KR101425825B1 - Car door impact beam and it's manufacturing method - Google Patents

Abstract

In the present invention, since the door impact beam forms a single body and forms a cross section satisfying the automobile collision regulation, a plurality of beam brackets are not required as in the conventional art, so that it is possible to achieve ease of installation, [0001] The present invention relates to a door impact for a vehicle, At least one shock absorber protruding from the plate surface of the beam body to absorb impact energy; And an expansion flat portion formed at both ends of the beam main body.
According to another aspect of the present invention, there is provided a method for manufacturing a door impact beam for a vehicle,
(S10) preparing a base material on a plate; (S20) of forming a beam main body by forming an impact absorbing portion on the base material and cutting the same; Heating the beam body (S30); Forming an expansion flat portion at both end portions in the longitudinal direction of the beam body (S40); And cooling the beam body to complete the door impact beam (S50).

Description

BACKGROUND OF THE INVENTION 1. Field of the Invention [0001] The present invention relates to a door impact beam,

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a door impact beam for a vehicle and a method of manufacturing the same. More particularly, the present invention relates to a door impact beam for a vehicle, which is installed inside a door of a vehicle, To a door impact beam and a manufacturing method thereof.

In general, there are many types of car crashes, such as frontal collision, side collision, and rear collision.

Vehicle collision can occur in various directions as described above. Of these, side collision through a door is most vulnerable to the safety of the passenger because the safety space for securing the passenger's safety at the time of collision is very weak compared to the front or rear. It is the type of threat that is threatened.

Accordingly, each vehicle maker constructs a door impact beam having a certain rigidity in the interior of the vehicle door, minimizes the extent to which the central portion of the fragile door is pushed into the room during side collision, and transmits the collision energy of the side collision to the vehicle body The impact transmitted from the passengers in the vehicle is minimized, and the focus is on the development of vehicle door and door impact beams capable of satisfying various regulations on the rigidity of the vehicle.

The door impact beam unit 101 includes a door impact beam 105 having a round bar shape as shown in FIGS. 1 and 2 and a door impact beam 105 having opposite ends of the door impact beam 105, And at least two beam brackets 107 for fixedly mounting the beam brackets 109 on the base.

The door impact beam 105 and the beam bracket 107 are welded and fixed to each other. At this time, a semicircular seating face 111 is formed at the center of each beam bracket 107, and a door impact beam Both sides of the door impact beam 105 are welded (W) by MIG welding or CO2 welding or the like along both ends of the seating surface 111 of the beam bracket 107 with the both ends of the door impact beam 105 being seated .

At this time, the beam bracket 107 may be further installed along the longitudinal direction of the door impact beam 105 according to the length of the door impact beam 105.

However, the conventional door impact beam 101 has the following problems.

First, when each end of the door impact beam is seated on the seating surface of the beam bracket and overlapped and welded to the contact area as shown in FIG. 2, if the oxidation and external impact of the weld are periodically applied, The deterioration of the bonding force causes a fatal problem in which one end of the door impact beam intrudes into the inside of the door upon collision.

Second, since the beam bracket is manufactured in a state in which a seating surface is formed through a separate tube making process after a press forming step such as cutting, bending, and punching of a metal plate material, the process is complicated, There is a problem of rising.

Thirdly, in order to install the door impact beam on the door, the beam bracket must be accompanied by a lot of material, and there is a problem that the vehicle impacts on weight reduction.

Korean Patent Publication No. 10-2013-0019219 (published February 26, 20013) Korean Patent Publication No. 10-2013-0047312 (published on May 08, 2013) Korean Registered Patent No. 10-1327121 (Published on November 07, 2013) Korean Patent Publication No. 10-2013-0032630 (published on April 02, 2013)

It is an object of the present invention to solve the above problems and to solve the technical prejudice of the present invention by providing a door impact beam constituting a single body inside a door of a vehicle, And it is an object of the present invention to provide a door impact beam for a vehicle and a method of manufacturing the same.

According to another aspect of the present invention, there is provided a door impact beam for a vehicle installed on an inner panel of a door, the door impact beam comprising: a plate-shaped beam body installed on the inner panel and having a predetermined length in a horizontal direction; A shock absorbing surface formed of a predetermined surface which is spaced apart from the plate surface of the beam body in one direction so as to absorb the impact energy at the time of impact and one end connected to both ends of the impact absorbing surface, At least one impact absorbing portion formed of a pair of impact supporting surfaces for minimizing deformation of the impact absorbing surface while supporting the impact absorbing surface at the time of impact, And an expansion flat portion formed at both ends of the beam main body and having an expanded and flattened surface pressed together with the impact absorbing portion by a compression press so that both end portions of the beam main body can be fixed to an expanded area of the inner panel, ; ≪ / RTI >

At this time, both end portions of the shock absorbing portion are preferably pressed so as to gradually decrease toward the end of the expansion flat portion so that collision energy is transmitted to the expansion flat portion and dispersed at the time of a collision.

Preferably, the shock-absorbing surface connects the impact absorbing surface and the beam body at a predetermined angle.

In addition, it is preferable that at least one reinforcing protrusion reinforcing the rigidity is further formed along the longitudinal direction in the impact absorbing portion.

The material of the beam body is preferably boron steel.

It is preferable that the expansion flat part is fixed to the inner panel by MIG welding or CO2 welding.

According to another aspect of the present invention, there is provided a method for manufacturing a door impact for a vehicle,

A method for manufacturing a door impact beam for a vehicle installed in an inner panel of a door,

(S10) preparing a base material on a plate; Forming at least one impact absorbing portion through roll forming on the prepared base material and cutting the formed base material to a predetermined length to obtain a beam main body (S20); A step (S30) of heating the beam main body by transferring the near infrared ray apparatus (NIR); (S40) a step of transferring the heated beam body to a pressing press to press the both ends in the longitudinal direction of the beam body with the pressing press to form an expansion flat part having planarized surfaces at both ends; And completing the door impact beam by cooling the beam body formed with the expansion flat portion through a cooling system in the compression press (S50).

At this time, the near-infrared ray apparatus is configured to heat the beam main body to 900 to 950 ° C so that a plurality of near-infrared lamps can individually control the heating temperature so that different heating can be performed on all or a specified part of the beam main body And are provided on both sides in the longitudinal direction of the beam body.

In addition, it is preferable that, in the step S20, at least one reinforcing protrusion reinforcing the rigidity is formed on the surface of the expansion flat part when the expansion flat part is formed.

According to the vehicle door impact beam and the method of manufacturing the same of the present invention having the above-described structure, since the door impact beam forms a single body and has a cross section satisfying the automobile collision regulation, There is no need for a plurality of beam brackets for installing an impact beam, so that it is possible to reduce the number of welded parts and reduce the installation easiness, the unit cost, and the weight of the vehicle.

1 is a rear view of a door to which a conventional door impact beam is applied,
FIG. 2 is a main part perspective view showing a state in which a door impact beam and a beam bracket are welded according to the related art,
3 is a rear view of a door to which a door impact beam according to the present invention is applied,
4 is a perspective view showing a door impact beam according to the present invention,
5 is a sectional view taken along the line II in Fig. 4,
6 is a flow chart illustrating a process of manufacturing a door impact beam according to the present invention,
7 is a process diagram of Fig.

Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the accompanying drawings. The embodiments of the present invention can be modified in various forms, and the scope of the present invention should not be construed as being limited to the embodiments described below. The embodiments are provided to explain the present invention to a person having ordinary skill in the art to which the present invention belongs. Accordingly, the shape of each element shown in the drawings may be exaggerated to emphasize a clearer description.

The terms first, second, etc. may be used to describe various elements, but the elements should not be limited by terms. Terms are used only for the purpose of distinguishing one component from another.

The terminology used in this application is used only to describe a specific embodiment and is not intended to limit the invention. The singular expressions include plural expressions unless the context clearly dictates otherwise. In the present application, the terms "comprises" or "having" and the like are used to specify that there is a feature, a number, a step, an operation, an element, a component or a combination thereof described in the specification, But do not preclude the presence or addition of one or more other features, integers, steps, operations, elements, components, or combinations thereof.

FIG. 3 is a rear view of a door to which a door impact beam according to the present invention is applied, FIG. 4 is a perspective view showing a door impact beam according to the present invention, and FIG. 5 is a sectional view taken along line I - I of FIG.

3 to 5, the vehicle door impact beam 10 of the present invention includes a plate-shaped beam body 20 installed on the inner panel 109 and having a predetermined length in the horizontal direction; A shock absorbing surface 31 formed at a predetermined distance from the plate surface of the beam main body 20 so as to be spaced apart from the plate surface of the beam main body 20 and absorbing collision energy at the time of collision and one end connected to both ends of the shock absorbing surface 31 And the other end is connected to the beam main body 20 and comprises a pair of impact supporting surfaces 33 for minimizing deformation of the impact absorbing surface 31 while supporting the impact absorbing surface 31 at the time of impact, At least one shock absorbing portion (30) formed corresponding to the longitudinal direction of the main body (20); And the impact absorbing portion 30 is formed at both ends of the beam main body 20 by a pressing press 60 so that both ends of the beam main body 20 can be fixed to the expanded area of the inner panel 109. [ And an expanding flat portion 40 having a flattened surface that is compressed together with the flattened flat portion 40.

The vehicle door impact beam 10 of the present invention is installed in the inner panel 109 of the vehicle door 103 in a state of a body having a single shape as shown in Fig.

The door impact beam 10 is largely composed of a beam main body 20, an impact absorbing portion 30 and an expansion flat portion 40.

The beam main body 20 is installed on the inner panel 109 of the door 103 and maintains a plate shape while maintaining a predetermined length along the horizontal direction, ≪ / RTI >

At this time, the material of the beam main body 20 is preferably boron steel capable of having a tensile strength of 1.5 GPa or more by near-infrared heating, which will be described later.

This is because boron steel is a heat-treated material and improves quenchability by adding a small amount of boron to save expensive alloying elements, and is a strong and economical alloying element. This is because the quenching properties of the steel are remarkably increased when added to a low carbon grade oxygen-free steel, and the ductility of the ferrite is not affected and the ductility is not reduced.

As will be described later, boron steel may be ideal for manufacturing the door impact beam 10 of the present invention because the boron steel is easy to mold and has excellent rigidity after heating.

Accordingly, the beam main body 20 can be formed in a conventional round bar-shaped door impact beam 10 (typically, 2.6 mm (1 inch)) by the formation of the shock absorbing portion 30 to be described later while maintaining a small thickness (1.2 mm to 1.4 mm) ~ 2.8mm) has the stiffness satisfying the automobile collision regulation.

Although the beam main body 20 is made of boron steel in this embodiment, it is not necessarily limited to a material capable of having the tensile strength described by the near-infrared rays.

As shown in FIGS. 4 and 5A, the impact absorbing portion 30 is formed in the beam main body 20 so that a substantial collision energy is absorbed at the time of a collision, Absorbing surface 31 formed of a predetermined surface formed so as to be spaced apart in one direction and absorbing impact energy at the time of impact, one end connected to both ends of the impact absorbing surface 31, and the other end connected to the beam main body 20 And a pair of impact supporting surfaces 33 for minimizing deformation of the impact absorbing surface 31 while supporting the impact absorbing surface 31 in the event of a collision, and are formed to correspond to the longitudinal direction of the beam main body 20.

At this time, the shock absorber 30 is formed on at least one surface of the beam main body 20 so as to protrude. In this embodiment, the number of the shock absorbers 30 is not limited to two.

It is preferable that the shock-absorbing surface 31 and the beam main body 20 are inclined at a predetermined angle. In this case, the impact-supporting surface 33 preferably has an inclination angle of 5 to 7 degrees.

This is because when the inclination angle of the impact support surface 33 is 5 degrees or less, the shock absorbing force of the impact support surface 33 is lowered when the impact energy is absorbed by the shock absorbing surface 31, The collision energy is not properly supported because the inclination of the impact support surface 33 is excessive.

As shown in FIG. 5B, at least one reinforcing protrusion 35 for reinforcing the stiffness due to the impact is further formed along the longitudinal direction of the impact absorbing portion 30, And may be formed on the absorbing surface 31 and the impact supporting surface 33, respectively.

In the present embodiment, the position and shape of the reinforcing protrusion 35 are not necessarily limited.

As described above, the two shock absorbers 30 formed on the beam main body 20 allow the impact absorbing surface 31 to absorb the impact energy when the door 103 of the vehicle collides, and the shock absorbing surface 31 And is supported by the impact-supporting surface 33, thereby minimizing the pushing-in of the central portion of the door 103 into the room, thereby assuring the safety of the passenger.

The extension flat portion 40 is formed at both ends of the beam main body 20 and is fixed to the inner panel 109 of the door 103. The enlargement flat portion 40 is formed in such a manner that both end portions of the beam main body 20 extend And is pressed together with the impact absorbing portion 30 by the pressing press 60 so as to be fixed by the pressing press 60 so as to be flattened.

At this time, both end portions of the impact absorbing portion 30 are preferably pressed to be gradually lowered toward the end of the expansion flat portion 40 so that the impact energy is transmitted to the expansion flat portion 40 and dispersed.

This is because the impact energy transmitted to the impact absorbing portion 30 is finally transmitted to the inner panel 109 through the expansion flat portion 40 gradually lowered through the impact absorbing surface 31 and the impact supporting surface 33 So that the dispersion of the collision energy is maximized.

At this time, it is preferable that the expansion flat part 40 is fixed to the inner panel 109 by MIG welding or CO2 welding, and the above welding method is a general matter, and a description thereof will be omitted.

The expansion flat portion 40 as described above is extended to a part of both end portions of the beam body 20 by the compression of the pressing press 60 so as to maintain a flattened shape Therefore, when the inner panel 109 is fixed to the inner panel 109, the inner panel 109 is welded in a large area while maintaining the flatness of the inner panel 109.

Accordingly, since the beam main body 20 is firmly fixed to the inner panel 109, a beam bracket for supporting the door impact beam 10 is not required, Except for the weight of the bracket, it will have a significant impact on the weight of the vehicle.

Hereinafter, a method of manufacturing the door impact beam 10 according to the present invention will be described.

FIG. 6 is a flow chart illustrating a process of manufacturing a door impact beam according to the present invention, and FIG. 7 is a process diagram of FIG.

As shown in Figs. 6 and 7, a method of manufacturing the door impact beam 10 includes:

Preparing a base material P on a plate (S10); (S20) forming at least one impact absorbing portion (30) through roll forming on the prepared parent material (P) and cutting the beam into a predetermined length to obtain a beam main body (20); A step (S30) of transferring and heating the beam main body 20 to the near infrared ray device 50 (NIR); The heated beam body 20 is transferred to a pressing press 60 so that both end portions of the beam body 20 are compressed by the pressing press 60 and expanded flat portions 40 having planarized surfaces, (S40); And completing the door impact beam 10 by cooling the beam body 20 formed with the expansion flat portion 40 through the cooling system 70 in the compression press 60 do.

In the step S10 of preparing the base material P on the plate,

The base material P uncoiled from the uncoiler is unrolled by passing through a strainer (not shown) while uncoiling the uncoiler (not shown) which loosens the base material P wound in the form of a coil, (See Fig. 7 (a)).

The material of the base material P is preferably a boron steel capable of having a tensile strength of 1.5 GPa or more by near-infrared heating as described below. This is because the boron steel is a heat- This is because it is a steel which saves expensive alloying elements by improving the hardenability and is a strong and economical alloying element. In particular, when the steel is added to a low-carbon grade oxygen-free steel, the quenching property of the steel becomes remarkably high, And the ductility is not reduced.

As will be described later, boron steel may be ideal for manufacturing the door impact beam 10 of the present invention because the boron steel is easy to mold and has excellent rigidity after heating.

Accordingly, even when the thickness of the base material P is between 1.2 mm and 1.4 mm, the impact of the conventional door impact beam 10 (typically 2.6 mm to 2.8 mm ) Have stiffness that satisfies the automobile collision regulation.

Next, in the step S20 of forming the at least one shock absorber 30 by roll-forming the prepared base material P and obtaining the beam main body 20 by cutting the base material P to a predetermined length,

The base material P on the plate is fed into a roll former unit (not shown) having at least one roll formers disposed thereon.

In this process, the roll formers sequentially bend the surface of the base material P to form at least one surface of the base material P which protrudes in one direction on the surface of the base material P One shock absorbing portion 30 is formed.

The shock absorbing portion 30 includes an impact absorbing surface 31 spaced from the surface of the base material P by a predetermined distance and a pair of elastic members 31 extending from both ends of the impact absorbing surface 31 and connected to the surface of the base material P. And an impact support surface (33). In other words, it is formed as a single body integral with the parent material P.

The number of the shock absorbers 30 may be varied depending on the specifications of the door 103 of the vehicle on which the door impact beam 10 is installed. It is needless to say that the protruding shape of the protrusion can be variously shaped like a polygonal or arcuate shape.

Thereafter, the base material P is continuously passed through the roll former unit while the same impact absorbing unit 30 is formed, and the base material P discharged from the roll former unit is set while passing through a cutting device And cut into a beam body 20 having a length (see Fig. 7 (b)).

The step S20 may further include the step of forming at least one reinforcing protrusion 35 for reinforcing the rigidity on the surface of the expansion flat part 40 when the expansion flat part 40 is formed.

For this purpose, another roll formers are provided so as to intersect the roll formers provided in the roll former units in which the roll formers are disposed, and at the same time when the impact absorbing portions 30 are formed while the base material P passes the roll former unit The reinforcing protrusion 35 is formed on the impact-absorbing surface 31 or the impact-supporting surface 33 by another roll former.

Next, referring to the step S30 of transferring and heating the beam main body 20 by the near infrared ray device 50 (NIR)

First, the beam main body 20 cut to a predetermined length is transferred to the near-infrared device 50 to heat the beam main body 20.

The near infrared rays for heating the beam main body 20 are irradiated with near infrared rays having a wavelength of 0.75 to 1.5 占 퐉 and have a very high transmittance so that they penetrate instantly into the inside of the beam main body 20 and can be heated within several seconds. Physical properties.

Since such a near infrared ray usually radiates when the heat source is heated to a high temperature of 2,500 K to 3,500 K or more, it has characteristics such as low thermal expansion rate, high melting point and dimensional stability at a high temperature, A durable heat source such as a tungsten coil is used.

The beam main body 20 transferred to the near infrared ray apparatus 50 is heated to 900 to 950 ° C because the material of the beam main body 20 is made of boron steel and is heated to 900 to 950 ° C to quench, This is because the standard steel strength satisfying the regulations can be obtained.

If the heating temperature of the beam main body 20 is 900 ° C or less, the standard tensile strength can not be attained. Therefore, the ductility is reduced and the collision energy is not smoothly absorbed when the side door 103 collides with the side surface. If the temperature exceeds 950 占 폚, the standard tensile strength is exceeded and the ductility is increased, so that collision energy can not be absorbed at the time of collision, and the collision energy can not be absorbed during the collision, so that the door 103 is pushed in and the passenger is injured.

The near infrared ray apparatus 50 is provided with a plurality of near infrared ray lamps 53 for heating the beam body 20 so that the beam body 20 can be heated as described above.

At this time, the plurality of near-infrared ray lamps 53 are irradiated to the beam main body 20 in a state in which the respective heating temperatures can be adjusted so that different heating can be performed on all or a specified part of the beam main body 20, as shown in FIG. 20 are spaced on both sides along the longitudinal direction and are provided with corresponding lengths.

The plurality of near infrared ray lamps 53 heat only the portion specified for the beam main body 20, for example, only the center of the beam main body 20 and the enlarged flat portion 40 described later, It is possible to perform selective heating such as heating the entirety of the substrate.

Next, the heated beam main body 20 is transferred to the pressing press 60, so that both ends in the longitudinal direction of the beam main body 20 are pressed by the pressing press 60 to form an expanding flat portion 40 are formed,

First, the beam main body 20 heated to 900 to 950 占 폚 is taken out of the near-infrared ray apparatus 50 by the near-infrared ray lamp 53 and transferred to the lower portion of the pressing press 60. [

Thereafter, both sides of the beam body 20 in the longitudinal direction thereof are pressed while the pressing press 60 located at the upper side is lowered to form the expansion flat portions 40, respectively.

7 (d), the presser foot 60 has a length corresponding to the beam body 20 in a state of being recessed inward as shown in FIG. 7 (d) It is needless to say that the molding groove 63 having a shape corresponding to the shape is formed.

Accordingly, the expansion flat portion 40 formed by the compression of the compression press 60 can be extended (expanded) at the both ends of the beam body while expanding in the course of the compression of the shock absorbing surface 31 and the impact supporting surface 33, So that it has a shape that gradually decreases toward the end of the beam main body 20.

Lastly, in the step S50 of completing the door impact beam 10 by cooling the beam body 20 formed with the expansion flat portion 40 through the cooling system 70 in the compression press 60,

The beam body 20 in which the forming of the expansion flat portion 40 is completed in a heated state is quenched by using cooling water.

At this time, the cooling water is injected toward the beam main body 20 by the cooling system 70 provided inside the press press 60, and in detail, by the descent of the press press 60, It is preferable that the expanding flat portion 40 is formed and injected at the same time.

This is to ensure that the shape of the formed expanded flat portion 40 is maintained and that the beam body 20 obtains a desired standard tensile strength by quenching with cooling water.

Thereafter, the finished door impact beam 10 having a standard tensile strength is taken out from the pressing press 60.

As described above, since the impact beam for a vehicle and the method for manufacturing the same according to the present invention have a cross section satisfying the automobile collision regulation while forming a single body, the door impact beam for a vehicle has a door There is no need for a plurality of beam brackets for installing an impact beam, so that it is possible to reduce the number of welded parts and reduce the installation easiness, the unit cost, and the weight of the vehicle.

While the present invention has been described with reference to the preferred embodiments and the accompanying drawings, it is to be understood that the scope of the invention is not limited thereto .

It will be apparent to those skilled in the art that various modifications and variations can be made in the present invention without departing from the spirit and scope of the invention as defined by the appended claims. There is no doubt that it is within.

10: door impact beam 20: beam body
30: shock absorbing part 31: shock absorbing surface
33: impact support surface 35: reinforcing projection
40: expansion flat part 50: near infrared ray device
53: near-infrared lamp 60: compression press
63: molding groove 70: cooling system

Claims (9)

delete delete delete delete delete delete A method of manufacturing a door impact beam (10) for a vehicle (10) installed on an inner panel (109) of a door (103)
Preparing a base material P on a plate (S10);
(S20) forming at least one impact absorbing portion (30) through roll forming on the prepared parent material (P) and cutting the beam into a predetermined length to obtain a beam main body (20);
A step (S30) of transferring and heating the beam main body 20 by the near infrared ray apparatus 50 (NIR);
The heated beam body 20 is transferred to a pressing press 60 so that both end portions in the longitudinal direction of the beam body 20 are pressed by the pressing press 60 to form an expanding flat portion 40) (S40); And
And a step (S50) of cooling the beam body (20) formed with the expansion flat part (40) through the cooling system (70) in the compression press (60) to complete the door impact beam (10) A method of manufacturing a door impact beam (10). 8. The method of claim 7,
The near-infrared ray apparatus 50 heats the beam body 20 at 900 to 950 캜,
The plurality of near infrared ray lamps 53 are provided on both sides of the beam body 20 in the longitudinal direction of the beam body 20 in a state in which heating temperature can be adjusted so that differential heating can be performed on all or a specified part of the beam body 20. [ (10). ≪ RTI ID = 0.0 > 11. < / RTI > 9. The method of claim 8,
The step of forming at least one reinforcing protrusion 35 for reinforcing the rigidity on the surface of the expansion flat portion 40 at the time of forming the expansion flat portion 40, A method of manufacturing an impact beam (10).

Images