KR102211343B1 - Plate type impact bar with camber profile for a vehicle door - Google Patents

Abstract

The present invention relates to an impact bar for impact absorption for an automobile door and, more specifically, to a plate-type impact bar having a camber shape for an automobile door which can efficiently absorb impacts. To this end, the plate-type impact bar (100) having a camber shape for an automobile door has a first fixing unit (120) on one end thereof and a second fixing unit (140) on the other end thereof. One surface of the plate-type impact bar (100) connecting the first fixing unit (120) and the second fixing unit (140) forms a straight line unit (160), and the other surface of the plate-type impact bar (100) connecting the first fixing unit (120) and the second fixing unit (140) forms a camber unit (170) having a camber angle in a direction of resisting an external force.

Description

Plate type impact bar with camber profile for a vehicle door}

The present invention relates to an impact bar for shock absorption of a vehicle door, and more particularly, to a plate-shaped impact bar of a vehicle door having a camber shape.

In general, a shock absorbing impact bar (or safety bar, impact beam) for absorbing an impact caused by a vehicle collision is built inside a door of a vehicle. The impact bar serves to protect the occupant by absorbing the energy of the impact as it bends when an impact is applied.

1 is a partial perspective view schematically showing a conventional impact bar for an automobile door, and FIG. 2 is a cross-sectional view taken along A-A' in FIG. 1. 1 and 2, the impact bar 20 is installed inclined in the interior of the door 10, and both ends of the impact bar 20 are provided with the door 10 by the first and second brackets 12 and 14. ) It is firmly fixed to the in-panel by welding, etc.

In the conventional impact bar as shown in FIGS. 1 and 2, a raw steel sheet is formed into a tube, cut, and then heat treated to be attached to the side of the door. For this reason, there is a problem in that the processing process is complicated, the impact bar is heavy, and the fuel economy of the vehicle is lowered. Accordingly, in order to solve such a conventional problem, there is a growing need for research on improving the cross section of an impact bar capable of protecting a vehicle occupant by being light and efficiently absorbing impact energy.

1. Korean Patent Registration No. 10-1967109 (Integrated safety bar for shock absorption of automobile doors), 2. Korean Patent Registration No. 10-1967108 (Safety bar for shock absorption of automobile doors with reinforcing wrinkles), 3. Republic of Korea Patent Registration No. 10-1770216 (Shock cushion safety device for U-shaped automobile doors by press molding processing method).

Accordingly, the present invention has been conceived to solve the above problems, and an object to be solved of the present invention is to provide a plate-shaped impact bar for a vehicle door having a camber shape that is light and capable of efficiently absorbing shock.

Another object of the present invention is to provide a safety bar for shock absorption of an automobile door and a method of manufacturing the same, which simplifies the production process and has a low-cost production structure.

However, the technical problems to be achieved in the present invention are not limited to the technical problems mentioned above, and other technical problems that are not mentioned are clearly to those of ordinary skill in the technical field to which the present invention belongs from the following description. It will be understandable.

As a means for achieving the above technical problem, in the plate-shaped impact bar 100 of an automobile door having a first fixing part 120 at one end and a second fixing part 140 at the other end, the first fixing part ( One surface of the plate-shaped impact bar 100 connecting the 120) and the second fixing part 140 forms a straight part 160, and the first fixing part 120 and the second fixing part 140 The other surface of the plate-shaped impact bar 100 connecting the plate-shaped impact bar 100 is provided with a plate-shaped impact bar of an automobile door having a camber shape, characterized in that the camber portion 170 having a camber angle in a direction resisting external force is formed.

In addition, the straight portion 160 is installed to face the inside of the vehicle door, and the camber portion 170 is installed to face the outside of the vehicle door.

In addition, the plate-shaped impact bar 100 is manufactured by processing a plate having a uniform thickness selected from 0.8 mm to 1.6 mm.

In addition, the plate-shaped impact bar 100 may be manufactured by cold pressing.

In addition, the transverse cross section includes a first curved portion 172 and a second curved portion 174 spaced apart from each other.

This is the shape of the third curved portion 176 connecting between the first and second curved portions 172 and 174.

In addition, a first straight portion 182 connecting the first curved portion 172 and the third curved portion 176; And a second straight portion 184 connecting the second curved portion 174 and the third curved portion 176; and the first and second straight portions 182 and 184 are the first fixing portions 120 ) Or increases from the second fixing part 140 toward the center.

Further, the radiuses of the first, second, and third curved portions 172, 174, and 176 may be selected from 6 mm to 12 mm.

In addition, in the first fixing portion 120 and the second fixing portion 140, the total height of the first, second, and third curved portions 172, 174, and 176 is in the range of 0.1 to 2.0 mm.

In addition, the total height of the first, second, and third curved portions 172, 174, 176 at the center of the impact bar 100 is in the range of 30 to 60 mm.

In addition, the free end of the first curved portion 172 forms a third straight portion 186, and the free end of the second curved portion 174 forms a fourth straight portion 188, and the third, 4 The straight portions 186 and 188 extend to the center of the transverse section.

According to an embodiment of the present invention, since the impact bar has a smaller cross-sectional area while maintaining the same bending strength as compared to the conventional pipe-type impact bar, the weight of the impact bar is light, so it is effective to improve fuel efficiency of a vehicle. Particularly, in the conventional pipe-type impact bar, separate brackets have to be welded to both ends, but the plate-type impact bar such as the present invention may omit such parts and processes.

In addition, if it has the same cross-sectional area as the conventional safety bar, it exhibits higher strength, so that when an impact is applied due to a side impact, shock absorption is effectively performed, thereby protecting passengers or occupants safely.

In addition, it is possible to simplify the process through rolling or press processing, so there is also economical efficiency that can lower the manufacturing cost.

In addition, although the conventional plate-shaped impact bar has a bent portion to be mounted on the door, the present invention forms a camber angle curved along the entire length direction of the impact, so that the rigidity is greatly increased, and the phenomenon that the stress is concentrated can be prevented. have.

In addition, the free ends of the third and fourth straight portions 186 and 188 of the transverse section do not extend to the straight section, but extend to the center of the transverse section, thereby reducing strength and reducing weight.

In addition, it is possible to significantly reduce NVH (Noise, Vibration, Harshness, NVH) by making the double U-shaped valleys in contact with the door outer plate to increase the stability of the impact bar and the door outer plate.

However, the effects obtainable in the present invention are not limited to the effects mentioned above, and other effects not mentioned will be clearly understood by those of ordinary skill in the art from the following description. I will be able to.

The following drawings appended in the present specification illustrate preferred embodiments of the present invention, and serve to further understand the technical idea of the present invention together with the detailed description of the present invention to be described later, so the present invention is described in such drawings. It is limited to and should not be interpreted.
1 is a partial perspective view schematically showing a shock absorbing safety bar for a conventional automobile door,
2 is a cross-sectional view taken along AA′ in FIG. 1;
3A is a perspective view of a plate-shaped impact bar of an automobile door having a camber shape according to an embodiment of the present invention;
3B is a front view showing a state in which the plate-shaped impact bar shown in FIG. 3A is installed on an automobile door;
4 is a perspective view of the impact bar 100 shown in FIG. 3A,
5A is a cross-sectional view taken along the B-direction in FIG. 4;
5B is a cross-sectional view taken along the C-direction in FIG. 4;
Figure 5c is a cross-sectional view taken in the direction D in Figure 4;
Figure 5d is a cross-sectional view in the E-direction in Figure 4;
Figure 5e is a cross-sectional view in the F-direction in Figure 4;
Figure 5f is a cross-sectional view in the G-direction in Figure 4;
5G is a cross-sectional view in the H-direction in FIG. 4;
5H is a cross-sectional view in the direction I- in FIG. 4;
6A is a graph showing a simulation result when an external force is applied to a conventional plate-shaped impact bar;
6B is a graph showing a simulation result when an external force is applied to the plate-shaped impact bar 100 (H46 and t = 1.2 mm) according to an embodiment of the present invention;
6C is a graph showing a simulation result when an external force is applied to the plate-shaped impact bar 100 (H51 and t = 1.2 mm) according to an embodiment of the present invention;
6D is a graph showing a simulation result when an external force is applied to the plate-shaped impact bar 100 (H46 and t = 1.0 mm) according to an embodiment of the present invention.

Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings so that those of ordinary skill in the art may easily implement the present invention. However, since the description of the present invention is merely an embodiment for structural or functional description, the scope of the present invention should not be construed as being limited by the embodiments described in the text. That is, since the embodiments can be variously changed and have various forms, the scope of the present invention should be understood to include equivalents capable of realizing the technical idea. In addition, since the object or effect presented in the present invention does not mean that a specific embodiment should include all of them or only those effects, the scope of the present invention should not be understood as being limited thereto.

The meaning of the terms described in the present invention should be understood as follows.

Terms such as "first" and "second" are used to distinguish one component from other components, and the scope of rights is not limited by these terms. For example, a first component may be referred to as a second component, and similarly, a second component may be referred to as a first component. When a component is referred to as being "connected" to another component, it should be understood that although it may be directly connected to the other component, another component may exist in the middle. On the other hand, when it is mentioned that a component is "directly connected" to another component, it should be understood that there is no other component in the middle. On the other hand, other expressions describing the relationship between the constituent elements, that is, "between" and "just between" or "neighboring to" and "directly neighboring to" should be interpreted as well.

Singular expressions are to be understood as including plural expressions unless the context clearly indicates otherwise, and terms such as "comprises" or "have" refer to specified features, numbers, steps, actions, components, parts, or It is to be understood that it is intended to designate that a combination exists and does not preclude the presence or addition of one or more other features or numbers, steps, actions, components, parts, or combinations thereof.

All terms used herein have the same meaning as commonly understood by one of ordinary skill in the field to which the present invention belongs, unless otherwise defined. Terms defined in a commonly used dictionary should be interpreted as having the meaning of the related technology in context, and cannot be interpreted as having an ideal or excessively formal meaning unless explicitly defined in the present invention.

Impact bar Configuration

3A is a perspective view of a plate-shaped impact bar of a vehicle door having a camber shape according to an embodiment of the present invention, and FIG. 3B is a front view showing a state in which the plate-shaped impact bar shown in FIG. 3A is installed on the vehicle door. 3A and 3B, the impact bar 100 is formed by pressing a heat-treated ultra-high-strength steel sheet material, not a pipe material.

The impact bar 100 has a first fixing part 120 at one end, a second fixing part 140 at the other end, and has a symmetrical shape with respect to the center.

The straight portion 160 is one surface of the plate-shaped impact bar 100 connecting the first fixing portion 120 and the second fixing portion 140 and faces the inside (inside) of the vehicle door. The straight portion 16 maximizes the cross-sectional second moment in the cross-sectional center region of the impact bar to realize reinforcement against the central impact.

The camber part 170 is the other surface of the impact bar 100 connecting the first fixing part 120 and the second fixing part 140 and faces the outside of the vehicle door.

The impact bar 100 may be manufactured by one-time cold pressing a plate shape having a uniform thickness selected from 0.8 mm to 1.6 mm. If it is thinner than 0.8 mm, it is difficult to exhibit sufficient rigidity, and if it exceeds 1.6 mm, the overall weight increases, and a press with a larger capacity is required. In this example, a plate material having a thickness of 1.2 mm was formed and manufactured.

4 is a perspective view of the impact bar 100 shown in FIG. 3A, FIG. 5A is a cross-sectional view in the direction B in FIG. 4, FIG. 5B is a cross-sectional view in the direction C in FIG. 4, and FIG. 5C is a D-direction in FIG. 5D is a cross-sectional view in the E-direction in FIG. 4, FIG. 5E is a cross-sectional view in the F-direction in FIG. 4, FIG. 5F is a cross-sectional view in the G-direction in FIG. 4, and FIG. 5G is a cross-sectional view in the H-direction in FIG. , FIG. 5H is a cross-sectional view in the I-direction in FIG. 4.

As shown in Fig. 4, the camber unit 170 is curved toward the outside so as to exhibit a sufficient shock load strength in the direction in which the external force is applied. Accordingly, the camber unit 170 may be part of an arc.

Section C is a location separated by ℓ (ℓ= 20mm) from section B, section D is a location separated by ℓ from section C, section E is a location separated by 2ℓ from section D, and section F is from section E. It is a location separated by 3.5ℓ, the G section is a location separated by 5ℓ from the F section, the H section is a location separated by 5ℓ from the G section, and the I section is a location separated by 5ℓ from the H section and impact bar (100 ).

As shown in FIG. 5A, in the first fixing part 120, the transverse cross-section has a first and second curved parts 172 and 174 spaced apart from each other, and the first and second curved parts 172 and 174. ) It consists of a third curved portion 176 connecting between. The radiuses of the first, second, and third bent portions 172, 174, 176 may be selected in the range of 6 mm to 12 mm, and in this embodiment, it was manufactured to be 8 mm. If the radius of curvature is too small, it is difficult to form in press processing, and if it is too large, it is difficult to exhibit sufficient rigidity. By forming the first and second curved portions 172 and 174, stability of the bonding (Noise, Vibration, Harshness, NVH) can be achieved. If there is only one curved part, there is a disadvantage in that the thickness must be increased for sufficient rigidity, and if there are three or more, the workability may deteriorate during press processing.

In addition, in the first fixing portion 120 and the second fixing portion 140, the height of the entire cross-section by the first, second, and third curved portions 172, 174, 176 is in the range of 0.1 to 2.0 mm, this embodiment In 0.5 mm. The height range of such a cross section is to increase rigidity and facilitate welding to the door.

5B, 5C, and 5D, the first straight portion 182 is a straight cross section connecting the first curved portion 172 and the third curved portion 176, and the second straight portion 184 ) Is a straight cross section connecting the second curved portion 174 and the third curved portion 176. 5B, 5C, 5D, and 5E, the first and second straight portions 182 and 184 increase toward the center from the first fixing portion 120, and the second fixing portion ( 140) and increases toward the center.

In FIG. 5F, H is the total height of the cross section, I is the height from the straight portion 160 to the free end, L is the width of the entire cross section, and R is the first, second, and third curved portions 172, 174, 176. ) Represents the radius. As shown in FIG. 5H, the total height of the first, second, and third bent portions 172, 174, and 176 at the center of the impact bar 100 may be in the range of 30 to 60 mm, and in this embodiment 46 Designed in mm. This is to give a sufficient cross-sectional second moment since it may be the point where the external force acts the most, and the greatest displacement may occur.

In addition, as shown in Figure 5g, the free end of the first curved portion 172 forms a third straight portion 186, and the free end of the second curved portion 174 is a fourth straight portion 188 ), and the third and fourth straight portions 186 and 188 extend to the center of the transverse section. The third and fourth straight portions 186 and 188 do not extend to the straight portion 160 but only extend to the center of the cross-section, thereby greatly contributing to weight reduction.

[Table 1] is a table showing the impact bar and dimensions shown in FIGS. 4 and 5a to h.

section ℓ(mm) L(mm) H(mm) I(mm) R(mm) t(mm) B 0 70 0.5 0 8 1.0 C 20 70 16 8 8 1.0 D 40 60 21 10.5 8 1.0 E 80 54 31.8 15.9 8 1.0 F 150 48 36 18 8 1.0 G 250 48 41 20.5 8 1.0 H 350 48 46 23 8 1.0 I 450 48 46 23 8 1.0

Here, H is the total height of the cross section, I is the height from the straight portion 160 to the free end, L is the width of the entire cross section, and R is the first, second, and third curved portions 172, 174, 176 Represents the radius of In [Table 1], the B section may be the first fixing part 120 and the second fixing part 140, and the I section is the center of the impact bar 100 in the longitudinal direction.

As can be seen from the H dimension of [Table 1], the camber part 170 has a shape in which both ends start from a thin height of 0.5 mm and become a thick height of 46 mm in the central region, and from the B section to the I section By having an overall height (H) that increases continuously and gradually up to, an overall curved camber portion 170 is formed.

Impact bar simulation

Hereinafter, a simulation is performed on a plate-shaped impact bar having the above configuration and a conventional plate-shaped impact bar to prepare for differences in performance.

First, [Table 2] is experimental condition data of a simulation in which the impact bar is deformed for a length of 900 mm and an external force of 10 KN, and FIGS. 6A to 6D are graphic data of the simulation results.

number section division thickness Center height Cross-sectional area Center section modulus Maximum deflection volume weight Weight reduction rate (%) Flexural strength One pipe 2T 2 31.8 187 1313 8.8 168900 1556 110 123 2 pipe 1T One 31.8 97 722 20.6 87280 685 49 52 3 Plate U 1.2T 1.2 28 202 1385 10.8 179600 1410 100 100 4 Plate U H41 One 41 147 982 14.4 113400 890 63 75 5 Plate U H46 One 46 162 1199 11.0 125400 984 70 98 6 Plate U H51 One 51 177 1438 8.3 144300 1133 80 131 7 Plate U H41 1.2 41 175 1168 12.4 135000 1060 75 87 8 Plate U H46 1.2 46 193 1426 9.3 148000 1162 82 116 9 Plate U H51 1.2 51 211 1708 7.0 165200 1297 92 154

In [Table 2], products of numbers 1, 2, and 3 are conventional impact bars, and numbers 4 to 9 are impact bars having a shape according to the present invention. And, the unit of length is mm, the unit of area is mm ² , the unit of volume and section modulus is mm ³ , and weight is g. And, the weight reduction rate and the flexural strength were calculated as percentages based on the conventional impact bar of No. 3.

6A is a graph showing a simulation result when an external force is applied to a conventional plate-shaped impact bar (No. 3), and FIG. 6B is a plate-shaped impact bar (No. 8) (H46 and t) according to an embodiment of the present invention. = 1.2 mm) is a graph showing a simulation result when an external force is applied, and FIG. 6C is a graph showing a plate-shaped impact bar (No. 9) (H51 and t = 1.2 mm) according to an embodiment of the present invention when an external force is applied 6D is a graph showing a simulation result when an external force is applied to a plate-shaped impact bar (No. 5) (H46 and t = 1.0 mm) according to an embodiment of the present invention.

As shown in FIGS. 6B and 8, it was confirmed that the flexural strength was rather increased to 116%, although it was significantly reduced in weight (82%) compared to the conventional impact bar (No. 3).

As shown in Fig. 6c and number 9, it was confirmed that the flexural strength was greatly increased to 154% despite being lighter (92%) compared to the conventional impact bar (number 3).

6D and 5, while the conventional impact bar (No. 3) is 1.2 mm thick, the plate-shaped impact bar (No. 5) according to the present invention exhibits a flexural strength of 98% and is greatly reduced in weight (70%). Nevertheless, it is possible to confirm the superiority showing almost the same flexural strength (98%).

Through this simulation, it was confirmed that the present invention satisfies the US Federal Automobile Safety Standard (FMVSS) 214 standard.

Detailed description of the preferred embodiments of the present invention disclosed as described above has been provided to enable those skilled in the art to implement and implement the present invention. Although the above has been described with reference to preferred embodiments of the present invention, those skilled in the art will appreciate that various modifications and changes can be made to the present invention without departing from the scope of the present invention. For example, a person skilled in the art may use the components described in the above-described embodiments in a manner that combines with each other. Thus, the present invention is not intended to be limited to the embodiments shown herein but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

The present invention may be embodied in other specific forms without departing from the spirit and essential features of the present invention. Therefore, the detailed description above should not be construed as restrictive in all respects and should be considered as illustrative. The scope of the present invention should be determined by reasonable interpretation of the appended claims, and all changes within the equivalent scope of the present invention are included in the scope of the present invention. The invention is not intended to be limited to the embodiments shown herein but is to be accorded the widest scope consistent with the principles and novel features disclosed herein. In addition, the embodiments may be configured by combining claims that do not have an explicit citation relationship in the claims, or may be included as new claims by amendment after filing.

10: car door,
12: the first bracket,
14: second bracket,
20: impact bar,
100: impact bar,
120: first fixing part,
140: second fixing part,
160: straight portion,
170: camber part,
172: first curved portion,
174: second curved portion,
176: third curved portion,
182: first straight portion,
184: second straight portion,
186: third straight portion,
188: fourth straight portion,
ℓ: unit length,
H: height,
I: end height,
L: width,
R: radius.

Claims (10)

In the plate-shaped impact bar 100 of an automobile door having a first fixing portion 120 at one end and a second fixing portion 140 at the other end,
The plate-shaped impact bar 100 is manufactured by cold pressing a plate having a uniform thickness selected from 0.8 mm to 1.6 mm,
One surface of the plate-shaped impact bar 100 connecting the first fixing part 120 and the second fixing part 140 forms a straight part 160, and the straight part 160 is Facing inward, and
The other surface of the plate-shaped impact bar 100 connecting the first fixing part 120 and the second fixing part 140 forms a camber part 170 having a camber angle that is a part of an arc in a direction resisting external force. And, the camber part 170 is installed to face the outside of the car door,
The transverse cross section includes a first curved portion 172 and a second curved portion 174 spaced apart from each other, and
It is a shape of the third curved portion 176 connecting between the first and second curved portions 172 and 174,
The free end of the first curved portion 172 forms a third straight portion 186, and the free end of the second curved portion 174 forms a fourth straight portion 188, and the third , 4 straight portions 186, 188 extend to the center of the transverse section,
A first straight portion 182 connecting the first curved portion 172 and the third curved portion 176; And a second straight portion 184 connecting the second curved portion 174 and the third curved portion 176; wherein the first and second straight portions 182 and 184 are the first It increases toward the center from the fixing part 120 or the second fixing part 140,
In the first fixing part 120 and the second fixing part 140, the total height of the first, second, and third bent parts 172, 174, 176 is in the range of 0.1 ~ 2.0 mm camber A plate-shaped impact bar for a shaped car door. delete delete delete delete delete The method of claim 1,
A plate-shaped impact bar of a car door having a camber shape, characterized in that the radius of the first, second, and third bent portions 172, 174, 176 is selected from a range of 6 mm to 12 mm. delete The method of claim 1,
The plate-shaped impact bar of an automobile door having a camber shape, characterized in that the total height of the first, second, and third bent portions 172, 174, 176 at the center of the plate-shaped impact bar 100 is in the range of 30 to 60 mm .
delete

Images