GB2428221A

GB2428221A - Composite bumper and valence

Info

Publication number: GB2428221A
Application number: GB0613597A
Authority: GB
Inventors: Geremia Maurizio; Bicego Andrea
Original assignee: Plastal SpA
Current assignee: Plastal SpA
Priority date: 2005-07-12
Filing date: 2006-07-10
Publication date: 2007-01-24
Also published as: FR2888546B3; GB0613597D0; FR2888546A1; DE202006009967U1; ES1064588U; ES1064176U; ES1064176Y; NO20062995L; ES1064588Y; SE0601492L; ITTV20050101A1

Abstract

Bumper or a valance for medium-heavy vehicles, wherein the bumper or valence is composed of two elements coupled together so as to overlap, the elements comprising a first structural support element and a second aesthetic element joined to and supported by the first, in which the first structural support element is a body formed of thermoplastic material loaded with long fibres, and the second aesthetic 10 element is formed of thermoplastic material.

Description

BUMPER AND VALANCE FOR MEDIUM-HEAVY VEHICLES

This invention relates to a bumper and valance, in composite material, for medium-heavy vehicles.

The invention, finds exclusive use in the automotive sector, and in particular in the realization of front components in light material, with aesthetic-functional aims.

DOMAIN OF THE INVENTION

With the term bumper, in the automotive sector, we generically mean a stnicture at present in plastic, meant for the reciprocal protection from small impacts of the vehicle and of the subject/object which impacts the is vehicle or against which the vehicle impacts. The bumper, in principle has substructures which are integrated and interacting with parts of the chassis of the vehicle, and generally can be shaped in varied forms, with a projection in the form of a band or beam wrapped along a substantially horizontal and transversal axis with respect to the part, for example the front, of the vehicle. Conventionally, the bumper can have louvers, with an aesthetic aim only, or also functional in order to allow the transit of air flows, with side openings often used to include light clusters.

Also the valance, also known as the radiator grille, is in plastic. At present, an important tendency consists in the fact that radiator grilles are

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provided in somewhat bigger sizes with respect to the past. It is also known that the radiator grille is one of the captivating elements that influence the total aesthetic evaluation of a vehicle, it is so appreciated that statistically it is among one of the first parts of the vehicle to which the s attentive eye of the public is drawn.

It is certainly part f the known art, the fact that the structures of variously shaped grilles, mainly with the side face in a chromed effect, are integrally engaged with substructures at the front part of the vehicle.

]O These grille structures, the main function of which is to allow the crossing of the first frontal part of the vehicle by an airflow generated by the effect of the advancing motion to then be conveyed towards at least the back radiator, are mainly obtained from the working of plastic. Moreover, they are made up of a central part involving a panel, mainly grilled or Is reticulate, using more or less desirable geometric designs, like for example, symmetric lamellar, polygons, lozenges and other variations, in which the logo of the manufacturer that identifies the vehicle is placed.

Finally, it is frequent that a perimeter profile or frame is joined to the grille panel of the radiator grille, this also being of chromed aspect, consisting of a continuous defining border, also variously shaped, to be better adapted to the aesthetic shape and the whole of the grille structure.

Fundamentally, it is also correct to state that the radiator grille structure is joined to the support substructure by means of fixing screws, which co- operate with absorption elements of mechanical stress. Therefore, the frame provides a finishing function, and is coupled along the perimeter surface of said grille panel.

Equally known is an increasingly significant tendency of automobile manufacturers to the use of lightweight materials, a circumstance mainly dictated by the need to safeguard our eco-system. Even more in particular, both aluminium and plastic offer a concrete possibility to cater for the requests of more lightweight vehicles, which involve lower fuel consumption and, therefore, lower emission of gases burnt into the atmosphere.

According to some observers, competition and the continuous technical improvement of vehicles have brought about a considerable increase in the number of accessories and equipment for comfort and safety with a dramatic increase in weight. Also predictions for the future show that this tendency will continue, so that an increase in the engine power and braldng system will be necessary, since today's user certainly does not intend to renounce performance, if anything, he wants it to increase. This means an increase in fuel consumption and therefore a greater quantity of polluting emissions. To interrupt this phenomenon, better known as "weight spiral automobile manufacturers have to look for alternative materials.

For example in ITTV2004A000006 (Bicego et al.) a structural element is described formed of composite material, for chassis parts of the motor vehicle, particularly a panel support beam, able to be engaged with the two corresponding ends to the A-pillars of the motor vehicle chassis which rise from the floor of the body. The beam of this structural element integrates or supports fastening means of channelled ducts, equipment for air conditioning, electric instruments, electric wiring boxes and panels, and is of the type obtained in composite material consisting of thermoplastic material loaded with long fibre and integrates or supports fastening means of thc steering column.

In the application of lightweight materials for automotive construction, the use of plastic reinforced with fibreglass is also known. For example, already in 1963 Autobianchi, (information found in a text of the Bayer experimental year 1967) tried a mini-series with bodywork in plastic, for a Spyder called "Stellina". It was a body manufactured with plastic reinforced with fibreglass and assembled with twenty components.

According to other teachings, however without confirmation, it seems that a composite front end is known, obtained by means of overinjection with a shaped and metallic core, of thermoplastic material reinforced with fibre.

PRIOR ART

To date, it is well known that in the field of medium-heavy vehicles, bumpers as much as valances are both substantially monolithic components, obtained with mass thermosetting plastics, or BMC (Bulk Moulding Compound) or sheet thermosetting plastics, or SMC (Sheet Moulding Compound). It can be said that by and large, on medium-heavy vehicles, at present there is not the need to obtain the same performance, for example with respect to deformation capacity, provided instead by laws in force for lightweight vehicles, such as cars.

CN2599052Y (Ding) provides a protective cover for contact of a commercial vehicle, in fibreglass.

JP7069243 (Shimizu) describes a bumper obtained in reinforced polypropylene with long fibreglass and a radiator grille joined to the same. I0

US20022155251 (Renault) describes a bumper obtained in reinforced thermoplastic material which includes integral hooking devices. The fibres are made of a fabric of fibreglass and the resin is a polypropylene.

iP8002351. (Nakayama) suggests a coating for bumpers for cars, provided with a portion for impact absorption. The coating for the bumper is joined to a loaded substructure consisting of a bwnper, obtained in resin with fibreglass.

CA2031317 (Seller et al.) proposes a system of recyclable bumpers, including a polypropylene support bumper reinforced with fibreglass, a polypropylene foam core and a modified EP rubber polypropylene shell with which it can be coated.

JP63046947 (Saekino) illustrates a bumper that consists of two parts, one within the other, both realised in reinforced thermoplastic resin with long fibreglass, where the intermediate core has a structure of the cellular type, and is supposedly more rigid than the front surface of the bumper.

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DISADVANTAGES

It has been seen that, in principle, bumpers and valances for commercial vehicles, are realised in BMC or SMC thermosetting materials, with a high specific weight. In fact, this circumstance makes the products incompatible with the environment, as they are not recyclable.

Furthermore, components of such a kind involve significant transformation times, they are heavy and are not flexible, so they do not lend themselves to the possibility of offering different aesthetic configurations.

Hence, the need for companies, particularly in this sector, to find more effective alternative solutions, with regard to the solutions in existence up tO now.

The aim of this invention is also that of avoiding the described disadvantages.

BRIEF DESCRIPTION OF THE INVENTION

This and other aims, are reached with this invention according to the characteristics included in the claims solving the arising problems by means of a bumper and valance for medium-heavy vehicles, each being made up of two elements coupled together for overlapping and reciprocaily secured, respectively a first structural element of support of a second aesthetic element joined to said first, in which said first structural support element is a body obtained in polypropylene loaded with long fibres, while the second aesthetic element joined to said first is obtained in polypropylene.

AIMS

In this way, through the considerable creative contribution, the effect of which allows considerable technical progress, some aims and advantages are achieved.

A first aim, is to obtain a composite bumper and valance, which, because of the particular material used are each of a lower total weight with regard to pre-existing solutions commonly adopted for medium-heavy vehicles.

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A second aim, has been that of realizing a recyclable bumper and valance substantially equivalent to known mechanical components, and as a result, provided with lower environmental impact.

A third aim has been that of obtaining a bumper and valance, which require shorter transformation times and are assisted by lower production costs.

A fourth and final aim, last of all, consists in giving an overall good aesthetic aspect to the product, together with the versatility of the whole, due to the fact that there is the possibility to vary as desired, for example, the type of finishing of the aesthetic element overlaying the structural element, without needing to change the latter.

IS COMPARISON WITH PRE-EXISTING SOLUTIONS.

First of all, it is observed how, in the field of medium-heavy vehicles, polypropylene loaded with long fibre has never been used. On the other hand, disadvantages would be verifiable for such a use, since the realization of components, such as bumpers and valances, for vehicles of such a kind, considering the sizes and the fact that they should be provided with ribs or ribbings of structural stiffening on the internal surface, would involve non-satisfactory aesthetic results. In other words, on the surface opposite to that where the ribs or ribbings would be obtained, blowholes would be found, which notoriously show the product to be of very bad quality.

Still, the material itself has, however, certainly been used in the sector of car components, such as for the realization of bumpers, see for example JP7069243 (Shimizu), US20022155251 (Renault), and others, but apparently it has never been used to realize valances. In principle, the object of this invention, significantly differs from previous solutions due to the fact that to the structural element, like for example the bumper body obtained with thermoplastic material reinforced with fibreglass, an aesthetic coating element is coupled, forming a sort of skin, which, as it is obtained with conventional polypropylene, is generally characterized with an excellent level of finishing.

There are solutions, furthermore, for example JP8002351 (Nakayama) or CA2031317 (Seiler et al.) as well as JP63046947 (Saekino), where the bumper component is composed of two overlapping elements, or even one within the other. Such solutions however, do not provide that the external element is considered exclusively with an aesthetic function and fundamentally also the material used is different to polypropylene, apparently more similar to that of the structural element. To this, it can be added that because it is not an element with aesthetic aims, therefore a covering of the structural element, it is never counter- shaped with respect to the surface of the structural element.

In conclusion, it has been possible to obtain a component provided at least with greater convenience and effectiveness of use, with good technological content.

These and other advantages will appear from the following detailed description of a preferred solution with the help of the enclosed schematic drawings, whose details of execution are not to be considered limitative but only illustrative.

CONTENT OF THE DRAWINGS

Figure 1, is a perceptive view in of the two main elements that form the bumper, in particular a first structural support element of a second aesthetic element, overlapping said first.

Figure 2, is a cross-sectional view of the bumper of Figure 1, taken on the A-A plane.

Figure 3, is a view of the detail B of Figure 2, showing the mechanical restraint system provided for the connection between said first structural element and the coating element with aesthetic aims.

Figure 4, is a view of the detail C of Figure 2. I0

Figure 5 is a perspective view of the two main elements that form the valance, in particular a first structural support element of a second aesthetic element, able to overlap said first.

Figure 6 is a cross-sectional view of the valance of Figure 5.

Finally, Figure 7 is a view of part of the valence of Figure 5.

REALIZATION OF THE INVENTION

With reference to Figures 1 and 5, it is observed that at least one component for a medium-heavy vehicle, such as a bumper 1 or a valance 2, consists of a first structural support element 10, 20 of a second aesthetic element 100, 200 which is coupled for overlapping and secured by means of reciprocal holding to said first structural element 10, 20.

More particularly, see Figure 1, in the case of the bumper 1, the structural support element 10, is obtained with composite material consisting of a polymeric matrix reinforced with flbreglass, distributed randomly, in a measurement between 20% and 50% of the parts in weight. More particularly, said matrix is of the thermoplastic category, like for example PP polypropylene or PA polyamide loaded with fibres, for example glass, cut at length and defined as long. With the definition of long fibres, it is intended, in this case, fibres which have a length included in an interval from about 1mm to 30mm, and can be glass, as well as metal or of a vegetable nature. In a preferred solution, it is preferred to use polypropylene loaded with fibreglass of a length of approximately 12mm.

which, in principle, represent about 30% of the total parts by weight constituting the fibres. The shape of the structural support element, is such as to provide at least one shaped external facade 11 with its external surface, which can include for example aeration plates 12, openings for light clusters 13 and other things. To said structural support element 10, a second aesthetic finishing element 100 is joined to overlap with it like a skin coating. This aesthetic finishing element 100 is obtained in a conventional thermoplastic material, like for example polypropylene, and provides the complementary or connecting facade 101 with its internal surface, for connecting to the structural support element 10, counter- shaped with respect to, and complementary to the surface of the shaped external facade 11, in such a way as to copy its profile. (see Figure 2). In one case, (see Figure 4), the coupling facade 101, provides the realization of at least one tooth 102 along the profile, which defines the containing seat of the structural support element 10. Since the aesthetic element 100 is coupled with the structural support element 10, and engaged by means of reciprocal retaining means, these can be obtained by screwing, riveting, spring or snap hooks 4 (see Figure 3).

Regarding the construction of the valance 2 (see Figure 5), it is observed that it too includes a first structural support element 20 of the aesthetic element 200. The material with which the first structural element 20 is obtained is similar to that used to obtain the first structural support element 10 of the aesthetic element 100 of the bumper I. More particularly this comprises a polymeric matrix reinforced with long-fibre fibreglass, distributed randomly, in a measurement between 20% and 50% of the parts by weight. The first structural element 20 is composed of a shaped external façade or surface 21 which centrally includes a sunken grilled surface 22, and peripherally to this, a border 23 which in this case is substantially flat. The structural element 20, provides holes 25 on the upper side along the transversai part of the border 23 and optionally elements 24 which form hinging or fixing means of the valance 2 to the substructure of the vehicle for its removal or lifting. Over said structural element 20 a second element is superimposed, of the aesthetic type 200 obtained only in thermoplastic material, for example polypropylene, with a skin coating function. Said second aesthetic element 200 substantially consists of only a frame, in such a way as to leave centrally an opening 201 which is substantially rectangular, equivalent to the surface of the grill 23, obtained on the first structural element 20. The internal facade or surface 202 of the aesthetic element 200 is counter-shaped with respect to, and complementary to the shaped surface of the external facade 21 of the structural element 20 and in particular the border 23, in such a way as to be coupled to its proffle. In this case, the aesthetic element 200 provides at least one tooth 203 (see Figure 6) along the perimeter border, which defines the containing seat of the profile of the structural element 20.

Finally, for the fixing of the aesthetic element 200 to the structural support element 20 handles can be provided, (see Figure 7) which by means of screws 3 passing through said first structural element 20 and second aesthetic element 200, are fixed at the relative holes 25. *

Claims

1. Bumper or a valance for medium-heavy vehicles, wherein the bumper or valence is composed of two elements coápled together so as to overlap and reciprocally held, the elements comprising a first structural support element and a second aesthetic element joined to and supported by the first, in which the first structural support element is a body formed of thermoplastic material loaded with long fibres, and the second aesthetic element is formed of thermoplastic material. I0

2. Bumper or valance for medium-heavy vehicles, according to claim 1, wherein the first structural support element is formed from a polymeric matrix reinforced with fibreglass, distributed randomly, in an amount between 20% and 50% by weight, where said matrix is of the thermoplastic category

3. Bumper or valence according to claim 2 wherein the polymetric matrix is polypropylene (PP) polyamide (PA) loaded with fibres, cut to length and defmed as long.

4. Bumper or valance for medium-heavy vehicles, according to any previous claims, wherein the long fibres have a length in the range of from about 1mm to 30mm

5. Bumper or valance for medium-heavy vehicles according to claim 1 wherein the fibres are of glass, metal or of vegetable matter.

6. Bumper for medium-heavy vehicles, according to any previous claim, wherein the structural support element includes a first shaped external facade, and is joined for overlapping to the second aesthetic finishing element which includes a second facade counter-shaped with respect to the first shaped external facade, so as to be complementary thereto. I0

7. Bumper according to claim 6 which includes aeration plates or openings for light clusters.

8. Valance for mediwn-heavy vehicles, according to any of claims 1 to 5, wherein the first structural element includes a shaped external facade which includes a central sunken grilled surface, and peripherally to this, a border which is substantially flat and in which, above said structural element, a second aesthetic element is superimposed, consisting substantially of only a frame, in such a way as to leave centrally a substantially rectangular opening, corresponding to the shape of the grille, and in which the internal facade of the aesthetic element is counter-shaped with respect to a shaped surface of the external facade of said structural element in such a way as to be complementary thereto. I5

9. Valence according to claim 8 wherein the internal façade of the aesthetic element is counter-shaped with respect to the border of the structural element.

10. Bumper or valance for medium-heavy vehicles, according to any previous claim, wherein the second aesthetic element, along its perimeter border, provides at least one tooth which at least partly defines a containing seat for the structural element.

11. Bumper or front valance for medium-heavy vehicles, according to any previous claim, wherein the second aesthetic element is joined to the structural support element and engaged by means of reciprocal retaining means.

12. Bumper or front valence according to claim 11 wherein the retaining means comprises screws, rivets, spring or snap hooks.

13. A bumper and valence combination comprising a bumper according to any of claims 1 to 7 or 10 to 12 and a valence according to any of claims 1 to 9 or 12.

14. A vehicle including a bumper or valence according to any of claims 1 to 12 or the combination of claim 13. a - a

15. Bumper or valence substantially as hereinbefore described with reference to any one or more of the accompanying drawings.