KR102492467B1 - Bumper frame that reinforces the rigidity of a crash box - Google Patents

Abstract

A crash box rigidity reinforced bumper frame is disclosed. The crash box rigidity-reinforced bumper frame according to the present invention includes a horizontal beam disposed long in the width direction of the vehicle and a pair of crash boxes coupled to the left and right sides of the horizontal beam to absorb impact applied from the front of the vehicle As a bumper frame installed on a vehicle body, the crash box includes: a main body made of a hollow pipe shape; an inner reinforcing part formed in a lattice shape in the hollow of the main body in a longitudinal direction of the main body to reinforce rigidity of the main body; and mounting brackets protruding from upper and lower surfaces of the main body along the longitudinal direction of the main body and coupled to the transverse beam. According to the present invention, the rigidity reinforcement for the crash box can be easily performed at one time without a complicated manufacturing process, and the automobile manufacturing process can be simplified due to the minimized number of parts of the crash box, and it meets the crash conditions of various vehicles. The rigidity adjustment of the crash box can be done freely by simple cutting process for the side reinforcement part.

Description

Crash box rigidity reinforcement type bumper frame {BUMPER FRAME THAT REINFORCES THE RIGIDITY OF A CRASH BOX}

The present invention relates to a crash box rigidity-reinforcing type bumper frame, and more particularly, to a crash box rigidity-reinforcing type bumper frame capable of increasing or decreasing the stiffness of the crash box constituting the bumper frame step by step.

In general, a bumper frame is a structure that is basically installed at the front and rear of a vehicle to buffer the amount of impact applied to the vehicle, and protects occupants by absorbing the impact when colliding with another vehicle or a fixed structure It serves to minimize deformation.

Among the conventional prior art related to such a bumper frame, the technology mentioned in Korean Patent Registration No. 10-0764502 (published date: October 09, 2007) is, as shown in FIG. 6, in the vehicle width direction from the front and rear of the vehicle. A bumper beam 105 composed of and mounted with two bumper rails 101 and 103, an energy absorber 107 disposed in front of the bumper beam 105 to absorb an impact force, and a bumper beam 105 and an energy absorber 107. A bumper frame composed of a tubular crash box 113 for interconnecting a surrounding bumper cover 109, a cross beam 105 and a front side member 111 is disclosed.

In the bumper frame of the prior art, when a vehicle collides, the energy absorber 107 is first compressed to absorb some of the collision energy, and the remaining collision energy that is not absorbed passes through the rear bumper beam 105 and the crash box 113. It is dispersed and absorbed by the vehicle body.

At this time, the bumper beam 105 and the crash box 113 generally perform a function of minimizing the impact transmitted to the side member 111 by absorbing the impact in the front and rear or left and right directions of the vehicle body during a low-speed collision.

In addition, the bumper beam 105 and the crash box 113 require characteristics to minimize bending or compression deformation in the early stages that do not affect the occupants, especially in high-speed collisions, and relatively large in the latter half when they directly affect the occupants. The safety of occupants can be promoted only when there is a characteristic of bending deformation and compressive deformation.

However, as shown in FIG. 6, the conventional bumper beam 105 and the crash box 113 of a simple plate or tubular shape do not effectively absorb a large amount of impact energy at the beginning of a collision because structurally sufficient rigidity is not secured. There is a problem in that the shock acceleration is transmitted to the occupant as it is collapsed and deformed.

This patent is a research funded by the Ministry of Trade, Industry and Energy and the Industrial Technology Evaluation and Management Institute (KEIT) in 2020 ('20006996')

Republic of Korea Patent Registration No. 10-0764502 (Public date: October 09, 2007)

An object of the present invention is to increase or decrease the rigidity of the crash box constituting the bumper frame as necessary to meet the crash conditions required for the vehicle, and the crash box rigidity reinforced bumper frame capable of integrally extruding a complex reinforcing structure. is to provide

The above object is a bumper frame installed on a vehicle body to absorb an impact applied from the front of the vehicle, including a horizontal beam disposed long in the width direction of the vehicle and a pair of crash boxes coupled to the left and right sides of the horizontal beam, The crash box, the main body made of a hollow pipe shape; an inner reinforcing part formed in a lattice shape in the hollow of the main body in a longitudinal direction of the main body to reinforce rigidity of the main body; And it is achieved by the crash box rigidity-reinforced bumper frame, characterized in that it comprises a mounting bracket protruding from the upper and lower surfaces of the main body along the longitudinal direction of the main body and coupled to the transverse beam.

The crash box may further include a side reinforcement part protruding from the left and right sides of the main body so that a central reinforcement pocket is formed along the longitudinal direction of the main body to additionally reinforce the rigidity of the main body.

The main body, the inner reinforcing part, and the side reinforcing part may be integrally formed by extruding a metal material or an engineering synthetic resin capable of absorbing impact and plastically deforming.

The side reinforcing part may be cut to a predetermined length along the longitudinal direction of the main body to be used so that the rigidity corresponding to the crash condition required according to the weight or size of the vehicle is adjusted in a customized manner.

The main body may be formed of a rectangular pipe having a cross section of a square, hexagon or octagon, or a pipe having a circular or oval cross section.

According to the present invention, a pair of crash boxes coupled to the left and right sides of the transverse beams constituting the bumper frame are made of a hollow main body, a grid-shaped inner reinforcement part in the hollow of the main body, the left side of the main body, As the side reinforcing part on the right side is integrally extruded with the main body, the rigidity reinforcement for the crash box can be easily performed at once without a complicated manufacturing process, and the automobile manufacturing process is simplified due to the minimized number of crash box parts. It can be, and the rigidity adjustment of the crash box to meet the crash conditions of various vehicles can be freely performed by simple cutting processing for the side reinforcement part.

1 is a perspective view of a crash box rigidity-reinforced bumper frame according to an embodiment of the present invention.
2 is an exploded perspective view of a vehicle to which the bumper frame of FIG. 1 is applied.
3 is an exploded perspective view of the bumper frame of FIG. 1;
4 is a cross-sectional view of the crash box along the cutting line AA of FIG. 1 and a crash box modified in various shapes.
5 is a process chart showing a manufacturing process of the bumper frame of FIG. 1 step by step.
6 is a view showing the structure of a conventional bumper frame.

Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the accompanying drawings. However, in describing the present invention, descriptions of already known functions or configurations will be omitted to clarify the gist of the present invention.

1 is a perspective view of a crash box rigidity reinforcement type bumper frame according to an embodiment of the present invention, FIG. 2 is an exploded perspective view of a vehicle to which the bumper frame of FIG. 1 is applied, FIG. 3 is an exploded perspective view of the bumper frame of FIG. 1, Figure 4 is a cross-sectional view of the crash box along the cutting line A-A of Figure 1 and a cross-sectional view of the crash box deformed in various forms, Figure 5 is a process diagram showing the manufacturing process of the bumper frame of Figure 1 step by step, Figure 6 is a conventional bumper This diagram shows the structure of the frame.

Top (top), bottom (bottom), left and right (side or side), front (front, front), back (back, back), etc., which refer to directions in the description and claims of the invention, etc., are not intended to limit the use of rights. For convenience of description, the relative position between the drawings and configurations is determined as a standard, and the three axes may be rotated and changed to correspond to each other, and this is followed unless otherwise specifically defined.

In the crash box 120 rigidity-reinforcing bumper frame 100 according to the present invention, the number of parts of the crash box 120 can be minimized while the rigidity of the crash box 120 is easily reinforced at one stroke without complicated processing, and simple cutting process It is an invention devised to allow the rigidity of the crash box 120 to be freely adjusted through.

The crash box 120 of the present invention, the rigidity-reinforced bumper frame 100, is basically a horizontal beam 110 disposed long in the width direction of the vehicle, and a pair of crash boxes coupled to the left and right sides of the horizontal beam 110 After being manufactured with a structure including 120, etc., it is installed between the buffer member 20 inside the bumper cover 10 of the vehicle and the side member 35 of the vehicle body 30 to absorb the impact applied from the front of the vehicle will do

In order to specifically implement the functions or actions of the present invention as described above, the crash box 120 according to the embodiment of the present invention, the rigidity-reinforced bumper frame 100, as shown in FIGS. 1 and 3, horizontally It may include a beam 110 and a crash box 120 integrally formed with the reinforcing structure.

First, the transverse beam 110 is a component provided to absorb some external shocks applied from various directions and is bent, and to transfer the remaining external shocks to the crash box 120 to be described later, bumper constituting the exterior of the vehicle Corresponding to the cover 10, it may be formed long in the width direction of the vehicle.

As shown in FIGS. 2 and 3 , the horizontal beam 110 according to an embodiment of the present invention is formed in a bar shape that is variously bent and deformed according to the shape of the bumper cover 10 of the vehicle, and the bumper cover 10 It may be installed inside or in contact with the buffer member 20 provided inside the bumper cover 10 .

Since such a transverse beam 110 is not particularly limited as long as it can sufficiently withstand external impact required for a vehicle and is not broken or broken, it can be made of metal or engineering synthetic resin, and depending on the type or weight of the vehicle, etc. The necessary reinforcing structure may be provided.

The crash box 120 is a component that absorbs the external impact transmitted from the above-described horizontal beam 110 and compressively deforms in order to minimize the external impact applied to the side member 35, and has a length in the front and rear directions of the vehicle It consists of a pair of bar shapes having can be coupled to the left and right sides of the horizontal beam 110, respectively.

As shown in FIGS. 1 to 4, the crash box 120 according to an embodiment of the present invention includes a main body 122, an inner reinforcement part 124, a mounting It may be configured to include a bracket 126 and a side reinforcement part 128.

Here, the main body 122 is not a hollow shape, but a pipe-shaped component in which a hollow (S) is formed in the center, and the cross-sectional shape is not particularly limited as long as it is made of a pipe shape in which a hollow (S) is formed.

However, as shown in FIG. 4, the main body 122 may have a rectangular cross-sectional shape to uniformly distribute and absorb external impact to the surroundings, and unlike the figure, it has a hexagonal or octagonal cross-sectional shape. It may be made of an angular pipe or a pipe having a circular or oval cross section.

At one end of the main body 122, a connection bracket 129 extending outwardly for coupling with the side member 35 may be formed.

The inner reinforcing part 124 is a component provided to reinforce the rigidity of the hollow pipe-shaped main body 122 from the inside, forming a lattice shape in the hollow (S) in the longitudinal direction of the main body 122 It can be formed and made.

As shown in FIGS. 3 and 4, the inner reinforcement part 124 according to an embodiment of the present invention may be formed in a form in which two partition walls cross each other so that the cross section forms an 'X' shape, as shown in FIG. Unlike the above, three or more barrier ribs may be formed in the form of crossing each other.

At this time, since the stiffness of the main body 122 increases as the number or thickness of the intersecting barrier ribs increases, the number of barrier ribs or the thickness of the barrier rib may be variously changed according to the crash conditions required for the vehicle.

The mounting bracket 126 is a component provided for coupling between the above-described main body 122 and the transverse beam 110, along the longitudinal direction of the main body 122 from the upper and lower surfaces of the main body 122. Each pair may be formed by protruding in one direction.

The mounting bracket 126 according to an embodiment of the present invention is formed to form a 'c' shape when viewed from the side as shown in FIG. 3 and is fitted to the cross beam 110, in a fitted state By being welded, a strong bonding force with the transverse beam 110 is formed.

The side reinforcement part 128 is a component provided to reinforce the rigidity of the hollow pipe-shaped main body 122 from the side, and a reinforcement pocket RP is provided in the center along the longitudinal direction of the main body 122. It may be formed by protruding from the left and right sides of the main body 122 to be formed.

As shown in FIGS. 3 and 4, the side reinforcement part 128 according to an embodiment of the present invention protrudes convexly from the side of the main body 122 and has a 'c' or 'D' shape in cross section. As a result, it is possible to form a reinforcing pocket (RP) that performs the function of weight reduction and rigidity increase on the inside.

At this time, the side reinforcement part 128 includes a small size side reinforcement part 128 and a large side reinforcement part 128 formed to cover the small size side reinforcement part 128 of the main body 122. The stiffness of the side surface of the main body 122 may be strengthened in various ways by overlapping the side surface or increasing the thickness.

On the other hand, the side reinforcement part 128 may be used by being cut to a predetermined length along the longitudinal direction of the main body 122, which is tailored to adjust the rigidity to meet the crash conditions required according to the weight or size of the vehicle. Adjustment of Customized Rigidity (ACR).

That is, as an example, as shown in (c) of FIGS. 3 and 5, when a part of the side reinforcement part 128 adjacent to the horizontal beam 110 is cut and removed, the main body 122 is a horizontal beam ( 110), it can be intensively compressed and deformed in the beginning with respect to the external impact.

On the contrary, when a part of the side reinforcement part 128 far from the transverse beam 110 (adjacent to the side member 35) is cut and removed, the main body 122 is sequentially transferred from the transverse beam 110 to the outside. It can be compressed and deformed intensively in the latter half of the impact.

In addition, when a portion of the central portion of the side reinforcing portion 128 is cut and removed, the main body 122 may be compressed and deformed intensively in the middle with respect to external impact sequentially transmitted from the horizontal beam 110.

As described above, a method of selectively cutting a part of the side reinforcement part 128 formed long along the longitudinal direction of the main body 122, and a side reinforcement so that the protruding height of the side reinforcement part 128 gradually increases or decreases When a method of cutting the part 128 in an oblique direction is used in various combinations, the main body 122 can be easily adjusted (ACR) to a stiffness that meets the crash conditions required according to the weight or size of the vehicle. there will be

As described above, the main body 122, the inner reinforcement part 124, and the side reinforcement part 128 may be integrally formed by extruding a metal material or an engineering synthetic resin capable of plastic deformation and absorbing shock. .

Due to this, rigidity reinforcement for the crash box 120 can be easily performed at one time without a complicated manufacturing process, and the number of parts for forming the crash box 120 can be minimized, thereby simplifying the automobile manufacturing process.

On the other hand, the manufacturing process of the crash box 120 rigidity-reinforced bumper frame 100 according to an embodiment of the present invention will be described step by step with reference to FIG. 5 as follows.

First, as shown in (a) of FIG. 5, the operator extrudes the crash box 120, that is, the main body 122, the inner reinforcement part 124 and the side reinforcement part 128 to be integrally extruded. Processing (S10) is performed.

At this time, the extrusion process (S10) is a process of injecting a metal material or engineering synthetic resin as a raw material into a container equipped with a die corresponding to the outer shape of the crash box 120, and reinforcing the inner reinforcement part 124 and the side The raw material may be pressurized and discharged out of the container using a pressing member (ram) formed with a mandrel corresponding to the unit 128, respectively.

Due to this extrusion process (S10), the crash box 120 according to the present invention can be easily manufactured integrally with various reinforcing structures with a single raw material without a complicated manufacturing process, has excellent dimensional and surface precision, and has constant and uniform The crash box 120 having rigidity and processability can be manufactured in large quantities.

Next, as shown in (b) of FIG. 5, the operator performs a first cutting process (S20) so that the mounting bracket 126 is formed on the extruded crash box 120.

This first cutting process (S20) is performed by cutting and removing parts other than the upper and lower surfaces of the main body 122 at one end of the integrally extruded crash box 120.

Next, as shown in (c) of FIG. 5, the operator performs a second cutting process (S30) to form a rigid crash box 120 that meets the crash conditions required according to the weight or size of the vehicle. will perform

At this time, as described above, the cutting process is a method of selectively cutting a part of the side reinforcement part 128 formed long along the longitudinal direction of the main body 122, and the protruding height of the side reinforcement part 128 gradually increases. It can be made by various combinations of methods such as cutting the side reinforcement part 128 in an oblique direction to make it larger or smaller. (ACR)

Finally, as shown in (d) of FIG. 5, the operator performs a bonding process (S40) so that the crash box 120 and the horizontal beam 110 are mutually coupled with the second cutting process (S30). do.

At this time, the mounting bracket 126 of the crash box 120 and the transverse beam 110 can be firmly coupled by welding after being fitted to each other.

Due to the crash box 120 rigidity-reinforcing type bumper frame 100 according to the present invention, rigidity reinforcement for the crash box 120 can be easily made with a simple manufacturing process, and can be manufactured with a minimized number of parts in the automobile manufacturing process. Simplification can be achieved, and the rigidity adjustment of the crash box 120 that meets the crash conditions of various vehicles can be freely performed by simple cutting of the side reinforcement part 128.

In the foregoing, although specific embodiments of the present invention have been described and shown, the present invention is not limited to the described embodiments, and it is common knowledge in the art that various modifications and variations can be made without departing from the spirit and scope of the present invention. It is self-evident to those who have Therefore, such modifications or variations should not be individually understood from the technical spirit or viewpoint of the present invention, and modified embodiments should fall within the scope of the claims of the present invention.

10: bumper cover 20: buffer member
30: body 35: side member
100: crash box rigidity reinforced bumper frame
110: horizontal beam 120: crash box
122: main body S: hollow
124: inner reinforcement part 126: mounting bracket
128: side reinforcement part RP: reinforcement pocket
129: connection bracket
S10: extrusion process S20: first cutting process
S30: Second Cutting S40: Joining

Claims (5)

A bumper frame installed on a vehicle body to absorb an impact applied from the front of the vehicle, including a horizontal beam disposed long in the width direction of the vehicle and a pair of crash boxes coupled to the left and right sides of the horizontal beam,
The crash box,
Main body made of a hollow pipe shape; an inner reinforcing part formed in a lattice shape in the hollow of the main body in a longitudinal direction of the main body to reinforce rigidity of the main body; Mounting brackets protruding from upper and lower surfaces of the main body along the longitudinal direction of the main body and coupled to the transverse beam; and
A side reinforcement part protruding from the left and right sides of the main body so that a central reinforcement pocket is formed along the longitudinal direction of the main body to additionally reinforce the rigidity of the main body,
The main body, the inner reinforcement part and the side reinforcement part,
It is integrally formed by extruding a metal material or an engineering synthetic resin capable of absorbing shock and capable of plastic deformation,
The side reinforcement part,
Crash box rigidity-reinforcing bumper characterized in that it is cut to a predetermined length along the longitudinal direction of the main body or cut in an oblique direction so that the stiffness corresponding to the crash condition required according to the weight or size of the vehicle is custom-tailored. frame. delete delete delete According to claim 1,
The main body,
A crash box rigidity-reinforced bumper frame, characterized in that it is made of an angular pipe having a rectangular, hexagonal or octagonal cross-section, or a pipe having a circular or elliptical cross-section.

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