KR101688321B1 - Bumper beam system for vehicle - Google Patents

Bumper beam system for vehicle Download PDF

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Publication number
KR101688321B1
KR101688321B1 KR1020150092078A KR20150092078A KR101688321B1 KR 101688321 B1 KR101688321 B1 KR 101688321B1 KR 1020150092078 A KR1020150092078 A KR 1020150092078A KR 20150092078 A KR20150092078 A KR 20150092078A KR 101688321 B1 KR101688321 B1 KR 101688321B1
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KR
South Korea
Prior art keywords
bumper beam
crash box
fastening hole
bumper
vehicle
Prior art date
Application number
KR1020150092078A
Other languages
Korean (ko)
Inventor
소철원
Original Assignee
롯데케미칼 주식회사
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by 롯데케미칼 주식회사 filed Critical 롯데케미칼 주식회사
Priority to KR1020150092078A priority Critical patent/KR101688321B1/en
Application granted granted Critical
Publication of KR101688321B1 publication Critical patent/KR101688321B1/en

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R19/00—Wheel guards; Radiator guards, e.g. grilles; Obstruction removers; Fittings damping bouncing force in collisions
    • B60R19/02—Bumpers, i.e. impact receiving or absorbing members for protecting vehicles or fending off blows from other vehicles or objects
    • B60R19/24—Arrangements for mounting bumpers on vehicles
    • B60R19/26—Arrangements for mounting bumpers on vehicles comprising yieldable mounting means
    • B60R19/34—Arrangements for mounting bumpers on vehicles comprising yieldable mounting means destroyed upon impact, e.g. one-shot type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B29—WORKING OF PLASTICS; WORKING OF SUBSTANCES IN A PLASTIC STATE IN GENERAL
    • B29C—SHAPING OR JOINING OF PLASTICS; SHAPING OF MATERIAL IN A PLASTIC STATE, NOT OTHERWISE PROVIDED FOR; AFTER-TREATMENT OF THE SHAPED PRODUCTS, e.g. REPAIRING
    • B29C45/00—Injection moulding, i.e. forcing the required volume of moulding material through a nozzle into a closed mould; Apparatus therefor
    • B29C45/14—Injection moulding, i.e. forcing the required volume of moulding material through a nozzle into a closed mould; Apparatus therefor incorporating preformed parts or layers, e.g. injection moulding around inserts or for coating articles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R19/00—Wheel guards; Radiator guards, e.g. grilles; Obstruction removers; Fittings damping bouncing force in collisions
    • B60R19/02—Bumpers, i.e. impact receiving or absorbing members for protecting vehicles or fending off blows from other vehicles or objects
    • B60R19/18—Bumpers, i.e. impact receiving or absorbing members for protecting vehicles or fending off blows from other vehicles or objects characterised by the cross-section; Means within the bumper to absorb impact
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R19/00—Wheel guards; Radiator guards, e.g. grilles; Obstruction removers; Fittings damping bouncing force in collisions
    • B60R19/02—Bumpers, i.e. impact receiving or absorbing members for protecting vehicles or fending off blows from other vehicles or objects
    • B60R19/18—Bumpers, i.e. impact receiving or absorbing members for protecting vehicles or fending off blows from other vehicles or objects characterised by the cross-section; Means within the bumper to absorb impact
    • B60R2019/1806—Structural beams therefor, e.g. shock-absorbing
    • B60R2019/1813—Structural beams therefor, e.g. shock-absorbing made of metal
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R19/00—Wheel guards; Radiator guards, e.g. grilles; Obstruction removers; Fittings damping bouncing force in collisions
    • B60R19/02—Bumpers, i.e. impact receiving or absorbing members for protecting vehicles or fending off blows from other vehicles or objects
    • B60R19/18—Bumpers, i.e. impact receiving or absorbing members for protecting vehicles or fending off blows from other vehicles or objects characterised by the cross-section; Means within the bumper to absorb impact
    • B60R2019/1806—Structural beams therefor, e.g. shock-absorbing
    • B60R2019/1833—Structural beams therefor, e.g. shock-absorbing made of plastic material

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Manufacturing & Machinery (AREA)
  • Vibration Dampers (AREA)

Abstract

The present invention relates to a bumper beam system for a vehicle, which comprises an injection bumper beam having a fastening hole penetrating in the longitudinal direction on both sides thereof, and a crash box provided in the fastening hole of the bumper beam, The bumper beam system according to claim 1, wherein the bumper beam is a bumper beam.

Description

[0001] The present invention relates to a bumper beam system for vehicle,

BACKGROUND OF THE INVENTION 1. Field of the Invention [0002] The present invention relates to a bumper beam system for a vehicle, and more particularly, to a bumper beam system for a vehicle which enables a collision performance required for each sales area to be satisfied at a minimum cost.

In general, vehicle bumper beams are required to meet the low-speed crash test, which is a regulation item, and the RCAR (IIHS) test. In this case, the demand performance of non-life insurers, which have a great influence on the sales of automobiles, is more demanding than the regulations. Specifically, in RCAR test, we performed two tests, 40%, 10 degree OFFSET BARRIER TEST and BUMPER DUMMY BARRIER TEST, to calculate the repair cost for body damage. Regarding the performance of these bumper beams, they require either a statutory low-speed collision test and a non-life insurer agency test, or only one of them.

On the other hand, in 40% and 10% OFFSET BARRIER TEST of RCAR TEST, which is the performance required by non-life insurers, the bumper beam and crash box must have a structure capable of absorbing maximum impact energy by compression, deformation and destruction. As such, due to the high demand strength of non-life insurers, vehicle makers have applied high-strength composite plastic materials and high-strength steel materials to bumper beams. However, when such a material is applied, the cost increases in proportion to the increase in strength, and the number of bumper beams to be developed must be increased because the performance required by each region is different from that of a non-life insurer.

Therefore, in order to reduce the cost and investment cost of the bumper beam, it is urgent to develop a bumper beam capable of satisfying both regulatory performance and performance required by the insurer at low cost. For reference, the technique of the background of the present invention is disclosed in Japanese Patent No. 10-1327016, Japanese Patent No. 10-1358294, and the like.

SUMMARY OF THE INVENTION It is an object of the present invention to provide a vehicle bumper beam system capable of simultaneously satisfying low-speed collision rule performance and non-life insurance company performance at a minimum cost.

Another object of the present invention is to provide a bumper beam system for a vehicle that can improve the impact energy absorbing performance by improving the structure of the bumper beam, thereby ensuring collision stability in a normal temperature environment and a low temperature environment.

As means for solving the above-mentioned technical problem,

The present invention relates to an injection bumper beam having a fastening hole penetrating in both forward and backward directions on both sides thereof; And a crash box provided in the fastening hole of the bumper beam, wherein the crash box is press-fitted into the fastening hole or an insert is injected when the bumper beam is injected.

In this case, the crash box may have a circular or polygonal cross-sectional structure in the form of a hollow tube.

In this case, the crash box may have holes or recesses formed along the circumferential direction.

In this case, the crash box may be made of any one selected from steel, aluminum, and composite plastic materials.

In this case, protrusions may be formed on the inner circumferential surface of the fastening hole.

In this case, a flange may be formed at the rear end of the crash box.

In this case, the bumper beam is composed of a supporting part having a H-shaped cross-sectional structure composed of a composite plastic material including glass fibers, two vertical plates arranged in parallel to each other, and a horizontal plate connecting the two vertical plates; And an energy absorbing part formed at one end of the supporting part.

According to the present invention, the injection bumper beam is assembled and detachable so that the injection bumper beam alone is applied to a region requiring only a low-speed collision rule performance, and a bumper beam and a crash box By applying it together, it is possible to drastically reduce development investment cost and vehicle cost.

In addition, by improving the structure of the bumper beam, it is possible to reduce the processing cost by applying the composite plastic material to the injection molding method, and to secure dimensional and performance stability at room temperature and low temperature environment.

1 is a perspective view of a bumper beam system for a vehicle according to a preferred embodiment of the present invention,
Fig. 2 is an exploded perspective view of the automotive bumper beam system shown in Fig. 1,
3 is an enlarged view of a press-fitting fastening structure of a crash box constituting the bumper beam system for a vehicle shown in Fig. 1, Fig.
FIG. 4 is a view showing a crash box of the bumper beam system for a vehicle shown in FIG. 1;
Fig. 5 is a view showing a body fastening structure of the bumper beam system for a vehicle shown in Fig. 1,
6 is a plan view of a bumper beam constituting a bumper beam system for a vehicle according to a preferred embodiment of the present invention,
7 is a cross-sectional view taken along the line AA in Fig. 6,
8 is a view showing a modified example of the energy absorbing portion of the bumper beam shown in Fig. 7;
FIGS. 9 and 10 are diagrams showing a result of a structural analysis of a conventional bumper beam system for a vehicle,
FIG. 11 and FIG. 12 are views showing a structural analysis result of a bumper beam system for a vehicle according to a preferred embodiment of the present invention. FIG.

Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings so that those skilled in the art can easily carry out the present invention. The present invention may, however, be embodied in many different forms and should not be construed as limited to the embodiments set forth herein. In order to clearly explain the present invention, parts not related to the description are omitted, and similar parts are denoted by similar reference numerals throughout the specification.

FIG. 1 is a perspective view of a bumper beam system for a vehicle according to a preferred embodiment of the present invention, FIG. 2 is an exploded perspective view of the bumper beam system for a vehicle shown in FIG. 1, FIG. 4 is a view showing a crash box of the vehicle bumper beam system shown in FIG. 1, and FIG. 5 is a view showing a body coupling structure of the bumper beam system for a vehicle shown in FIG. 1 .

1 to 5, a vehicle bumper beam system 100 according to a preferred embodiment of the present invention includes a bumper beam 110 and a crash box 150.

The bumper beam 110 has a fastening hole 111 penetrating in the front-rear direction on both sides in order to cope with low-speed collision performance. In this case, a plurality of projections 112 may be formed on the inner circumferential surface of the fastening hole 111 at regular intervals along the circumferential direction to provide a clamping force when the crash box 150 is press-fitted.

In the present invention, the bumper beam 110 is injection-molded using a glass fiber composite plastic material to minimize the production cost, which will be described later in detail.

The crash box 150 is formed in the form of a hollow tube having a circular or polygonal cross-sectional structure for coping with the required performance of a non-life insurer such as an RCAR test. That is, in the present invention, the crash box 150 has a tubular structure continuously produced for cost reduction. As a material of the crash box 150, a plastic composite material or aluminum may be applied to reduce the weight, and stainless steel may be applied to lower the production cost.

The crash box 150 is assembled and detachably attached to the fastening hole 111 of the bumper beam 110. For example, the crash box 150 can be forcefully inserted into the fastening hole 111. When the projection 112 is formed on the inner circumferential surface of the fastening hole 111 as described above, the crash box 150 is forcedly inserted into the fastening hole 111 due to the projection 112, . Further, the crash box 150 can be insert-molded at the time of injection molding of the bumper beam in addition to the above-described interference fit method.

When the crash box 150 is constructed to be assembled and detachable to the bumper beam 110 as in the present invention, one bumper beam can be commonly used for the low-speed collision rule in bumper beam systems such as Europe, North America, In a region where test performance is required, a crash box is combined with a bumper beam, thereby effectively responding to different demand performance in each sales region.

In the meantime, in the present invention, the crash box 150 uses a continuously produced tubular crash box to reduce the cost as described above. In case of the tubular crash box, when the impact is applied after being assembled to the vehicle body, panel damage. Particularly, when stainless steel or aluminum is used, the thickness of the crash box is usually about 1.4 to 3 mm, which is likely to cause damage to the vehicle body back panel. In order to prevent this, a flange 151 is preferably formed at the rear end of the crash box 150. The flange 151 guides the accurate seating position during the press-fitting or insert molding of the crash box 150 as well as the surface contact with the back panel of the vehicle body after assembling the body of the bumper beam assembly, Thereby allowing the crash box 150 to be squeezed in a stable mode.

On the other hand, when the crash box 150 is made of a composite plastic material, since the thickness of the crash box 150 is usually 5 mm or more, the cross-section can be supported by being in surface contact with the vehicle body. However, if the thickness is less than 5 mm It is preferable to form the flange 151 at the rear end of the crash box 150. [

In addition, in order to increase the energy absorption efficiency of the crash box 150 at the time of the collision, it is advantageous that the deformation mode occurs sequentially on the impact surface. For this, in the present invention, as shown in FIG. 4, a hole 150a or a groove 150b is formed along the circumferential direction in the crash box 150 to induce a sequential deformation mode.

On the other hand, the bumper beam assembly is usually assembled with the cover and then mounted on the vehicle body. It is preferable that the vehicle body fastening nut is attached to the bumper beam in consideration of assembly with the vehicle body. In this case, the insert can be injection-molded, but when the nut is integrally formed, there arises a situation in which it is difficult to assemble with the vehicle body due to a bad fitting dimension due to the posterior deformation due to the environmental temperature. In order to solve this problem, it is a way to reduce the defect by attaching the nut to the bumper beam by correcting the assembly dimensions by post-assembly. Therefore, in the present invention, as shown in FIG. 5, a method of fixing the bracket 115 of the steel material welded with the nut 113 and the guide pin 114 to the bumper beam 110 and fixing the bracket 115 with the rivet 116 .

The bumper beam and the crash box of the bumper beam system for a vehicle according to the preferred embodiment of the present invention have been described above. Hereinafter, the above-mentioned bumper beam will be described in more detail.

First, the bumper beam according to the present invention is characterized in that the structure is improved so as to apply a long glass fiber reinforced thermoplastic (LFT) containing glass fiber to an injection molding method.

In order to apply the glass fiber composite plastic material to the injection molding method, the bumper beam must absorb the collision energy sufficiently during the collision so that the fracture should not occur. In order to prevent the bumper beam from breaking, it is necessary to increase the elongation or fracture strength of the material considering the dimensional stability and characteristics of the low temperature environment. Increasing the elongation rate of the material degrades the material strength, So that it is difficult to increase the collision energy absorption.

As a result, a bumper beam manufactured by the present injection method is not applicable to a region where a room temperature and a low temperature environment coexist, and a new bumper beam is developed for a certain environment. Therefore, it is urgent to develop an injection bumper beam that can meet the low-speed collision performance of the global area with one bumper beam and have price competitiveness.

On the other hand, the bumper beam absorbs the collision energy sufficiently when the material constituting the bumper beam is sufficiently deformed as a whole to sufficiently absorb the energy and then be broken. However, when the bumper beam is broken, the sheared surface can damage the car body and fail to meet the required regulatory performance. Therefore, the present inventor has researched and developed a structure capable of absorbing the impact energy without collapsing the bumper beam to maximize the structure of the bumper beam as follows.

Hereinafter, the bumper beam will be described based on the above description.

Fig. 6 is a plan view of a bumper beam constituting a bumper beam system for a vehicle according to a preferred embodiment of the present invention, Fig. 7 is a sectional view taken along the line AA in Fig. 6, Fig.

Referring to FIGS. 6-8, the bumper beam 110 includes a support 120 and an energy absorbing portion 130.

The supporting part 120 includes two vertical plates 121 and 122 for supporting the energy absorbing part 130 in the event of a collision and arranged parallel to each other and a pair of vertical plates 121 and 122 connecting the two vertical plates 121 and 122, (123), and has an H-shaped cross-sectional structure as a whole.

The supporting portion 120 should have sufficient strength and rigidity to allow the energy absorbing portion 130 to be squeezed and broken upon a collision. Therefore, the thickness of the vertical plates 121 and 122 and the horizontal plate 123 is preferably about 3 to 6 mm in consideration of strength, rigidity and moldability. If the thickness of the plates 111, 112 and 113 is less than 3 mm, the supporting force is not sufficient at a low-speed collision. If the thickness is more than 6 mm, sinking occurs due to cooling due to injection molding, to be.

Also, since the support portions 120 improve the supporting force as the curvatures of the vertical plates 121 and 122 are reduced, the support portions 120 are designed to reflect as small as possible in the range of 1500 to 5000 mm, The curvature is determined by considering the distance between both ends of the body member to be fastened.

In this case, the distance between the vertical plates 121 and 122 is preferably 30 to 40 mm. If the distance between the vertical plates 121 and 122 is less than 30 mm, the supporting force is not sufficient for a low-speed collision. If the distance between the vertical plates is greater than 40 mm, the bumper beam may be deformed due to deformation of the bumper beam after collision . Between the vertical plates 121 and 122, a rib 124 for absorbing impact energy may be formed.

Further, in order to smoothly take out the molded article during the injection molding of the bumper beam 110, it is advantageous to reflect the draft angle of the vertical plates 121 and 122 to 1 to 3 degrees. This is because if the subtraction angle of the vertical plates 121 and 122 is less than 1 degree, deodorization of the molded article is difficult, while if it exceeds 3 degrees, it is advantageous to deodorize the molded article, but the weight and cost of the molded article increase.

On the other hand, in the upper and lower inner spaces formed by the vertical plates 121 and 122 and the horizontal plate 123 of the support 120, X-shaped ribs 125 are formed at regular intervals along the width direction. The X-shaped ribs 125 prevent the entire bumper beam from being vertically twisted at the time of collision, while minimizing deformation after injection molding, thereby ensuring dimensional stability.

The energy absorbing part 130 absorbs impact energy through compression and fracture in the event of a collision. The energy absorbing part 130 includes a first plate 131 horizontally extended from the vertical plate 122 of the support part 120, And a second plate 132 extending upward or downward from the first plate 132.

In this case, the second plate 132 is first contacted with the impacted object and is formed on both the top and bottom of the first plate 131 as shown in FIG. 7 depending on the shape of the bumper cover (not shown) , But it is also possible to form only one of the upper and lower portions as shown in FIG. 8, depending on the shape of the bumper cover or the necessity. In the present invention, the thickness of the second plate 132 is 1.5 to 2 mm, and the subtraction gradient is preferably 1 to 3 degrees in consideration of the production process. If the thickness of the second plate 132 is less than 1.5 mm, unfabricated products are not formed and the impact performance and aesthetic quality are poor. If the thickness is more than 2 mm, compression and deformation do not occur at the time of impact, Because.

The shape of the second plate 132 is not particularly limited, but is determined by ensuring a gap of about 3 to 5 mm with the bumper cover. If the gap between the bumper beam and the bumper cover is less than 3 mm, the bumper cover may be deteriorated due to deformation and dimensional tolerance of the bumper beam. If the gap is larger than 5 mm, the bumper cover may be clogged, If the gap is too large, it is difficult to satisfy the collision law.

Meanwhile, a rib 133 may be formed between the first plate 131 and the second plate 132. The rib 133 functions to absorb the energy up to the breaking strength allowed by the material while being collapsed when the impacted object penetrates, and functions to hold the second plate 132 and keep the bumper cover clunky or in shape . In the case of such a rib 133, it is preferable that the thickness is 1.5 to 2 mm in consideration of the compression and the pressure collapse in the low-speed impact test, and the subtraction gradient is reflected to 1 to 3 in consideration of the production process Do.

The amount of energy absorbed by the energy absorbing part 130 depends on the length of the rib 133 described above or the distance between the vertical plate 122 of the supporting part 120 and the second plate 132 of the energy absorbing part 130 In the present invention, the range is 10 to 100 mm in consideration of the impact energy. The vertical plate 122 has a constant curvature, and the second plate 132 forms a curvature with a certain gap with the bumper cover. Therefore, even if the distance of each plate is 10 mm in the central portion, the distance increases as the distance from the center increases. If the distance of the center portion is less than 10 mm, the bumper beam will not be able to absorb sufficient impact energy, resulting in the breakage of the center portion of the bumper beam. If the distance between the vertical plate 122 and the second plate 132 is greater than 100 mm for sufficient energy absorption, the first plate 131 and the ribs 132 between the vertical plate 122 and the second plate 132, The weight of the bumper beam and the cost of the bumper beam are increased, and the bumper beam is close to the vehicle body panel.

The bumper beam system for a vehicle according to the preferred embodiment of the present invention has been described above. The present inventors have conducted structural analysis to evaluate the performance of the present invention.

Specifically, the structural analysis of the bumper beam system according to the prior art and the RCAR 40% OFFSET test of the bumper beam system according to the present invention was performed, and the results are shown in FIGS. 9 to 12. FIG. 9 to 12, it can be seen that the bumper beam system according to the present invention has better impact energy absorption rate and smaller penetration amount than the bumper beam system according to the prior art and shows improved performance.

The preferred embodiments of the present invention have been described in detail with reference to the drawings. It will be understood by those of ordinary skill in the art that various changes in form and details may be made therein without departing from the spirit and scope of the present invention as defined by the appended claims.

Therefore, the scope of the present invention is defined by the appended claims rather than the foregoing detailed description, and all changes or modifications derived from the meaning, range, and equivalence of the claims are included in the scope of the present invention. .

100: vehicle bumper beam system 110: bumper beam
111: fastening hole 112: projection
113: nut 114: guide pin
115: Bracket 116: Rivet
120: support part 121, 122: vertical plate
123: Horizontal plate 124: Rib
125: X-shaped rib 130: energy absorbing part
131: first plate 132: second plate
133: rib 150: crash box
150a: hole 150b: groove
151: Flange

Claims (7)

An injection bumper beam having fastening holes penetrating in both the forward and backward directions;
A crash box provided in the fastening hole of the bumper beam; And
A bracket fixedly coupled to the nut and the guide pin; ≪ / RTI >
The crash box having a flange formed at one end thereof is press-fitted into the fastening hole or an insert is injected when the bumper beam is injected,
Wherein the bracket is located on the rear surface of the engagement surface of the bumper beam which prevents the insertion of the flange, and the bumper beam is engaged with the vehicle body by engagement with the nut. The method according to claim 1,
Wherein the crash box has a circular or polygonal cross-sectional structure in the form of a hollow tube. The method according to claim 1,
Characterized in that the crash box has a hole or groove formed along a circumference at a predetermined distance in the depth direction of the crash box so that the outer shape of the crash box is sequentially deformed by an external impact. The method according to claim 1,
Wherein the crash box is made of any one selected from steel, aluminum, and composite plastic materials. The method according to claim 1,
And a projection is formed on an inner circumferential surface of the fastening hole so that the crash box is press-fitted into the fastening hole. delete 6. The method according to any one of claims 1 to 5,
Wherein the bumper beam is made of a composite plastic material including glass fibers,
A support having an H-shaped cross-sectional structure comprising two vertical plates arranged in parallel to each other and a horizontal plate connecting the two vertical plates; And
An energy absorbing part formed at one end of the support part;
The bumper beam system comprising:
KR1020150092078A 2015-06-29 2015-06-29 Bumper beam system for vehicle KR101688321B1 (en)

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Application Number Priority Date Filing Date Title
KR1020150092078A KR101688321B1 (en) 2015-06-29 2015-06-29 Bumper beam system for vehicle

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Application Number Priority Date Filing Date Title
KR1020150092078A KR101688321B1 (en) 2015-06-29 2015-06-29 Bumper beam system for vehicle

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Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2004189063A (en) * 2002-12-10 2004-07-08 Kobe Steel Ltd Energy absorbing member for vehicle body
KR20090064840A (en) * 2007-12-17 2009-06-22 한화엘앤씨 주식회사 Bumper sysytem
KR20120061072A (en) * 2010-11-05 2012-06-12 현대모비스 주식회사 Bumper back-beam for vehicle
JP2012153254A (en) * 2011-01-26 2012-08-16 Showa Denko Kk Shock absorbing member for vehicle

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2004189063A (en) * 2002-12-10 2004-07-08 Kobe Steel Ltd Energy absorbing member for vehicle body
KR20090064840A (en) * 2007-12-17 2009-06-22 한화엘앤씨 주식회사 Bumper sysytem
KR20120061072A (en) * 2010-11-05 2012-06-12 현대모비스 주식회사 Bumper back-beam for vehicle
JP2012153254A (en) * 2011-01-26 2012-08-16 Showa Denko Kk Shock absorbing member for vehicle

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