![egulation In most jurisdictions, bumpers are legally required on all vehicles. Regulations for automobile bumpers have been implemented for two reasons – to allow the car to sustain a low-speed impact without damage to the vehicle's safety systems, and to protect pedestrians from injury. These requirements are in conflict: bumpers that withstand impact well and minimize repair costs tend to injure pedestrians more, while pedestrian-friendly bumpers tend to have higher repair costs.[29] Although a vehicle's bumper systems are designed to absorb the energy of low-speed collisions and help protect the car's safety and other expensive components located nearby, most bumpers are designed to meet only the minimum regulatory standards.[30] International standards International safety regulations, originally devised as European standards under the auspices of the United Nations, have now been adopted by most countries outside North America. These specify that a car's safety systems must still function normally after a straight-on pendulum or moving-barrier impact of 4 km/h (2.5 mph) to the front and the rear, and to the front and rear corners of 2.5 km/h (1.6 mph) at 45.5 cm (18 in) above the ground with the vehicle loaded or unloaded.[26][31] Pedestrian safety European countries have implemented regulations to address the issue of 270,000 deaths annually in worldwide pedestrian/auto accidents.[14] Bull bars Specialized bumpers, known as "bull bars" or "roo bars", protect vehicles in rural environments from collisions with large animals. However, studies have shown that such bars increase the threat of death and serious injury to pedestrians in urban environments,[32] because the bull bar is rigid and transmits all force of a collision to the pedestrian, unlike a bumper, which absorbs some force and crumples. In the European Union, the sale of rigid metal bull bars that do not comply with the relevant pedestrian-protection safety standards has been banned.[33] Off-road bumpers Off-road vehicles often utilize aftermarket off-road bumpers made of heavy gauge metal to improve clearance (height above terrain), maximize departure angles, clear larger tires, and ensure additional protection. Similar or identical to bull bars, off-road bumpers feature a rigid construction and do not absorb (by plastic deformation) any energy in a collision, which is more dangerous for pedestrians than factory plastic bumpers. The legality of the aftermarket off-road bumpers varies by jurisdiction. United States Bumper regulations in the United States focus on preventing low-speed accidents from impairing safe vehicle operation, limiting damage to safety-related vehicle components, and containing the costs of repair after a crash.[34][35] First standards 1971 71 Dart Front Bumper L.jpg 74 Valiant Front Bumper.jpg 71 Dart Rear Bumper.jpg 74 Valiant Rear Bumper.jpg Front and rear bumpers on Chrysler A platform cars before (left, 1971) and after (right, 1974) the U.S. 5-mph bumper standard took effect. The 1974 bumpers protroude farther from the body and the rear one no longer contains the taillamps. In 1971, the U.S. National Highway Traffic Safety Administration (NHTSA) issued the country's first regulation applicable to passenger car bumpers. Federal Motor Vehicle Safety Standard No. 215 (FMVSS 215), "Exterior Protection," took effect on 1 September 1972—when most automakers would begin producing their model year 1973 vehicles.[36] The standard prohibited functional damage to specified safety-related components such as headlamps and fuel system components when the vehicle is subjected to barrier crash tests at 5 miles per hour (8 km/h) for front and 2.5 mph (4 km/h) for rear bumper systems.[37] The requirements effectively eliminated automobile bumper designs that featured integral automotive lighting components such as tail lamps. In October 1972, the U.S. Congress enacted the Motor Vehicle Information and Cost Saving Act (MVICS), which required NHTSA to issue a bumper standard that yields the "maximum feasible reduction of cost to the public and to the consumer".[38] Factors considered included the costs and benefits of implementation, the standard's effect on insurance costs and legal fees, savings in consumer time and inconvenience, as well as health and safety considerations.[36] The 1973 model year passenger cars sold in the U.S. used a variety of designs. They ranged from non-dynamic versions with solid rubber guards, to "recoverable" designs with oil and nitrogen filled telescoping shock-absorbers.[39] The standards were further tightened for the 1974 model year passenger cars, with standardized height front and rear bumpers that could take angle impacts at 5-mile-per-hour (8 km/h) with no damage to the car's lights, safety equipment, and engine. There was no provision in the law for consumers to 'opt out' of this protection.[36] Regulatory effect on design The regulations specified bumper performance; they did not prescribe any particular bumper design. Nevertheless, many cars for the U.S. market were equipped with bulky, massive, protruding bumpers to comply with the 5-mile-per-hour bumper standard in effect from 1973 to 1982.[36][40] This often meant additional overall vehicle length, as well as new front and rear designs to incorporate the stronger energy absorbing bumpers, adding weight to the extremities of the vehicle.[36][41] Passenger cars featured gap-concealing flexible filler panels between the bumpers and the car's bodywork causing them to have a "massive, blockish look".[42] However, other bumper designs also met the requirements. The 1973 AMC Matador coupe had free-standing bumpers with rubber gaiters alone to conceal the retractable shock absorbers.[42] "Endura" bumpers, compliant with the regulations yet tightly integrated into the front bodywork, were used on models such as the Pontiac Grand Am starting in 1973,[43] and the Chevrolet Monte Carlo starting in 1978, with significantly lower mass than heavy chromed-steel bumpers with separate impact energy absorbers.[44] United States (left) and rest-of-world (right) 1979 Mercedes 300SD 116.120.jpg Mercedes Benz W116 aka 280SE in Belgium.jpg BMW-535is.jpg BMW 525i E28 01.jpg Lamborghini Countach US spec 5000QV.jpg Lamborghini Countach (8014529631).jpg Front bumpers on Mercedes-Benz W116 (top), BMW E28 5 Series (middle), Lamborghini Countach (bottom). The U.S. bumpers are larger and protrude farther from the bodywork. The bumper regulations applied to all passenger cars, both American-made and imported. With exceptions including the Volvo 240, Porsche 911, and Rolls-Royce Silver Shadow, European and Asian automakers tended to put compliant bumpers only on cars destined for the U.S. and Canadian markets where the regulations applied. This meant their North American-spec cars tended to look different than versions of the same model sold elsewhere. U.S. bumper-height requirements effectively made some models, such as the Citroën SM, ineligible for importation to the United States. Unlike international safety regulations, U.S. regulations were written without provision for hydropneumatic suspension.[45] Zero-damage standards 1976 The requirements promulgated under MVICS were consolidated with the requirements of Federal Motor Vehicle Safety Standard Number 215 (FMVSS 215, "Exterior Protection of Vehicles") and promulgated in March 1976. This new bumper standard was placed in the United States Code of Federal Regulations at 49 CFR 581, separate from the Federal Motor Vehicle Safety Standards at 49CFR571. The new requirements, applicable to 1979-model year passenger cars, were called the "Phase I" standard. At the same time, a zero-damage requirement, "Phase II", was enacted for bumper systems on 1980 and newer cars. The most rigorous requirements applied to 1980 through 1982 model vehicles; 5 miles per hour (8 km/h) front and rear barrier and pendulum crash tests were required, and no damage was allowed to the bumper beyond a 3⁄8 in (10 mm) dent and 3⁄4 in (19 mm) displacement from the bumper's original position.[46] Freestanding 5-mph shock-absorbing zero-damage bump
er on 1976 AMC Matador coupe All-wheel-drive "cross-over" cars such as the AMC Eagle were classified as multi-purpose vehicles or trucks, and thus exempt from the passenger car bumper standards.[47] Stringency reduced in 1982](https://raikayadak.com/wp-content/uploads/2021/08/سپر-جلو-پژو-405-زرد-سروصنعت.jpeg)
سپر جلو پژو 405 خاکستری سروصنعت
سپر جلو پژو 405 خاکستری سروصنعت
جنس پوسته سپر عقب پژو 405 خاکستری سروصنعت تشکیل شده از : مواد کامپاند پلی پرو پیلن (PP) با الاستومر (POE) همراه با مستر بچ مشکی با ضربه پذیری بالا مقاوم دربرابر هوا زدگی و مقاوم به UV و به صورت رنگ ثابت تولید می شود.
کارشناسان ما جنس رنگ و کیفیت این محصول را تایید میکنند.
جنس این سپر تشکیل شده از :
- ضربه گیر (از جنس پلی اتیلن)
- شمشیرك فلزي جهت تقویت قطعه (از جنس ورق فولادي ST37
- آبکاري کروم و کبالت) ، نعل اسبی جهت نصب قطعه روي خودرو (ازجنس فولاد ST37 و پلی آمید) ، زه (از جنس ABS سیاه-آلومینیوم – کریستال شفاف CAB- روکش آبی
تاریخچه ای از سپر:
ضربه گیرها در ابتدا فقط میله های فلزی سفت بودند.
جورج آلبرت لیون اولین سپر ماشین را اختراع کرد.
اولین سپر در سال 1897 روی خودرو ظاهر شد و توسط خودروساز چک ، نصب شد. ساخت این سپرها قابل اعتماد نبود زیرا آنها فقط عملکرد زیبایی داشتند. صاحبان خودروهای اولیه پیچ و مهره فنر جلو را به اندازه ای تعویض کردند که بتوانند یک میله فلزی را به آن وصل کنند.
G.D. Fisher یک براکت سپر را برای ساده سازی اتصال لوازم جانبی ثبت کرد.
اولین سپر طراحی شده برای جذب ضربه در سال 1901 ظاهر شد. از لاستیک ساخته شده بود و فردریک سیمز در سال 1905 برای این اختراع ثبت اختراع کرد.
این سپر هم اکنون به صورت با پرایمر و بدون پرایمر قابل ارائه می باشد.
سپر جلو پژو 405 به صورت شرکتی و با بهترین کیفیت آماده ارسال به سراسر ایران میباشد.
به علت نوسانات بازار برای استعلام قیمت سپر جلو پژو 405 خاکستری سرو صنعت میتوانید از طریق راههالی ارتباطی با ما تماس بگیرید.
برای خرید سپر جلو 405 سفارش خود را در سایت ما ثبت کنید تا در کوتاه ترین زمان آن را دریافت کنید.
۱,۶۸۰,۰۰۰ تومان
