• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    The invention proposes a shock energy absorbing element (1) comprising a shell structure (2) with: a first monoblock hull portion (4), the largest dimension of which extends in a first transverse direction ( Y) of the vehicle - at least two portions (3) in the form of closed section hollow beams about a longitudinal axis (X) of each beam portion, the longitudinal axis (X) of the hollow beams being substantially perpendicular to the first transverse direction. The first one-piece shell portion (4) forms at least a portion of each of the hollow beams (3) and extends axially along the length of the hollow beam portions, between an attachment portion of the hollow beams on a vehicle structure (18) and an axial end (12) of the hollow beam portions (3).
    公开号:FR3031482A1
    申请号:FR1550280
    申请日:2015-01-14
    公开日:2016-07-15
    发明作者:Loic Bezeault；Xavier Duhem
    申请人:Renault SAS；
    IPC主号:
    专利说明:

    [0001] The invention relates to the shock energy absorption structures, and more particularly to the shock energy absorption structures arranged at the front bumpers, and to the shock absorbing energy absorption structures. / or rear bumper of a motor vehicle. Such shock absorption structure must allow, during the crash of the bumper in the direction of the vehicle, to consume a portion, if possible the entire energy of the shock to limit deformation of the structures behind the bumpers and the energy absorbing element, and to avoid the intrusion of foreign bodies, or the intrusion of even portions of the vehicle inside the passenger compartment of the vehicle. In the event of a small impact, the shock absorption structure must be able to limit the damage to the structure itself and to the elements in front of the shock energy absorption structure in order to be able to repair the shock. vehicle at a lower cost, and maintaining the structural integrity of the elements lying behind the shock absorption structure. Shock absorbing energy structures of metal, for example steel or aluminum, are known. These structures generally have forms favoring an "accordion" crushing of the shock absorption structure in order to multiply the zones of plastic deformation, and thus to increase the amount of total energy absorbed. On these known shock absorption structures, a metal beam is generally assembled which transfers the force of the impact to the shock absorption structure during an impact along an axis not aligned with an axis of one of the shock absorption structures supporting the beam. These known devices are generally quite heavy, and are also bulky in the axial direction of the vehicle, in that they require distances available for crushing the structure that are felt on the total size of the vehicle in the longitudinal direction of it.
    [0002] The object of the invention is to provide impact energy absorption systems which have less space in the longitudinal direction of the vehicle for the same impact energy absorption capacity. The invention proposes a shock energy absorber element for a motor vehicle, comprising a shell structure comprising: a first monoblock hull portion, the largest dimension of which extends in a first transverse direction of the vehicle; at least two portions; in the form of closed section hollow beams about a longitudinal axis of each beam portion, the longitudinal axis of the hollow beams being substantially perpendicular to the first transverse direction.
    [0003] The first one-piece shell portion forms at least a portion of each of the hollow beams and extends axially along the length of the hollow beams, between an attachment portion of the hollow beams on a vehicle structure and an axial end of the hollow beams. distant from the vehicle structure.
    [0004] Advantageously, the total material area of the straight sections of each hollow beam portion, perpendicular to the longitudinal axis, is decreasing between a first end of the beam portion and a second end of the beam portion. The first end of the hollow beam portion is typically an end through which the hollow beam portion is assembled on the vehicle. The second end of the hollow beam portion is typically one end of the hollow beam portion that is remote from the vehicle. By total area of material is meant the area integral on a cross-section of the hollow beam portion, counting only the portions of cross-section actually occupied by the material forming the beam portion. By (de) increasing from one end to the other of the beam portion is meant a non-constant monotonic variation from one end to the other of the beam portion. Preferably, the variation is a strict (de) growth over a cumulative length of the beam portion which represents at least one-quarter, preferably at least one-third, and preferably at least half of the minimum distance between a point. assembling the beam on a vehicle structure at one end, and a point of the hollowest beam portion furthest from that vehicle structure at the other end of the hollow beam portion.
    [0005] The first one-piece shell portion and the two hollow beam portions may be made of the same material. The first portion of one-piece shell and the two portions of hollow beams may be made by assembling at most three portions of monoblock hulls, or even at most two portions of 10 monoblock hulls. Each portion of hollow beam may have a substantially frustoconical shape. The frusto-conical surface may correspond to an outer skin, or an inner skin of the hollow beam portion, or to a surface included in the volume of material constituting the hollow beam. The frustoconical surface may optionally be a cylinder portion. Cylinder and truncated cone are understood here in the general sense, that is to say that their generators can rely on any closed curves, not necessarily of revolution. Non-frustoconical variants can be envisaged. Advantageously, starting from the second end, the outer contour of each cross section of the beam may be in the outer contour of any cross section of the beam located closer to the first end of the beam. The consumption by deformation and / or breaking of the beam walls is thus section by section propagating towards the stronger sections, located closer to the vehicle. According to a preferred embodiment, the radial thickness of the contour of the closed section of each beam is decreasing between the first and the second end of the beam portion. Each beam portion may comprise at least a first and a second fin area, at which the cross-section of the beam extends outwardly from the closed middle contour of the beam, forming a first fin in a first region. geometric reinforcement plane and forming a second fin in a second geometric reinforcement plane.
    [0006] The fins further increase the overall flexural strength of the beam, which makes it possible to obtain, during an impact, energy consumption by local collapse in compression of the material of the beam, while avoiding a buckling of the beam. .
    [0007] The energy absorbing element may comprise at least one shell portion made of polymeric base matrix composite material and reinforced with long fibers. The polymer-based matrix may comprise in particular thermoset type resin (for example epoxy) or thermoplastic type resin (for example polyamide). Long fibers are here understood to mean fibers of length greater than or equal to one millimeter. Preferably the composite comprises "continuous" fibers, that is to say of length greater than or equal to cm. Particularly advantageously, the composite comprises woven fibers, or comprises "mats" more or less isotropic fibers, for example carbon fibers, aramid fibers, glass fibers, or a mixture of these fibers and / or other known long reinforcing fibers, for example synthetic or vegetable fibers. The fibers of the composite may be oriented in a cross-directional manner following known composite molding methods from mats or matrix-impregnated reinforcing fiber fabrics. The composite material may comprise a mass fraction of fibers greater than 30%, preferably greater than 40%, and preferably between 50% and 80% by weight. The first one-piece shell portion 25, the second one-piece shell portion, and / or the second local shell portion and the third local shell portion may be made of the same composite material. The energy absorbing element may comprise two half-shells of composite material assembled in at least two planar portions of each half-shell, each flat portion contributing to forming a portion of the thickness of one of the zones of fins. . The two half-shells can be of different shapes and sizes. One of the half-shells may be substantially larger than the other half-shell. One half-shell can be joined to two other half-shells to form two portions of hollow beams. The planar portions may advantageously comprise one or more portions that are in the fin areas. Preferably, the joining zones between the half-shells also comprise at least one zone extending beyond the hollow-section beam portion. According to a preferred embodiment, the hollow beam section is extended at one end by a shell portion which closes that end of the hollow beam portion by a surface substantially perpendicular to the longitudinal axis of the hollow beam. The assembly between the two half-shells may be made by gluing, or by other known methods, for example by friction, depending on the nature of the composite used. The method of assembly between the two half-shells is preferably chosen to ensure a surface cohesion between the two half-shells as opposed to a series of point-links, so that, following each break or destruction of a cross-section of the beam, another cross section closed contour can resume the efforts applied. Each half-shell may be formed of fiber-reinforced composite material arranged in successive layers. The number of layers of reinforcing fibers may increase between the second and the first end of the hollow beam portion. All of the hollow beam portions may be defined by the first one-piece shell portion and a single second one-piece shell portion joined to the first one. According to another embodiment, all the portions of hollow beams may each be defined by the first portion of the one-piece shell and partly by another local portion of shell specific to this portion of hollow beam and assembled on the first portion. monoblock hull. The first end of the energy absorbing element can typically be assembled on a motor vehicle crossmember. The second end of the energy absorbing element can typically be assembled on a motor vehicle spar. A metal plate may optionally be interposed between the edges of the spar and the energy-absorbing element, and the 35 second assembly portions of the half-beams, either to enable a vehicle traction ring screwed into the plate to be fixed, and / or to prevent erasure of the energy absorber element 3031482 6 inside the spar in the event that the energy absorbing element consumes itself in a non-scheduled chronology (for example following a break in the side of its most important section).
    [0008] The longitudinal axis of the beam may typically correspond to a vehicle forward axis, or longitudinal axis of the vehicle. The largest dimension of the beam is not necessarily its dimension along the longitudinal axis. More generally, the longitudinal axis of the beam may correspond to a probable axis of impact on the shock absorber element. Other objects, features and advantages of the invention will appear on reading the following description, given solely by way of nonlimiting example, and with reference to the appended drawings, in which: FIG. 1 is a simplified view in perspective of a shock energy absorption system according to the invention, typically located at the rear of a motor vehicle, the invention is also not limited to this area of the vehicle; Figure 2 is an exploded perspective view of a shock energy absorbing system 20 according to the invention according to a first embodiment; Figure 3 is an exploded perspective view of a shock energy absorption system according to the invention according to a second embodiment; Figure 4 is a sectional view through a horizontal plane of a shock energy absorption system according to the invention. In the present description, the directions and orientations are indicated with reference to a direct orthonormal reference XYZ in which X represents the longitudinal direction -i.e. the front-to-rear direction of the vehicle, directed towards the rear of the vehicle, Y represents the direction transverse to the vehicle, directed to the right of the vehicle and Z is the vertical direction, directed upwards. As illustrated in FIG. 1, an energy-absorbing element 1 35 according to the invention comprises a shell structure 2 extending here in the transverse direction y of a vehicle, and comprising at least two portions 3 each hollow beam form, the beam axis of which extends in a longitudinal direction X of the vehicle. The hollow beam portions 3 have a profile such as a section in a vertical plane y-z transverse to the vehicle, has a mean contour 6 which is a closed average contour of the hollow beam. As illustrated in FIGS. 2 and 3, the shell structure 2 comprises a first one-piece shell portion 4 extending over the transverse width (along the Y axis) of the shell structure 2 and comprising a first hollow beam wall. 14, and a second hollow beam wall 15. The first hollow beam wall 14 extends at least along the X-axis length of a hollow beam portion 3, and constitutes at least one angular portion. (considering an angular measurement about the X axis) of the hollow beam portion over the entire axial length thereof. Similarly, the second hollow beam wall 15 forms an angular portion of another hollow beam portion 3 located opposite the first hollow beam portion relative to the transverse length of the shell structure 2. The hull structure 2 has a larger dimension in the transverse direction Y of the vehicle. The two hollow beam portions 3 are disposed at each end of the shell structure 2. Each of the hollow beam walls 14, 15, respectively, can extend radially (relative to the X axis) by at least one portion. respectively 16 and 17, extending perpendicularly to the X axis and in which are formed assembly holes 25 for assembling the shell structure 2 on the vehicle, for example on the ends of spar 18 of the vehicle (longitudinal members visible in Figure 4). The first one-piece hull portion 4 can be assembled, as shown in FIG. 3, to a second one-piece hull portion 5 also extending substantially over the transverse width of the vehicle and whose axial ends (axial in the direction of the Y axis) 27 and 28 are respectively joined with the first hollow beam wall 14 and with the second hollow beam wall 15, thus inserting the second one-piece shell portion between these two walls 14 and 15, so as to complete the first and second hollow beam wall in two portions 3 of hollow beam with closed contour. The first one-piece shell portion 4 and the second one-piece shell portion 5 may be bonded together, for example, along the glue line shown here in exploded view as 26. In this embodiment the shell structure 2 therefore comprises two hollow beam portions 3 disposed one at a right end of the shell structure 2 and the other at a left end of the shell structure 2 - right and left defined with respect to the vehicle. The shell structure 2 may comprise a cross-member portion 23 extending between second ends 12 of each of the hollow beam portions 3, and maintained at a non-zero distance from the remainder 10 of the vehicle structure on which the hull structure 2 is assembled by first ends 11 of hollow beam portions 3. The first one-piece shell portion 4 and the second one-piece shell portion 5 can be assembled along 15 substantially planar portions 7 and 8 each extending in a plane comprising the longitudinal axis X, and forming radial fin-shaped reinforcing zones of each hollow beam portion 3, increasing the inertia of the section of the beam relative to the longitudinal axis of the beam portion 3 .
    [0009] As illustrated in FIG. 2, the portions of hollow beams 3 may also be obtained by assembling on the first one-piece shell portion, a second local shell portion 9 and a third local shell portion 10. The local portions of hulls 9 and 10 do not contribute to the central portion of crossbar 23.
    [0010] The second local shell portion 9 and the third local shell portion 10 are here respectively assembled on the first hollow beam wall 14 and the second hollow beam wall 15. In the illustrated example, the second local shell portion 9 and the third local shell portion 10 are here assembled (in the Y-axis direction) between the first hollow beam wall 14 and the second hollow beam wall 15. Advantageously, the shell structure 2 comprises zones 13 front cover, at which are superimposed a shell thickness corresponding to the first portion 4 of one-piece shell and at least one other shell thickness. The other shell thickness may correspond to a portion of a second one-piece shell portion. The other shell thickness may be a second local shell portion 9 or a third local shell portion 10 in another embodiment. The front cover zones 13 may typically comprise shell portions extending substantially perpendicular to the X axis. A frontal impact force can thus be efficiently distributed between the at least two hollow beam portions 3 intended to consume the shock impact energy. The shell structure 2 may comprise one or more orifices 21 opening into at least one hollow beam portion 3, and making it possible to insert longitudinal fastening elements of the vehicle, such as, for example, a ring of Such longitudinal fastening elements may be stowed for example to a metal reinforcing plate 20, arranged in a direction substantially parallel to the geometric plane YZ, between radial assembly flanges 24 of the hollow beam portions 3 and the ends of the longitudinal members 18. The metal plate 20 may for example be pierced and be assembled to a threaded nut in which is screwed a threaded end of the traction ring 19. The traction ring 19 can be held radially relative to to the hollow beam portion 3 by a guide piece 22. It is possible to envisage variant embodiments in which the pull ring 19 is screwed directly into the hollow beam portion 3. The straight section of the shell structure 2 is a cross-sectional plane which is perpendicular to the longitudinal axis X. A straight section portion of the beam thus comprises an outline. closed means 6 of the beam, which can extend into two substantially radial protrusions corresponding to the first fin 7 and the second fin 8. The fins 7 and 8 are here in the same plane (sectional views they are aligned according to the same straight line) but could be in different planes, these two planes crossing preferably in a direction parallel to the longitudinal direction X of the vehicle. In an advantageous embodiment, at least one plate 20, for example a metal plate, is assembled between at least one end of a spar and a portion of hollow beam 3. Such a plate limits the possibilities of destruction of the spider. element 3031482 10 energy absorber by radial traction-opening of the hollow beam portion 3 assembled on the plate. The plate 20 is for example assembled between the end of a spar 18 of the motor vehicle, and radial assembly flanges 24 surrounding the first end of the hollow beam portions 3, and comprising one of the attachment portions 16 respectively. or 17 of the first one-piece shell portion. This plate 20 also improves overall the structural strength of the hollow beam portion 3 by reinforcing the embedding effect of this beam at its first end 11. In the embodiment illustrated in FIG. traction 19 is held radially, firstly by a portion screwed into the plate 20, and secondly by a guide piece 22 surrounding the rod of the pull ring 19. The guide piece 22 ensures a radial transfer of the forces exerted by the ring on the shell structure 2, and more particularly on the walls of one of the hollow beam portions 3 surrounding the rod of the ring. This guide piece 22 may be either abutted internally on the hollow beam portion 3, or threaded around the rod of the ring 19 so as to remain in contact with the rod of the ring 19. The rod of the ring 19 is preferably movable in translation relative to the guide piece 22, so as to avoid tearing the structure of the beam portion 3 if the rod was to be torn out of the plate 20. The surface of support of the guide piece 22 25 on the shell structure 2, is designed to limit the stress concentrations associated with the support of the guide piece 22 on the shell 2. For example, the longitudinal section of the piece 22 to the level of the zone of contact between this part and the shell 2 - conforms to the inside contour of the shell 2. The axial length of the zone of contact between the guide piece 22 and the shell 2 is preferably at least equal to the axial length of the zone p Preferably, around the rod of the ring 19, the angular portion of the guide piece which is in contact with the shell structure 2 , represents at least one-third of the circumference the guide piece 22. According to an advantageous embodiment, the guide piece 22 may comprise a cup, for example a metal cup, whose outer contour substantially matches the inner contour of the portion hollow beam 3 into which it is inserted. This gives a minimum weight structure ensuring a good transfer of the radial forces of the traction ring 19 towards the shell structure 2. Each of the first and second one-piece shell portions and / or each of the local hull portions may advantageously made of organic matrix composite material, for example thermoset type resin matrix (for example epoxy) or thermoplastic type (for example polyamide) reinforced by carbon fibers, or by other fibers having a constraint at break in high compression. The fibers are preferably used in the form of woven structures or nonwoven textile structures. The reinforcing fabric layers or textile "mats" may be superimposed to combine a plurality of preferred fiber alignment directions and to obtain a high compressive strength of the composite for several potential directions of impact on the absorbent member. The percentage of fibers used may be relatively high, for example at least 30% by weight of fibers, and preferably greater than 45% or even 55% by weight of fibers. The two molded half-shells made of composite material can be assembled together, preferably using techniques which make it possible to join continuous surfaces of each of the two half-shells, for example by gluing, by plastic "welding" -assembly with local melting surfaces to be assembled - or by other methods of assembly. In order to obtain a high energy dissipation over a small axial space of the absorber element 1, the absorber element 1, and in particular its hollow beam-shaped portion 3, is designed to locate the damage. of the beam on the side of the second end 12 of the hollow beam portion. In this way, during an impact on the transom portion 23, or during an impact directly to the right of one of the absorber elements 1, 35 the energy of the impact is used to deform or to destroy by crushing. the beam portion 3 by consuming the beam portion 3 progressively from its second end 12. To this effect, the total area value corresponding to the solid areas of the cross-section of the beam portion 3, is increasing between the second remote end 12 of the vehicle of the hollow beam portion 3, which is, for example, the end supporting the cross-member portion 23, and the first end 11 -assembled on the vehicle-of the hollow beam portion 3 This evolution of the section can be obtained by gradually increasing the outer circumference of the closed middle contour 6 of the beam between its second end and its first end.
    [0011] The portion 3 of hollow beam may thus have a substantially frustoconical shape flaring towards the first end 11 of the beam portion. According to an alternative embodiment which can be combined with the preceding one, the radial thickness "e" of material at the level of the closed middle contour of the beam can also be increasing between the second end 12 and the first end 11 of the portion of beam 3. This variation in thickness can be obtained by increasing between the second and the first end, the number of reinforcing fabric thicknesses or the number of "matte" thicknesses reinforcing the composite material. In order to locate the deformation and breakage towards the second end of the hollow beam portion 3, the hollow beam portion may be designed to be even more flexural rigid on the side of its first end 11 than on the side of its hollow end. second end 12. Such rigidity can be obtained for example by increasing the quadratic moment of the beam around one of the transverse axes Y or Z of the straight sections of the beam. The increase of a quadratic moment can be obtained by increasing the total thickness of the closed average contour, or by increasing the distance of the closed contour, with respect to the axis (for example Y or Z) by 30 ratio at which the quadratic moment is calculated. The invention is not limited to the embodiments described and can be declined in many variants. It is possible to envisage variant embodiments in which the second local shell portion 9 and the third local shell portion 35 are assembled on either side (in the direction of the Y axis) of the first one-piece shell portion 4 , by docking the first hollow beam wall 14 and the second hollow beam wall 3031482 13 by the outside of the one-piece shell portion 4. It is also possible to envisage different variant embodiments, in particular of the embodiment of FIG. and in which the widest one-piece hull portion along the transverse axis Y, and encompassing the other one-piece hull portion would be the one-piece hull portion closest to the vehicle. Embodiments may be envisaged in which the material section of the hollow beam portions increases between the end assembled to the vehicle structure and the remote end of the vehicle.
    [0012] The shock absorbing element may be made of a single one-piece shell, or may be made on the contrary by assembling more than two shell portions, at least two, and preferably at least three of the shell portions extending along the length of the shell. longitudinal axis X, between the vehicle and a cross member protecting the vehicle from front or rear shocks. The cross member may be formed by one or more of the hull portions. The shock absorbing member may be disposed between the vehicle and an extreme front cross member between the vehicle and a rear end cross member between the vehicle and a front bumper shell between the vehicle and a rear bumper shell. The material section of the hollow beam portion could be decreasing from the far end of the hollow beam portion to the vehicle. The total section of the hollow beam portion may vary without the thickness of the hulls constituting the hollow beam portion changing. Conversely, the hollow beam may have a constant average contour section, but of variable radial thickness. The energy absorbing element according to the invention integrates both energy consuming structures 3 and a cross structure for transferring the energy of the shock to these energy consuming structures. A plurality of shock absorbing members share a common hull member. The common hull member transversely connects two shock absorbing members and is part of a cross member connecting the two shock absorbing members. The energy-absorbing element according to the invention makes it possible to considerably lighten the mass of the vehicle, and also makes it possible to reduce the longitudinal dimensions of the vehicle, by using portions of hollow beams forming structures which consume a certain amount of energy. energy 3 capable of absorbing the same amount of energy as conventional metal structures over a shorter distance. In addition, the invention makes it possible to reduce the congestion related to the assembly system of a cross member 5 on shock energy absorption structures, the cross member and the energy absorption structure comprising portions here. common hulls. 10
    权利要求:
    Claims (10)
    [0001]
    REVENDICATIONS1. A shock absorber (1) for a motor vehicle, comprising a shell structure (2) comprising: - a first one-piece shell portion (4), the largest dimension of which extends in a first transverse direction (Y ) of the vehicle - at least two portions (3) in the form of hollow beams each having a closed contour section (6) around a longitudinal axis (X) of each beam portion, the longitudinal axis (X) of the hollow beams being substantially perpendicular to the first transverse direction, the first one-piece shell portion (4) forming at least a portion of each of the hollow beams (3) and extending axially along the length of the hollow beam portions, between a portion of fastening (16, 17) portions of hollow beams (3) on a vehicle structure (18) and another axial end (12) of the hollow beam portions (3) remote from the vehicle structure.
    [0002]
    The energy absorbing element according to claim 1, wherein the total material area of the straight sections of each hollow beam portion (3) perpendicular to the longitudinal axis (X) is decreasing between a first end (11) ) of the beam portion and a second end (12) of the beam portion.
    [0003]
    3. Energy absorbing element according to claims 1 or 2, wherein the hollow beam portion (3) has a substantially frustoconical shape.
    [0004]
    4. energy absorbing element according to any one of the preceding claims, wherein the radial thickness (e) of the contour (6) of the closed section of each hollow beam portion is decreasing between the first (11) and the second end (12) of the beam portion.
    [0005]
    An energy absorbing element according to any one of the preceding claims, wherein the hollow beam portion (3) comprises at least a first and a second fin zone, at which the cross section of the beam (3) extends outwardly from the closed middle contour of the beam, forming a first fin (7) in a first geometric reinforcement plane and forming a second fin (8) in a second geometric reinforcement plane .
    [0006]
    An energy absorbing element according to any one of the preceding claims, comprising at least one shell portion (4, 5, 9, 10) made of polymeric base matrix composite material and reinforced with long fibers. 10
    [0007]
    7. Energy absorbing element according to claims 5 or 6, comprising at least two half-shells (4-5, 4-9, 4-10) of composite material assembled in at least two planar portions of each half-shell, each flat portion contributing to forming a portion of the thickness of one of the fin areas (7,
    [0008]
    8). The energy absorbing element according to claim 7, wherein each half-shell is formed of fiber-reinforced composite material arranged in successive layers, wherein the number of layers of reinforcing fibers increases between the second (12) and the first (11) end of the beam. 20
    [0009]
    9. energy absorbing element according to one of the preceding claims, wherein all the portions of hollow beams (3) are defined by the first portion of integral shell (4) and by a single second portion of one-piece shell (5). assembled on the first. 25
    [0010]
    10. Energy absorbing element according to one of claims 1 to 8, wherein all the portions of hollow beams (3) are each defined by the first portion of the one-piece shell (4) and partly by another portion local hull (9, 10) specific to this portion of hollow beam and assembled on the first portion of integral hull.
    类似技术:
    公开号 | 公开日 | 专利标题
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    同族专利:
    公开号 | 公开日
    EP3245107B1|2019-02-20|
    FR3031482B1|2018-04-27|
    EP3245107A1|2017-11-22|
    WO2016113477A1|2016-07-21|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    FR2862262A1|2003-11-18|2005-05-20|Peugeot Citroen Automobiles Sa|Bumper plate for motor vehicle, has lateral ends that are fixed to respective shock absorbers which absorb impacts, and electric fan unit in front of vehicle whose front face receives air flow from two air entry vents|
    FR2959706A1|2010-05-04|2011-11-11|Noiseenne D Outil De Presse Soc|Energy absorption device for use between transmission element and cross beam of bumper of motor vehicle to transmit thrust at time of impact, has rectilinear and longitudinal stopper formed by junction zone of free edges of monoblock piece|
    FR2980145A1|2011-09-16|2013-03-22|Faurecia Bloc Avant|Bumper beam e.g. rear bumper beam, for car, has two fastening units, where each fastening unit includes single-piece, honeycomb-structured, truncated cone-shaped shock absorber extending along longitudinal axis over entire length of unit|
    FR2998524A1|2012-11-28|2014-05-30|Faurecia Bloc Avant|Bumper for use in car, has upper half-shell and lower half-shell that are provided in bumper, and set of shock absorbers whose portions form parts of another set of shock absorbers, where half-shells are made of composite material|EP3544861A4|2016-11-22|2020-04-22|Gestamp HardTech AB|Lightweight bumper beam|
    US10507776B2|2017-10-12|2019-12-17|GM Global Technology Operations LLC|Fiber-reinforced composite bumper beam and crush members|
    US10618483B2|2018-01-31|2020-04-14|GM Global Technology Operations LLC|Multi-component composite energy-absorbing structure having a corrugated joint|
    法律状态:
    2016-01-21| PLFP| Fee payment|Year of fee payment: 2 |
    2016-07-15| PLSC| Search report ready|Effective date: 20160715 |
    2017-01-20| PLFP| Fee payment|Year of fee payment: 3 |
    2018-01-19| PLFP| Fee payment|Year of fee payment: 4 |
    2020-01-21| PLFP| Fee payment|Year of fee payment: 6 |
    2021-10-08| ST| Notification of lapse|Effective date: 20210905 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1550280A|FR3031482B1|2015-01-14|2015-01-14|ENERGY ABSORBER ELEMENT FOR BUMPER MOTOR.|
    FR1550280|2015-01-14|FR1550280A| FR3031482B1|2015-01-14|2015-01-14|ENERGY ABSORBER ELEMENT FOR BUMPER MOTOR.|
    PCT/FR2015/053437| WO2016113477A1|2015-01-14|2015-12-11|Energy-absorbing element for car bumper|
    EP15820223.4A| EP3245107B1|2015-01-14|2015-12-11|Energy-absorbing element for car bumper|
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