 and 6 mm, in order to be very rigid and not to alter the programmed deformation and the plurality of the programmed fold of said alveolar structure 20 during an impact.
    In particular, each polymeric strengthening means 54 has a thickness comprised between 0.6 mm and 3 mm, which is measured in a direction substantially orthogonal to said longitudinal direction 97, and this strengthens said polymeric crash box 10 without negatively influencing the plurality of folds of said polymeric crash box 10 during said impact.
    Preferably, said substantially flat polymeric fastener 52 comprises a plurality of through holes 53, which are made in a base surface of the fastener and which are preferably positioned between two polymeric strengthening means 54, in order to fix said polymeric crash box 10 to said crossbar 60.
    Preferably, said at least one substantially flat polymeric fastener 52 is at least two substantially flat polymeric fasteners 52, which are fastened close to said first open front end 12 on opposite sides of said external side surface 22 of said structure alveolar 20.
    This advantageously further increases the strengthening and the correct positioning of said crossbar 60 with respect to the vehicle chassis and also allows to guide, in an even more stable way, the plurality of folds of said plurality of channels 30, from said first open front end 12 for the second rear end.
    Preferably, said substantially honeycomb structure 20 comprises a second plurality of channels 40 made in one piece only with said plurality of channels 30 by means of injection molding.
    Said second plurality of channels 40 extends from the second rear end 14 towards said first open front end 12, each channel 40 of said second plurality of channels 40 being further internally tapered towards said first open front end 12, and preferably has an internal slope.
    Preferably, each channel 40 comprises only a plurality of second walls 34, each of which is inclined with respect to a longitudinal axis 98 of each channel 40.
    In this way it is possible to advantageously reduce the extraction force of said polymeric crash box 10 from a mold at the end of an injection molding phase, while maintaining, at the same time, a good stability of said crash box 10 during an impact.
    A high extraction force is a big problem to perform polymeric crash boxes 10, since this does not allow to make large parts having a greater capacity to absorb impacts.
    In this way, it is possible to advantageously perform a polymeric crash box 10 which is simple to perform and has a reduced production cost, since, for this, an injection molding machine is necessary, which is much smaller and less expensive, given that it doesn’t need very powerful extraction means.
    As an advantageous alternative, this allows two polymeric crash boxes 10 to be molded at the same time while maintaining the same extraction force of just one polymeric crash box that does not have the said second plurality of internally tapered channels 40 towards said first front end 12.
    Preferably, each channel 40 of said second plurality of channels 40 is only surrounded by channels 30 of said plurality of internally tapered channels 30 towards said rear end 14.
    In this way, it is possible to further advantageously reduce the extraction force from a mold of the said polymeric crash box 10 at the end of an injection molding phase.
    This allows, advantageously, to perform a polymeric crash box 10 having a much wider cross section, without the need for a high extraction force to extract it from a mold.
    In fact, in this way it is possible to maintain high slopes and, at the same time, it is possible to obtain a more gradual increase in the resistance section towards said second rear end 14 of said substantially alveolar structure 20.
    Advantageously, by means of said second plurality of internally tapered channels 40 towards said first front end 12, it is possible to obtain a plurality of walls 34 having a substantially constant thickness over the entire longitudinal length of said polymeric crash box 10.
    Preferably, each channel 40 of said plurality of channels 40 is surrounded by at least 3 tapered channels 30 towards said second rear end 14.
    In particular, each channel 40 of said plurality of channels 40 is surrounded by at least 6 channels 30 internally tapered towards said second rear end 14.
    This advantageously allows a plurality of walls 34 with constant thickness, thus allowing a much more gradual increase in the resistance section towards said second rear end 14.
    Advantageously, this allows, still, to have an extremely constant collapse force during an impact, giving the said polymeric crash box 10 a high stability during the said impact and also allowing, at the same time, to prevent a programmed deformation from deformation. rear end 14.
    Said plurality of channels 30 comprises a plurality of walls 32, each of which is, at the same time, a wall of another channel 30 of said plurality of channels 30 internally tapered towards said second rear end 14.
    Furthermore, said plurality of channels 30 comprises a plurality of second walls 34, each of which is, at the same time, a wall of a corresponding channel 40 of said plurality of channels 40.
    As it is preferably surrounded only by channels 30 internally tapered towards said rear end 14, each channel 40 is therefore formed only by a plurality of second walls 34.
    Preferably, each second wall 34 advantageously has a substantially constant thickness along a longitudinal axis 98, whereas each wall 32 has a thickness that increases towards said second rear end 14.
    Each channel 40 internally tapered towards said first front end 12 being surrounded by channels 30, which are internally tapered towards said second rear end 14, the total number of second walls 34 is always less than the total number of walls 32.
    Advantageously, it is possible, in this way, to have a resistant section that increases, in a much more gradual way, towards said second rear end 14, thus obtaining a much more constant collapse force of said polymeric crash box 10 during an impact .
    Preferably, each second wall 34 is substantially inclined with respect to the longitudinal axis 98 of a corresponding channel 40 of an angle whose absolute value is between 0 ° and 5 ° and, in particular, between 0.5 ° and 2 °.
    In addition, this advantageously allows the length of the plurality of channels 30 and 40 to be increased without excessively increasing the extraction force.
    Preferably, each second wall 34 has a substantially constant thickness along said axis 98 of a corresponding channel 40, and it is also substantially inclined with respect to said longitudinal axis 98 from an angle whose absolute value is between 0 ° and 5 ° and, in particular, between 0.5 ° and 2 °.
    Advantageously, this allows to obtain a reduction in the extraction force of the said polymeric crash box 10 from a mold, and also allows to simplify the realization of the crash box and the mold.
    Preferably, each wall 32 with respect to a longitudinal axis 98 of a corresponding channel 30 has a slope whose absolute value is between 0 ° and 0.2 ° and, in particular, is between 0 ° and 0.1 °.
    This allows for a gradual increase in the collapse force of said polymeric crash box 10, since the remaining section from said first front end 12 increases when going towards said second rear end 14.
    Furthermore, with respect to figures 1 and 2, each channel 40 of said second plurality of channels 40 is preferably not positioned on the outer lateral periphery of said substantially honeycomb structure 20.
    Preferably, this allows to have great angles in some channels 30 and 40 mutually adjacent, by allowing a great reduction of the extraction force of the referred polymeric crash box 10, and, at the same time, it allows to have a polymeric stable crash box 10 and capable of reduce the increase of the resistant section to the minimum, towards said second rear end 14, and, thus, guarantee the collapse force as constant as possible.
    Preferably, in order to obtain the collapse force as constant as possible during said impact, at least a portion of said channels 30 is slightly tapered inwards, towards the second rear end 14, and the portion preferably also has a plurality of walls 32, each having a lower mean first slope 36, which, with respect to an axis 98 of a corresponding channel 30, is preferably comprised between 0.01 ° and 1st and, in particular, is comprised between 0.01 ° and 0.5 °.
    Advantageously, this also allows to stabilize during said impact the first open front end 12, without excessively increasing its resistance in relation to said impact.
    In this way, it is possible to determine a plurality of programmed flexions, starting from said first open front end 12 without limiting the absorption capacity of said crash box 10.
    According to a preferred embodiment, at least a portion of said plurality of channels 30 has, internally, a first lower mean slope 36 starting from the open front end 12, which has, with respect to an axis 98 of a corresponding channel 30 , a value preferably comprised between 0.01 ° and 1st and, even more preferably, comprised between 0.01 ° and 0.5, and a second inclination of greater average 76 which is present only in said second rear end 14 and which has , still, with respect to axis 98, a value preferably comprised between 0.01 ° and 4 ° and, even more preferably, between 0.5 and 2 °.
    In particular, said second highest average inclination 75 is present only at said second rear end 14 and in an inclined internal profile 75, which is caused by strengthening means 70 comprising at least a strengthening portion 74 made of a polymeric material and positioned only at said second rear end 14, with which said crash box 10 is preferably provided, which is molded directly by injection into a part only around the crash box.
    Advantageously, in this way it is possible to create a polymeric crash box 10 which is simple to perform and with a reduced production cost.
    Preferably, at least a part of said plurality of channels 30 is extremely tapered towards said second rear end 14 and also has an average inclination externally which, with respect to an axis 98 of each corresponding channel 30, preferably has a value comprised between 0 ° and 4 ° and, in particular, between 0 ° and 2 °.
    Preferably, said first open front end 12 has a plurality of faces 13, which are inclined and not orthogonal to a longitudinal direction 97 by advantageously allowing to reduce the initial collapse force at the first instant of said impact.
    Said plurality of faces 13 has the function of reducing the initial stress during an impact, in particular in the case of an impact force angled with respect to said longitudinal direction 97.
    In this way it is possible to always have a surface of a face 13 that is substantially orthogonal in relation to said impact force, consequently obtaining a better distribution of stress in a greater number of channels 30 of said plurality of channels 30.
    Conversely, without the said plurality of faces 13 with an angled impact force, a stress distribution is determined in a much smaller number of channels 30, consequently determining a lesser impact absorption capacity, since the number of stressed channels 30 would be reduced.
    Preferably, said at least two substantially flat polymeric fastening elements 52 are integrated into a polymeric cover 80, which is realized in a piece only with said front end open 12 and, in particular, also at least partially with said plurality of faces 13 of said polymeric crash box 10.
    In particular, said polymeric lid 80 closes at least partially said first open front end 12 of said polymeric crash box 10, and furthermore, preferably said at least two substantially flat polymeric fastening elements 52 are positioned symmetrically with respect to an axis of longitudinal symmetry of said polymeric crash box 10.
    Advantageously, in that way said polymeric cover 80 allows to guide the plastic deformation of the polymeric crash box 10 during a collision and allows for greater stability of it.
    Preferably, said at least one substantially flat polymeric fastening element 52 comprises a metal blade incorporated internally into the element to have greater rigidity, without increasing its thickness.
    Preferably, said crash box 10 comprises fastening means particularly connectable to a chassis of said automotive vehicle, which are limited or directly integrated with said second rear end 14.
    Preferably, said fastening means comprise a plurality of holes 19, which are obtained in said second rear end 14 and which advantageously allows a reduction in the total weight of said polymeric crash box 10.
    Preferably, said fastening means comprise a polymeric base 18 which has a surface that connects to said polymeric crash box 10, which is inclined with respect to a longitudinal direction 95 of said vehicle.
    Advantageously, in this way, it is possible to easily tilt said polymeric crash box 10 with respect to said longitudinal direction 95 in order to absorb angled impacts between 5o and 10 ° with respect to the same longitudinal direction 95 while maintaining a great impact absorption capacity and avoiding the need to mold said plurality of inclined channels, since this operation is very difficult and also very expensive.
    Preferably, said crash box 10 also comprises a substantially longitudinal through hole, in order to allow the insertion of a hook, which can be used particularly to drive a means of transport, which is preferably tapered at said second rear end 14 from an angle preferably between 0.01 ° and 4 ° and even more preferably between 0.01 ° and 2 °.
    This serves to prevent a failure or a plurality of folds starting from said second rear end 14.
    Preferably, said crash box 10 is made in one piece, particularly through injection molding, with a polymeric material with high impact resistance, which, according to the ISO 180 / 1A test at 23 ° C has an energy breaking strength of at least 5 KJ / m2 and, in particular, of at least 10 KJ / m2, which is, in particular, a polymeric material, preferably chosen from a polymer mixture of polybutylene terephthalate and polycarbonate, such as, for example, a polymeric material known under the trademark Xenoy ™, and a polymeric mixture of polyphenylene oxide and a polyamide resin, such as, for example, a polymeric mixture known under the trademark Noryl ™, and / or between polymeric materials having similar characteristics.
    Preferably, said polymeric material is chosen from: a mixture of a polyphenylene ether (PPE) and a polyamide (PPE), a mixture of a polyphenylene ether (PPE) and a polybutylene terephthalate, a mixture of a polyphenylene ether ( PPE) and a polyethylene (PE), a mixture of a polyphenylene ether (PPE) and a polypropylene (PP), a mixture of a polyphenylene ether (PPE) and a polystyrene (PS), a mixture of a polycarbonate (PC ) and a polyethylene terephthalate (PET), a polypropylene rubber, a polyamide rubber and / or derivatives thereof.
    In accordance with another aspect of the present invention, a side bumper structure for a vehicle is provided, comprising at least two polymeric crash boxes 10 of the type previously described, a crossbar 60 having, in particular, a substantially shaped cross section of Ω, and an external polymeric rubber cover, not shown in the Figures, having only an aesthetic function, which covers said crossbar 60 and said at least two polymeric crash boxes 10.
    Preferably, said crossbar 60 comprises two substantially flat base portions, to which said at least one substantially flat fastening element 52 of said polymeric crash box 10 is attached, so that said first open front end 12 is spaced, preferably along a longitudinal direction 97 substantially about 5 mm, in particular about 15 mm, with respect to a lower portion 64 of said cross bar 60, in addition said preferred cross bar can be plastically deformed with less effort than the minimum effort required to deform the aforementioned polymeric crash box 10.
    Preferably, said two base portions 62 comprise a plurality of through holes 65 corresponding to a plurality of holes 53 of a corresponding polymeric crash box 10 to fix it to said cross bar 60, thus avoiding a direct connection with said chassis.
    Advantageously, therefore, during a frontal impact with a pedestrian, it is possible to reduce the damage to the pedestrian to a minimum, since said preferential crossbar 60 is plastically deformable with less effort than the minimum effort required for the deformation of said crash. polymeric box 10, thus allowing a plastic deformation of the crossbar 60 until it, after folding and deformation, comes into contact with said first free open end 12 of at least one polymeric crash box 10.
    Preferably, said crossbar 60 comprises a plurality of strengthening elements 63, each having two ends that are integrated with said two base portions 62, thus reinforcing said crossbar 60 and advantageously maintaining a reduced weight and advantageously allowing simple assembly of said at least two polymeric crash boxes 10 on said crossbar 60.
    Preferably, said crossbar 60 is made of a metal material, such as steel or aluminum, or is made of a material composed of a polymeric matrix reinforced with carbon fibers and / or glass fibers.
    This advantageously allows for a reduced overall weight of said bumper structure and good stiffness of said crossbar 60.
    Preferably, said lower portion 64 of said crossbar 60 comprises a plurality of projections, not shown, which are placed in said first open portion 12 of said at least one polymeric crash box, in order to increase friction with the crash box. during that impact.
    Advantageously, this determines greater stability of said at least one polymeric crash box 10 and also of said bumper structure.
    According to another aspect of the present invention, an automotive vehicle is provided comprising a bumper structure, particularly a frontal one of the type previously described.
    Thus, it was seen that a polymeric crash box for a vehicle and a bumper structure according to the present invention achieve the previously highlighted purposes. The polymeric crash box for a vehicle and the bumper structure of the present invention designed in this way are susceptible to several changes and variations, all within the same inventive concept.
    In addition, in practice, the materials used, as well as their dimensions and 5 components, can be of any type, according to technical needs.
    权利要求:
    Claims (15)
    [0001]
    1. Polymeric crash box (10) for an automotive vehicle, with said polymeric crash box (10) having a first open front end (12) and a second rear end (14), said polymeric crash box (10) comprising, further, a substantially honeycomb structure (20) having a plurality of channels (30) made in one piece, with said plurality of channels (30) extending internally in relation to said crash box (10), starting from said first front end open (12) towards said second rear end (14), each channel (30) of said plurality of channels (30) being further tapered internally towards said second rear end (14), said substantially honeycomb structure (20) comprises a second plurality of channels (40) made in a piece with only said plurality of channels (30), in which it comprises at least one fastening element, characterized by the fact that I mentioned it the second plurality of channels (40) extends from said second rear end (14) to said first open front end (12), each channel (40) of said second plurality of channels (40) being internally tapered from said second rear end (14) to said first open front end (12), and the fact that said at least one fastening element is at least one substantially flat polymeric fastening element (52), which is integrated with the same crash box polymeric (10), in proximity to said first open front end (12) for fixing to a crossbar (60).
    [0002]
    2. Polymeric crash box (10) according to claim 1, characterized in that said at least one substantially flat polymeric fastening element (52) comprises a plurality of polymeric strengthening means (54), each of which which is substantially a substantially flat polymeric element with a substantially triangular shape, which is integrated with said outer lateral surface (22) and said at least one substantially flat polymeric fastening element (52), in order to be substantially parallel to said longitudinal direction.
    [0003]
    Polymeric crash box (10) according to claim 1 or 2, characterized in that said at least one substantially flat polymeric fastening element (52) comprises a plurality of through holes (53), which are carried out on a base surface of the element for attaching to said cross bar (60).
    [0004]
    Polymeric crash box (10) according to any one of claims 1 to 3, characterized in that said at least one substantially flat fastening element (52) is at least two substantially flat polymeric fastening elements (52 ), which are attached to said first open front end (12) at opposite locations on said external side surface (22) of said honeycomb structure (20).
    [0005]
    5. Polymeric crash box (10) according to claim 4, characterized by the fact that each channel (40) of said second plurality of channels (40) is surrounded only by channels (30) of said plurality of channels (30 ) internally tapered towards the second rear end (14).
    [0006]
    6. Polymeric crash box (10) according to claim 4 or 5, characterized by the fact that each channel (40) of said second plurality of channels (40) is surrounded by at least 3 channels (30) internally tapered in towards said second rear end.
    [0007]
    Polymeric crash box (10) according to any one of claims 1, 4 to 6, characterized in that said plurality of channels (30) comprises a plurality of walls (32), each of which, at the at the same time, it is a wall of another channel (30) of said plurality of channels (30) internally tapered towards said second rear end (14), and said plurality of channels (30) further comprises a plurality of second walls (34), each of which, at the same time, is a wall of a corresponding channel (40) of said second plurality of channels (40), and that each channel (40) is internally tapered towards said first front end (12) comprises only a plurality of second walls (34).
    [0008]
    Polymeric crash box (10) according to any one of claims 4 to 7, characterized in that each second wall (34) advantageously has a substantially constant thickness along a longitudinal axis (95), considering that each wall (32) has a thickness that increases towards said second rear end (14).
    [0009]
    9. Polymeric crash box (10) according to claim 4 or 8, characterized by the fact that each second wall (34) is substantially inclined with respect to a longitudinal axis (98) of a corresponding channel (40), with an angle whose absolute value is between 0 ° and 5 ° and, in particular, is between 0.5 ° and 2 °.
    [0010]
    Polymeric crash box (10) according to any one of claims 4 to 9, characterized in that each wall (32), with respect to a longitudinal axis (95) of a corresponding channel (30), has a slope whose absolute value is between 0 ° and 0.2 ° and, in particular, is between 0 ° and 0.1 °.
    [0011]
    11. Polymeric crash box (10) according to any one of claims 4 to 10, characterized by the fact that it comprises fastening means that, in particular, can be connected to a chassis of said automotive vehicle, which are connected or directly integrated into said second rear end (14), said fastening means preferably comprising a plurality of holes (19) which are obtained in said second rear end (14) and which advantageously allow a reduction in the total weight of said crash polymeric box (10).
    [0012]
    12. Polymeric crash box (10) according to any one of claims 4 to 11, characterized by the fact that it is made in one piece, in particular, by means of injection molding with a polymeric material with high impact resistance, which shows a breaking energy of at least 5 KJ / m2 and, in particular, of at least 10 KJ / m2, which, in particular, is a polymeric material preferably chosen from a mixture of a polyphenylene ether (PPE) and a polyamide (PA), a mixture of a polyphenylene ether (PPE) and a polybutylene terephthalate (PBT), a mixture of a polyphenylene ether (PPE) and a polyethylene (PE), a mixture of a polyphenylene ether ( PPE) and a polypropylene (PP), a mixture and a polyphenylene ether (PPE) and a polystyrene (PS), a mixture of a polycarbonate (PC) and a polybutylene terephthalate (PBT), a mixture of a polycarbonate (PC) and a polyethylene terephthalate (PET), a polypropylene rubber, a polyamide rubber and / or derivatives thereof.
    [0013]
    13. Bumper structure for a vehicle, characterized by the fact that it comprises at least two polymeric crash boxes (10) as defined in any one of claims 1 to 12, wherein a crossbar (60) has a section substantially in shape of Ω and that an external polymeric bumper housing, having only an aesthetic function, and which covers said crossbar (60) and said at least two polymeric crash boxes (10).
    [0014]
    Bumper structure according to claim 13, characterized by the fact that it comprises two substantially flat base portions (62), to which said at least one fixing element (52) of said crash box is attached polymeric (10), such that said first open front end (12) is spaced with respect to the lower portion s (64) of said crossbar (60), with said crossbar (60) still being , plastically deformable with an effort less than the minimum effort required to deform the aforementioned polymeric crash box (10).
    [0015]
    Bumper structure according to claim 13 or 14, characterized in that said crossbar (60) comprises a plurality of strengthening elements (63), each of which has two ends which are integrated with said two base portions (62), in order to strengthen said crossbar (60) while advantageously maintaining a reduced weight and, at the same time, advantageously allowing a simplified assembly of said at least two polymeric crash boxes (10) with to said cross bar (60).
    类似技术:
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    同族专利:
    公开号 | 公开日
    CN103140384A|2013-06-05|
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    CN103140384B|2016-03-23|
    US20130193699A1|2013-08-01|
    EP2621759B1|2016-01-20|
    IT1401982B1|2013-08-28|
    ITMI20101772A1|2012-03-29|
    US8905444B2|2014-12-09|
    EP2621759A1|2013-08-07|
    WO2012042396A1|2012-04-05|
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    法律状态:
    2019-01-08| B06F| Objections, documents and/or translations needed after an examination request according art. 34 industrial property law|
    2019-10-15| B06U| Preliminary requirement: requests with searches performed by other patent offices: suspension of the patent application procedure|
    2020-07-07| B09A| Decision: intention to grant|
    2020-11-03| B16A| Patent or certificate of addition of invention granted|Free format text: PRAZO DE VALIDADE: 20 (VINTE) ANOS CONTADOS A PARTIR DE 04/04/2011, OBSERVADAS AS CONDICOES LEGAIS. |
    优先权:
    申请号 | 申请日 | 专利标题
    ITMI2010A001772|2010-09-28|
    ITMI2010A001772A|IT1401982B1|2010-09-28|2010-09-28|POLYMERIC IMPACT ABSORPTION ELEMENT FOR A VEHICLE AND BUMPER STRUCTURE.|
    PCT/IB2011/051430|WO2012042396A1|2010-09-28|2011-04-04|A polymeric crash box for a vehicle and bumper structure|
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