KR101026963B1 - Crash box in automotive bumper system - Google Patents

Abstract

PURPOSE: A crash box for a vehicle is provided to ensure minimized manufacturing process because front and rear flanges are integrally extruded on the upper and lower surfaces of an outer wall body. CONSTITUTION: A crash box for a vehicle has a structure in which partitions are formed inside a square outer wall body(20). The square outer wall body has three outer wall bending points(BP1) that are bent at an angle on an upper surface(21) and a lower surface(23). The partitions include front and rear vertical partitions(30a,30b) and three-stage horizontal partitions(40). The front and rear vertical partitions connect upper and lower sides of the outer wall body to divide the internal space into front, center, and rear sections(B1,B2,B3). The three-stage horizontal partitions have partition bending points(BP2) that are bent in the front, center, and rear sections.

Description

Crash box for vehicle {CRASH BOX IN AUTOMOTIVE BUMPER SYSTEM}

The present invention relates to a vehicle crash box, and more particularly, to a vehicle bumper, which is connected between the bumper beam and the side member to absorb the collision energy input from the front by itself so that a minimum collision energy can be input to the vehicle body. One vehicle crash box.

In general, a bumper in a vehicle absorbs an impact when a vehicle collides with another vehicle or a fixed body to promote the safety of the occupant, and at the same time, a predetermined portion of the front and rear ends of the vehicle can be minimized to minimize deformation of the vehicle body. The buffer unit is arranged.

As illustrated in FIG. 1, the bumper 100 is provided with a stair 103 at both rear sides of the bumper beam 101 disposed in the vehicle width direction from the front and rear of the vehicle, and through the crash box 111. A bumper beam unit 105 fixed to the vehicle body side member 113, an energy absorber 107 disposed in front of the bumper beam 101 to absorb impact force, and the bumper beam 101 and an energy absorber ( And a bumper cover 109 that encloses 107.

In the conventional bumper beam unit 105, as illustrated in FIG. 2, two bumper rails 121 and 123 which are roll-formed are welded to each other to form a bumper beam 101, and the bumper beam 101 is formed. In the front center of the reinforcement plate 125 of a predetermined length is welded.

In addition, the stair 103 is welded to both ends of the rear surface of the bumper beam 101, and the stair 103 is assembled to the crash boxes 111 through the flange 127 to be side members 113. Is installed on.

Here, the conventional crash box 111, as shown in Figs. 3 and 4, the front and rear flanges (201, 203) are provided, respectively, between the front and rear flanges (201, 203) "? &Quot; The inner panel 205 and the outer panel 207 in the shape of a cross are welded together to constitute a box shape.

By the way, the conventional crash box 111 as described above in the development process for the safety and lightweight of the recent bumper, in the aspect of absorbing the collision energy to minimize the damage to the vehicle structure while absorbing the impact during low-speed collision It is good, but in the case of a collision at a medium speed or more, it is manufactured in a simple box shape, so that the direction of the collision deformation is irregular, and other than the absorption of the collision energy due to its own deformation, the impact force is transferred to the vehicle as it is, so that the shock absorption performance is low.

In addition, the conventional crash box 111 is assembled by separately configuring the front and rear flanges (201, 203) so that the front and rear ends are mounted between the stage 103 and the side member 113 on the bumper beam 101. There are also drawbacks to the added process.

Therefore, the present invention has been invented in order to meet the development trend of the recent bumper and to solve the above disadvantages, the problem to be solved by the present invention is to have a three-stage bent partition wall structure from the front to the rear inside the outer wall. By extruding integrally with the outer wall body by varying the bending angle of the bending point of each stage partition wall from the front to the rear, it stably induces the directionality when collapsing by the collision energy and sequential from the front to the rear. It is to provide a crash box for a vehicle that induces a collapse to achieve an efficient collision energy absorption and dispersion operation to improve the shock absorption performance.

In addition, another problem to be solved by the present invention is to provide a crash box for a vehicle that minimizes the manufacturing process by integrally extruding the flanges at the front and rear ends, respectively.

In the vehicle crash box of the present invention for realizing the technical problem as described above in the vehicle crash box formed by forming a partition structure inside the rectangular outer wall body having a front, rear, top, and bottom,

The outer wall has an outer wall bending point bent at a predetermined angle in each of three places of the upper and lower surfaces,

The partition structure may include a front and rear vertical partition wall formed by partitioning the inner space into a front, a center, and a rear space by vertically connecting respective one sides of the upper surface and the lower surface in the inner space of the outer wall body; The front, center and rear space portion is characterized by consisting of a three-stage bent horizontal partition having a partition wall bending point bent in one side in the front-rear direction.

The outer wall body is characterized in that the flange portion extending in the same flat plate formed at each end of the front and rear surfaces are integrally formed by extrusion molding.

It is preferable that the said outer wall body is extrusion-molded in the width direction.

The upper surface and the lower surface of the outer wall body is characterized in that the extrusion molding so that the thickness gradually from the front to the rear.

The outer wall bending points of the upper surface and the lower surface are bent inwardly at each center of the front section, the center section and the rear section partitioned by the front and rear vertical partitions.

The front and rear vertical bulkheads are disposed at predetermined intervals between the front and rear surfaces of the inner space, and are integrally molded with the outer wall body.

The front and rear vertical bulkheads are preferably formed to have a predetermined thickness.

The three-stage bent horizontal bulkhead is a first end, a second end, and a third-stage horizontal bulkhead which are integrally extruded between the outer wall body and the front and rear vertical bulkheads, respectively, in the front, center, and rear spaces. Characterized in that made.

The first stage, the second stage, and the third stage horizontal bulkheads are disposed in the front-rear direction up and down one by one between the front and rear longitudinal bulkheads, between the front and rear vertical bulkheads, and between the rear and the rear vertical bulkheads adjacent thereto. It is formed by connecting, wherein each of the horizontal partition wall is characterized in that for forming a partition wall bending point having a different bending angle outwardly relative to the center line.

The bending angle may be formed such that the bending angle increases in the order of the first, second, and third horizontal partition walls.

Each of the outer wall bending points on the upper and lower surfaces may be disposed in front of each of the partition wall bending points on the first, second, and third end horizontal partition walls.

As described above, according to the vehicle crash box according to the present invention, the outer wall body has a bent partition structure of three stages from the front to the rear, but the bending angle of the bending point of each of the partition walls from the front to the rear Alternatively, by extruding integrally with the outer wall body, when collapsing by collision energy, it stably induces the direction and at the same time induces sequential collapse from the front to the rear, so as to efficiently absorb and disperse collision energy and perform shock absorbing performance. Has the effect of improving.

In addition, there is an advantage that the manufacturing process is dramatically shortened by integrally extruding the front and rear flanges to the front and rear flanges, respectively.

Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the accompanying drawings.

5 is a mounting state of the crash box according to an embodiment of the present invention, Figure 6 is a perspective view of the extrusion material showing the extrusion direction of the crash box according to an embodiment of the present invention, Figure 7 and Figure 8 is an embodiment of the present invention Perspective and front and back sectional drawing of a crash box which concerns on an example.

The vehicle crash box 1 according to the present embodiment is for connecting the front side member 3 of the vehicle body and the bumper beam 5. As shown in FIG. 5, the front side of the vehicle crash box 1 is provided at both sides of the bumper beam 5. It is fastened to the stay 7 assembled at the rear side, and the rear side is assembled to the front side member 3.

The crash box 1 is used to cut the extruded material 10 as shown in Figure 6 along the cutting line (CL) with a predetermined width (D).

The material of the extruded material 10 may be aluminum alloy or steel.

The concrete structure of the crash box 1, as shown in Figs. 7 and 8, a partition wall consisting of an outer wall body 20 that basically forms an outer shape, a vertical partition wall 30 and a horizontal partition wall 40 therein. It is composed of a structure.

First, the outer wall body 20 is formed in such a manner that the front surface 25 and the rear surface 27 of the plate shape are integrally connected to both ends of the upper surface 21 and the lower surface 23 of the predetermined width D corresponding to each other in parallel. It is composed by extrusion molding.

The outer wall body 20 is integrally extruded by a flange portion 29 is formed integrally extending to the same plate at each end of the front surface 25 and the rear surface 27, hereinafter, the front surface 25 and the rear surface 27 ) Denotes the front flange F1 and the rear flange F2 including the flange portion 29.

At this time, the outer wall body 20 is preferably extrusion molded in the width direction.

The upper surface 21 and the lower surface 23 of the outer wall 20 are extruded from the front to the rear so that the thicknesses t1 and t2 become thicker, and the outer wall 20 is the upper surface 21 and the lower surface 23. The outer wall bending point BP1 bent at a predetermined angle θ at each of the three positions of).

In addition, the partition wall structure connects the upper surface 21 and the lower surface 23 in the up-down direction in the inner space of the outer wall body 20 so that the inner space is front, center, and rear spaces S1, S2, and S3. Partition wall bending points (θ1, θ2, θ3) bent from one side in the front-rear direction to the front and rear vertical partitions 30a and 30b and the front, center and rear spaces S1, S2 and S3 respectively formed by dividing into It consists of a three-stage bending horizontal partition 40 which has ().

The front and rear vertical bulkheads 30a and 30b may interconnect each one side of the corresponding surfaces of the upper surface 21 and the lower surface 23 in the vertical direction in the interior of the outer wall 20 to form the outer wall 20. Together).

That is, the front and rear vertical bulkheads 30a and 30b are disposed at regular intervals between the front surface 25 and the rear surface 27 in the inner space portion of the outer wall body 20 to have a predetermined width. It is preferably divided into sections B1 and B2.B3, each of which has a predetermined thickness t.]

At this time, each of the outer wall bending points BP1 of the upper surface 21 and the lower surface 23 is divided into the front and rear vertical partitions 30a and 30b, and the front section B1, the center section B2, and the rear section ( B3 is formed to be bent inwardly at each center, and the bending angle θ of each of the outer wall bending points BP1 may be set in consideration of the control of the collision absorption performance and the directional control at the time of collapse.

On the other hand, the upper surface 21 and the lower surface 23 of the outer wall body 20 is extruded so that its thickness (t1 <t2) from the front to the rear gradually thicker, through such a difference in thickness (t2-t1) In case of collapse by collision energy, sequential collapse from the front leads to efficient absorption and dispersion of collision energy.

The three-stage curved horizontal partition wall 40 is formed between the front flange F1 and the rear flange F2 and the front and rear vertical partition walls 30a and 30b inside the outer wall body 20. Extruded integrally together with the outer wall body 20 and the vertical partition wall 30 by interconnecting in the front and rear directions.

That is, the three-stage bending horizontal partition wall 40 is formed between the front surface 25 and the front vertical partition wall 30a adjacent thereto in the front, center, and rear spaces S1, S2, and S3. The rear vertical bulkheads 30a and 30b and between the rear surface 27 and the rear vertical bulkhead 30b adjacent to each other are formed by connecting in the front-to-rear direction one by one, and each horizontal partition wall 40 is a centerline SL. The partition wall bending point BP2 having different bending angles θ1, θ2, and θ3 facing outwards is formed.

Here, the bending angles θ1, θ2, and θ3 of the barrier rib bending point BP2 are formed to be increased in the order of the first, second, and third lateral transverse bulkheads (θ1 <θ2 <θ3). As shown in FIG. 9, each of the partition walls on the first, second, and third horizontal barrier ribs 40a, 40b, and 40c of the outer wall bending point BP1 on the upper surface 21 and the lower surface 23. It is disposed ahead of the bending point BP2.

That is, the bending angles θ1, θ2, and θ3 of the barrier rib bending point BP2 are formed so as to increase in the order of the first, second, and third stage horizontal partition walls 40a, 40b, and 40c. In case of collapse by collision energy, induce sequential collapse from the front to induce efficient absorption and dispersion of collision energy, and arrange each outer wall bending point BP1 and each partition wall bending point BP2 at different positions. By avoiding mutual interference in the collapse process, the direction of the collapse is stably induced.

The outer wall body 20, the front and rear vertical partition walls 30a and 30b, and the three-stage bent horizontal partition walls 40; 40a, 40b and 40c are formed by being integrally extruded at a time in the width (D) direction.

Therefore, the vehicle crash box having the configuration as described above (1) when the impact force (F) due to the front collision is transmitted through the bumper beam (5), as shown in Figure 10, first collapsing from the front, collision energy Will absorb (P1)

At this time, the upper surface (21) and the lower surface (23) of the outer wall body is the front section (B1), the section in which the section between the front flange (F1) and the rear flange (F2) is partitioned by the front and rear vertical partition wall (30) Of the section B2 and the rear section B3, the front section B1 is deformed to be curved inward to each other, and the first end horizontal partition wall 40a inside the front section B1 is also outside from the center line SL. It is deformed to bend to absorb the collision energy.

Subsequently, the upper surface 21 and the lower surface 23 are deformed so as to be bent inward with each other in the same deformation pattern as the front section B1 even in the center section B2 by the collision energy, and in the center section B2. The second stage transverse bulkheads 40b are each deformed to be inwardly deflected from the center line SL to achieve sequential absorption of collision energy. (P2)

Lastly, the upper surface 21 and the lower surface 23 show a somewhat irregular deformation pattern due to the collision energy in the rear section B3 (P3), but overall, the direction of the collapse is stable from the front to the rear. Can be induced.

That is, the vehicle crash box 1 according to the present embodiment sequentially increases the bending angles θ1, θ2, and θ3 of the horizontal partition walls 40; 40a, 40b, and 40c in each section from the front to the rear thereof. By cutting the extruded extruded material 10 to a certain width (D), the support force for each section is different depending on the impact force, which induces a stable collapse pattern. Absorption and dispersion of energy is achieved.

In addition, the front and rear flanges F1 and F2 are integrally extruded together with the upper surface 21 and the lower surface 23 at one time to form the outer wall 20 so that the conventional assembling process is unnecessary. In addition, there is an advantage that the manufacturing process is minimized to the extent that the bolt holes (not shown) in the front and rear flanges (F1, F2).

1 is an exploded perspective view of a general vehicle bumper system.

2 is an assembled perspective view of a general vehicle bumper beam unit.

3 is an exploded perspective view of a vehicle crash box according to the prior art.

4 is an assembled perspective view of a vehicle crash box according to the prior art.

5 is a mounting state of the crash box according to an embodiment of the present invention.

6 is a perspective view of an extrusion material showing the extrusion direction of the crash box according to an embodiment of the present invention.

7 is a perspective view of a crash box according to an embodiment of the present invention.

8 is a front and rear cross-sectional view of the crash box according to the embodiment of the present invention.

9 is a cross-sectional view showing the bending point of the crash box according to an embodiment of the present invention.

10 is a modified state diagram according to the crash test of the crash box according to an embodiment of the present invention.

Claims (18)

In a crash box for a vehicle formed by forming a partition structure inside a rectangular outer wall having a front, a rear, an upper, a lower surface, The outer wall has an outer wall bending point bent at a predetermined angle in each of three places of the upper and lower surfaces, The partition structure is Front and rear vertical partition wall formed in the inner space of the outer wall, partitioning the inner space into a front, a center and a rear space by connecting the corresponding one side of the upper surface and the lower surface in the vertical direction; A vehicle crash box comprising three bent transverse bulkheads having partition wall bending points bent from one side in the front-rear direction in the front, center and rear spaces, respectively. In claim 1, The outer wall is A vehicle crash box characterized in that the flange portion extending in the same flat plate formed at each end of the front and rear surfaces are integrally extruded. In claim 1, The outer wall is An automobile crash box, which is extrusion molded in the width direction thereof. In claim 1, The upper and lower surfaces of the outer wall body Vehicle crash box characterized in that the extrusion molding from the front to the rear to become thicker. In claim 1, The outer wall bending points of the upper and lower surfaces are Crash box for the vehicle characterized in that it is formed to be bent inward in each center of the front section, the center section and the rear section partitioned by the front and rear vertical partitions. In claim 1, The front and rear vertical bulkheads The crash box for a vehicle, wherein the inner space is disposed at regular intervals between the front and rear surfaces and integrally extruded with the outer wall. In claim 1 or 6, The front and rear vertical bulkheads Crash box for a vehicle, characterized in that formed in a predetermined thickness. In claim 1, The three-stage curved horizontal partition wall The crash box for a vehicle, comprising: first, second, and third end horizontal bulkheads integrally extruded between the outer wall body and the front and rear vertical bulkheads each of the two front, center, and rear spaces. In claim 8, The first stage, the second stage, and the third stage horizontal partition wall It is formed by connecting the front and rear neighboring longitudinal bulkheads, the front and rear vertical bulkheads, and the rear and vertical rear bulkheads adjacent to each other in the front and rear one by one in the longitudinal direction, each horizontal partition is based on the center line A crash box for a vehicle, characterized by forming partition wall bending points having different outward bending angles, respectively. The method of claim 9, The bending angle is The crash box of claim 1, wherein the bending angle of the first stage, the second stage, and the third stage is increased so that the bending angle thereof becomes larger. The method according to claim 1 or 5 or 9, The outer wall bending points on the upper and lower surfaces are The crash box for a vehicle, characterized in that disposed in front of the bending point of each partition on the first, second and third stage horizontal partition wall. In a crash box for a vehicle formed by forming a partition structure inside a rectangular outer wall body having upper and lower surfaces, each having an outer wall bending point bent at a predetermined angle in three places together with the front and rear surfaces, The partition structure is In the inner space portion of the outer wall, the front and rear vertical partition wall having a predetermined thickness that is arranged at regular intervals between the front and rear surfaces to connect the upper and lower surfaces in the vertical direction to partition the inner space into a front, center and rear spaces. ; Two first end, second end, and third end horizontal bulkheads each having a bent wall bending point bent at one side in the front, center, and rear spaces, respectively, have different bending angles of the bent wall bending point in the front and rear directions. A crash box for a vehicle, comprising three bent horizontal partitions formed at regular intervals. The method of claim 12, The outer wall is Vehicle crash box, characterized in that formed by integrally extruding the flange portion extending in the same plate at each end of the front and rear. The method of claim 12, The outer wall is An automobile crash box, which is extrusion molded in the width direction thereof. The method of claim 12, The upper and lower surfaces of the outer wall body Vehicle crash box characterized in that the extrusion molding from the front to the rear to become thicker. The method of claim 12, The upper and lower surfaces of the outer wall body The crash box for the vehicle, characterized in that forming a bending point inwardly bent in each side of the front section, the center section and the rear section partitioned by the vertical partition wall. The method of claim 12, The first stage, the second stage, and the third stage horizontal partition wall It is formed by connecting the front and rear neighboring longitudinal bulkheads, the front and rear vertical bulkheads, and the rear and vertical rear bulkheads adjacent to each other in the front and rear one by one in the longitudinal direction, each horizontal partition is based on the center line The vehicle crash box, characterized in that the outward bending angle is formed so as to increase in the order of the first end, the second end, the third end horizontal partition wall. The method of claim 12, The outer wall bending points on the upper and lower surfaces are The crash box for a vehicle, characterized in that disposed in front of the bending point of each partition on the first, second and third stage horizontal partition wall.

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