KR20120107347A - Impact force converting apparatus and vehicle bumper using the same - Google Patents

Abstract

PURPOSE: An impact force conversion device and a bumper of a vehicle using the same are provided to prevent secondary damage caused by a movable member by preventing a reverse motion of the movable member caused by repulsive power after impact by a plurality of stoppers. CONSTITUTION: An impact force conversion device(100) comprises first and second guide members(150,160), first and second movable members(130,140), and first and second air springs(170,180). The first and second guide members are arranged symmetrically to each other in the inner side of a bumper of a vehicle. The first and second guide members comprise a curved guide structure extended to face each other in a longitudinal direction of the vehicle. The first and second movable members convert a progressive direction of impact force transferred to the bumper of the vehicle into directions that face each other in the longitudinal direction of the vehicle. The first and second air springs absorb the impact force transferred through the first and second movable members.

Description

IMPACT FORCE CONVERTING APPARATUS AND VEHICLE BUMPER USING THE SAME}

The present invention relates to an impact force converter and a vehicle bumper using the same, and more particularly, to reverse the horizontal component force by switching the traveling direction of the impact force generated during a vehicle collision from the left and the right to face each other, the impact force with the vertical component Impact force conversion device that can reduce the overall impact energy delivered to the vehicle body by transmitting only the inclined load according to the repulsive force generated during absorption to reduce the damage of the vehicle body and the damage of the occupants due to the transmission of the impact force and using the same A vehicle bumper.

In most vehicles, bumpers for vehicles are installed in front and rear of a vehicle as a device for protecting a vehicle body and a person in a vehicle by absorbing a shock applied to the vehicle body when colliding with another vehicle or an external object.

In general, a bumper for a vehicle is a bumper cover attached to the front of the vehicle, an energy absorber, a bumper, which is inserted into the bumper cover and consists of a 'shock absorbing foam material' (ie, an impact absorbing member). And a bumper beam, a bracket, a bumper stay, and the like, which fix the cover and the energy observer to the vehicle body. Here, the energy observer is an impact absorbing member, and mainly EPP (Expanded Polypropylene), which is a polypropylene foam material having excellent impact resistance and resilience, is used, and in addition to EPP, various foam materials such as styrofoam and urethane foam and different materials are used. Composite materials in which foamed materials are mixed may also be used. In addition, the bracket and the bumper stay may absorb shock force by installing a shock absorber such as a shock absorbing spring or a hydraulic cylinder.

Such a vehicle bumper protects a vehicle from damage and occupants of the vehicle by using an energy absorber shock absorbing member. That is, the vehicle bumper prevents the vehicle from being damaged by compressive deformation or bending deformation by the elastic force of the shock absorbing member at the time of low speed collision, and by plastic deformation or destruction of the shock absorbing member at high speed when a large impact is applied. It absorbs collision energy and protects passenger's life through shock absorbing.

BACKGROUND ART A vehicle bumper for performing the above functions has been continuously studied for the shape and material of a bumper assembly such as an energy observer and a bumper beam.

Specifically, Patent Publication No. 2009-65678 proposes a technology that can achieve a continuous buffering effect by having a multi-stage impact energy absorption structure that spans the front observer and the rear observer. That is, Patent Publication No. 2009-65678 discloses a rear observer fixed to the front of the back beam fixed to the vehicle itself, having a rear buffer means at the center, and a front observer having a porous arc cross-sectional structure fixed to the front of the rear observer. By providing a continuous buffering effect can be obtained without being easily broken in the collision process.

In addition, Patent Application Publication No. 2002-52305 proposes a technology capable of converting the shock force transmitted from the front to the rear in case of a front collision accident to a corresponding pneumatic buffer and damped. That is, Patent Publication No. 2002-52305 discloses a pneumatic cylinder for converting the impact force to pneumatic when the front collision of the vehicle, an air supply unit for supplying air at an appropriate pressure to the pneumatic cylinder, the impact force is determined by comparing with the appropriate supply pressure By providing a control unit for outputting a control signal, the air discharge unit for discharging the pneumatic pressure to the outside corresponding to the impact force transmitted during the collision in accordance with the control signal of the control unit, it is possible to protect the safety of the driver or passengers during the collision of the vehicle.

However, such a conventional bumper for a vehicle has a structure in which shock energy for all the impact forces is absorbed and buffered as it is. That is, the conventional vehicle bumper relies on only the elastic force of the bumper itself in order to receive all the impact energy for the impact force, and thus provides the bumper intrinsic function.

In general, during the front and rear frontal impact of the vehicle, the impact force is converted into impact energy while being transmitted to the vehicle body, part of which is absorbed by the bumper, and the other part is transmitted to the vehicle body as it is, and absorbed by internal impact mitigating means such as a driver's seat. Accordingly, the vehicle bumper provides an inherent function of preventing damage to the occupants as well as human damage when absorbing and buffering most of the impact energy transmitted to the vehicle body. That is, the vehicle bumper determines the degree of damage to the vehicle and the damage to the occupants of the vehicle according to the degree of absorption or buffering for the impact energy.

However, if a high-speed collision occurs while driving at more than 60 km / h, even if a part of the impact force is absorbed by the bumper and the rest is absorbed by the internal shock mitigating means, a large amount of impact may still remain, resulting in damage to the vehicle and passenger's life. It is difficult to prevent damage. In such a case, the conventional vehicle bumper depends only on the elastic force of the energy observer and the bumper beam, and thus it is difficult to absorb or buffer the large impact energy transmitted to the vehicle body.

That is, the conventional bumper for the vehicle, even if the energy absorber and the restoring performance of the energy observer is excellent, the direction of the impact force remaining still does not change, so the physical direction is limited in providing stability to the vehicle and the occupant have.

Therefore, a conventional bumper for a vehicle needs to propose a bumper structure capable of more effectively absorbing and buffering the impact force transmitted to the vehicle body in addition to the energy observer and the bumper beam, thereby preventing damage to the vehicle and injury to the occupants.

In order to solve the above problems, the present invention is to change the direction of the impact force generated when the vehicle crash from the left and right to face each other to cancel most of the impact force to minimize the impact energy finally delivered to the vehicle damage and It is an object of the present invention to provide an impact force converter capable of reducing the casualty of a passenger and a vehicle bumper using the same.

Another object of the present invention is to provide an impact force converter and a vehicle bumper using the same, which suppresses secondary damage caused by the movable member by preventing the reverse operation of the movable member due to the repulsive force of the air spring.

In order to achieve the above object, the present invention is the first and second guide members which are arranged symmetrically inside the bumper of the vehicle and having a curved guide structure facing in a direction opposite to each other from the longitudinal direction of the vehicle; First and second movable members slidably moving along the first and second guide members so as to change a direction in which the impact force transmitted to the bumper of the vehicle is shifted from the longitudinal direction of the vehicle to the opposite directions; And first and second air springs absorbing the impact force transmitted through the first and second movable members, respectively.

In order to cancel each horizontal component force P _x of a pair of impact force P based on the impact force transmitted to the 1st and 2nd movable member through the said bumper, the diaphragm provided between the said 1st and 2nd air springs is removed. It is preferable to further include.

The first and second movable members are hinged to the distal ends of the first and second movable members, respectively, to smoothly transmit the impact force transmitted from the energy observer disposed along the inside of the bumper to the first and second movable members. It may further include a first and a second hinge member.

In this case, the first and second movable members may include first and second pressure plates which transmit an impact force to one side of the first and second air springs respectively contacting the rear ends. Preferably, the first and second pressure plates are disposed inclined by 10 to 30 degrees with respect to the vehicle longitudinal direction.

It is formed at a position corresponding to the movable section of the first and second pressure plate to suppress the movement in the reverse direction by the repulsive force of the first and second air spring after the first and second pressure plate is moved a predetermined distance by the impact force It may include a plurality of stoppers. It is preferable that the plurality of stoppers are formed in a protrusion shape provided at intervals.

The plurality of stoppers may be formed in a support frame surrounding the first and second air springs, and the plurality of stoppers may include at least one of positions corresponding to outer ends, upper ends, and lower ends of the first and second pressure plates. It is preferred to be placed there.

The apparatus may further include a plurality of ball bearings installed between the outer side of the first and second movable members and the inner side of the first and second guide members. In this case, the plurality of ball bearings are preferably disposed along the longitudinal direction of the first and second movable members.

The first and second guide members may be filled with lubricant to smoothly move the first and second movable members inwardly.

The present invention may further include first and second shock observers installed between the first and second air springs.

The present invention may further include an impact support member installed in an inverted trapezoid between the first and second air springs, wherein the impact support member is formed from the first and second pressure plates. The direction of the pair of second impact forces transmitted from the first and second air springs to both sides of the impact support portion to cancel the force of the pair of first impact forces transmitted to the spring is determined by the pair of first impact forces. Can be reversed in the forward direction.

In addition, the present invention to achieve the above object is provided with an energy observer and a metal frame and a primary buffer for first absorbing and mitigating the impact force transmitted to the vehicle body due to the collision; A bumper beam disposed at the rear of the primary shock absorber and fixed to the front of the body chassis of the vehicle body; And at least one impact force installed inside the bumper beam to convert and offset a portion of the first and second impact forces transmitted from two points of the primary shock absorber in a direction opposite to each other perpendicular to the vehicle longitudinal direction. It comprises a device, the direction of the first and second impact force to each other in the direction facing each other to cancel the horizontal component of each of the first and second impact force transmitted to the impact force conversion device and only vertical component to the vehicle body It provides a bumper for a vehicle, characterized in that the transmission.

The impact force converting apparatus may include first and second guide members symmetrically disposed inside the bumper beam; First and second movable members sliding along the first and second guide members; And first and second air springs for absorbing the impact force transmitted through the first and second movable members, and each horizontal component P _x of the pair of impact force P transmitted to the bumper beam. In order to offset, it is preferable that the first and second guide members and the first and second movable members have an inwardly curved shape from the front end to the rear end.

The impact force converter further includes a plurality of ball bearings installed between the outer side of the first and second movable members and the inner side of the first and second guide members for smooth operation of the first and second movable members. can do.

In this case, the plurality of ball bearings are preferably formed in a curvature larger than the curvature of the movable member so that the ball bearings are installed in the bearing grooves to minimize the rotational friction of the ball bearings when the impact force is transmitted.

As described above, in the present invention, by changing the direction of the impact force generated during the collision from the left to the opposite direction to each other to cancel the horizontal component of the forces facing each other to minimize the most impact energy delivered to the vehicle body It can reduce damage and damage to the occupants.

In addition, the present invention is provided with a plurality of stoppers in consideration of the repulsion force caused by the air spring after the impact to prevent the movable member moving to the vehicle side in the event of a vehicle collision by the repulsive force of the air spring by preventing the movable member 2 We can prevent car damage in advance.

1 is a partial cutaway plan view showing an example in which a pair of impact force converter according to a first embodiment of the present invention is installed on the left and right sides of a vehicle bumper;
FIG. 2 is a partially cut plan view illustrating a state where an impact force is applied to the hinge member of the impact force converter shown in FIG. 1;
3 is a partially cut plan view showing a state in which an impact force is applied to the air spring of the impact force converter shown in FIG. 2;
4 is a view showing the component of the impact force generated between the first and second movable members and the first and second air spring shown in FIG.
5 is a partially cut plan view showing an impact force converter according to a second embodiment of the present invention;
6 is a partial cutaway plan view illustrating an impact force converter according to a third exemplary embodiment of the present invention.

Hereinafter, with reference to the accompanying drawings will be described the configuration of an impact force converter and a vehicle bumper having the same according to an embodiment of the present invention.

1 is a partial cutaway plan view showing an example in which a pair of impact force converters are installed on left and right sides of a vehicle bumper according to a first embodiment of the present invention, and FIG. 2 is a shock force applied to a hinge member of the impact force converter shown in FIG. 3 is a partial cutaway plan view showing an applied state, FIG. 3 is a partial cutaway plan view showing a state in which an impact force is applied to the air spring of the impact force converter shown in FIG. 2, and FIG. 4 is a view showing a first movable member and a second movable member shown in FIG. It is a figure which shows the component of the impact force which arises between a 1st and 2nd air spring.

1 to 4, the impact force converter 100 according to the first embodiment of the present invention, an object (eg, a vehicle such as a passenger car or a truck, an airplane or a passenger plane, etc.) that requires a shock absorbing device And various structures such as ships such as fishing vessels and ferry boats, etc., to change the direction of impact force transmitted when colliding with an external object to absorb and mitigate the impact energy to the maximum. Preferably, the impact force converting apparatus 100 is applied to a bumper for a vehicle, so as to absorb and alleviate the impact force transmitted to the vehicle body when the vehicle collides, thereby minimizing damage to the vehicle and injury to the occupants. Accordingly, the present invention will be described in the case where the impact force converter 100 is applied to a vehicle bumper, but the present invention is not limited thereto.

The impact force converter 100 may include the first and second hinge members 110 and 120, the first and second movable members 130 and 140, the first and second guide members 150 and 160, and the first and second air springs. 170, 180, support frame 190, and stoppers 191, 193.

 The bumper for a vehicle using the impact force converting apparatus 100 as described above is installed at the front or rear of the vehicle, and the primary shock absorber 1, which absorbs and alleviates the impact force transmitted to the vehicle body in the event of a collision, the bumper beam. 30 and a bumper stay 40 for securing the bumper beam 30 to a chassis (not shown) of the vehicle.

The primary shock absorber 1 is a structure that is conventionally used, a bumper cover 10 from the front, an energy absorber 20 for absorbing and mitigating impact force primarily, and an energy observer 20. It is formed along the includes a metal frame 21 for supporting the energy observer (20).

In this case, the vehicle bumper includes an impact force converter 100 at the rear end of the primary shock absorber 1, and mounts a pair on the left and right sides of the bumper beam 30 as shown in FIG. The bumper beam 30 is formed in a rectangular box shape with an open front surface, and a diaphragm is installed in the middle portion to form two chambers, and each chamber is provided with an impact force converter 100.

Accordingly, the present invention primarily absorbs and alleviates the impact force transmitted to the vehicle body by the primary shock absorber 1 including the bumper cover 10, the energy absorber 20, and the metal frame 21. In addition, the pair of impact force converters 100 absorb and mitigate the impact force secondarily.

Hereinafter, since the left and right pair of impact force converters 100 installed in the vehicle bumper have the same structure, only one configuration will be described.

First, the first and second hinge members 110 and 120 are formed in contact with the metal frame 21 in close contact with the plate 111 and 121, respectively, corresponding to the inclination of the contact surface in close contact with the metal frame 21. It is arrange | positioned in the state rotated.

In this case, when the first and second hinge members 110 and 120 and the first and second movable members 130 and 140 have the same size, the second hinge member may be formed according to the curvature of the inner surface of the primary shock absorber 1. The contact plate 121 of 120 may be made of a thicker plate than the contact plate 111 of the first hinge member 110.

In addition, the rear ends of the first and second hinge members 110 and 120 are hinged to the front ends of the first and second movable members 130 and 140, respectively. This allows the first and second hinge members 110 and 120 to be pivoted at a predetermined angle in response to the impact force applied to the bumper during the vehicle collision. Accordingly, the direction of the impact force transmitted through the first and second hinge members 110 and 120 is different when the first and second movable members 130 and 140 slide and rotate along the inner side of the first and second guide members 150 and 160. Since the movable members 130 and 140 may minimize frictional forces generated between the guide members 150 and 160, most of the impact energy may be transmitted and absorbed into the respective air springs 170 and 180.

The first and second movable members 120 and 130 are symmetrically disposed, and are formed to have a predetermined curvature from the front end portion to the rear end portion, respectively, and are installed to be slidable along the inside of the first and second guide members 150 and 160. In this case, the first and second movable members 130 and 140 serve as pistons, and the first and second guide members 150 and 160 serve as cylinders.

The first and second movable members 130 and 140 may have support plates 131 and 141 which are connected to the first and second hinge members 110 and 120 and the hinge shafts H, respectively, at the front end thereof. In this case, the support plates 131 and 141 are disposed to be inclined at a first angle θ1: 10 to 30 ° with respect to the first virtual line L1 corresponding to the perpendicular direction in the longitudinal direction of the vehicle.

In addition, the first and second movable members 130 and 140 are formed at first and second press plates 133 and 143 which are in close contact with the first and second air springs 170 and 180 at rear ends thereof, respectively. The pressure plates 133 and 143 are disposed to be inclined at a second angle θ2: 10 to 30 ° with respect to the second virtual line L2 corresponding to the longitudinal direction of the vehicle.

The second angle θ2 of the first and second movable members 130 and 140 is the direction of impact force P transmitted along the first and second movable members 130 and 140 when the vehicle collides, as shown in FIGS. 3 and 4. The angle is set in consideration of being able to cancel the horizontal component (P _x ) of the components of the impact force (P) by switching in the direction facing each other. In this case, when the second angle θ2 is set to less than 10 °, a distance for securing the sizes of the first and second air springs 170 and 180 is required or the impact force transmitted to the second air spring 180 is uneven. If it exceeds 30˚, more impact force is transmitted to the car body because the horizontal component force (P _x ) offset each other becomes smaller and the vertical component force (P _y ) transmitted directly to the vehicle increases. There is a problem.

Furthermore, the first and second movable members 130 and 140 have bearing grooves 135 and 145 formed on at least opposite sides thereof, and the bearing grooves 135 and 145 are roughly along the length direction of the first and second movable members 130 and 140. Although it is formed, by setting the curvature greater than the curvature of the movable members (150, 160) it can minimize the rotational friction of the bearings (137, 147) when transmitting the impact force.

In addition, in the present embodiment, the bearing grooves 135 and 145 may be formed along the outer surfaces of the first and second movable members 130 and 140 and the upper and lower inner surfaces of the first and second guide members 150 and 160, and the ball bearings 137 and 147. ) Is inserted into the first and second guide members 150 and 160 to rotate when the first and second movable members 130 and 140 move.

A plurality of ball bearings 137 and 147 are slidably inserted into the bearing grooves 135 and 145, respectively. The plurality of ball bearings 137 and 147 may have inner surfaces of the first and second guide members 150 and 160 when the first and second movable members 130 and 140 slide along the inner sides of the first and second guide members 150 and 160. Minimize friction with Accordingly, the first and second movable members 130 and 140 may smoothly move up to a predetermined angle to maximize the horizontal component force P _x when the vehicle collides. On the other hand, the present invention may be used to fill the first and second guide member (150, 160), such as grease in place of the bearing groove (135, 145) and ball bearing (137, 147).

The first and second guide members 150 and 160 are fixedly installed in the rectangular box-shaped bumper beam 30 with the front open, and have a cylindrical shape with the same curvature as the first and second movable members 130 and 140.

The first and second air springs 170 and 180 are disposed between the first and second pressure plates 133 and 143 and the diaphragm 31 of the bumper beam 30, respectively. The first and second air springs 170 and 180 preferably have a bellows shape and absorb the impact force transmitted by the first and second movable members 130 and 140.

The support frame 190 is fixedly installed on the bumper beam 30 and includes a plurality of stoppers 191 and 193 having protrusion shapes in sections corresponding to a range in which the first and second pressure plates 133 and 143 move.

The plurality of stoppers 191 and 193 gradually suppress the repulsive force generated by the first and second air springs 170 and 180 after the impact force is applied to the first and second air springs 170 and 180 according to the size. In this case, the repulsive force is a force generated by inelastic collision between the first and second movable members 130 and 140 and the first and second air springs 170 and 180, which is smaller than the vertical component force P _y of each of the left and right sides. Therefore, the repulsive force can be sufficiently prevented through the plurality of stoppers 191 and 193.

In addition, although the plurality of stoppers 191 and 193 are formed only at a position corresponding to the front of the support frame 190, that is, the outer ends of the first and second pressure plates 133 and 143, as shown in FIG. 3, the support frame 190 is shown. ) And a plurality of stoppers at positions corresponding to the upper and lower inner circumferential surfaces of the extended support frame, that is, the upper and lower ends of the first and second pressure plates 133 and 143 to cover the upper and lower portions of the first and second air springs 170 and 180. Of course it is also possible to arrange.

The operation of the impact force converter 100 according to the first embodiment of the present invention configured as described above will be described along the flow of impact force with reference to FIGS. 3 and 4.

When an impact is applied to the energy observer 20 of the primary shock absorber 1 by a vehicle collision, the impact force is partially absorbed by the energy observer 20 and the rest is first and second hinges through the metal frame 21. Delivered to members 110 and 120.

Subsequently, assuming that the same impact force is transmitted to the first and second hinge members 110 and 120, the impact force is transmitted to the first and second movable members 130 and 140 through the first and second hinge members 110 and 120. By the impact force, the first and second movable members 130 and 140 rotate along the first and second guide members 150 and 160 to switch the transmission direction of the impact force to an oblique direction nearly horizontal.

Subsequently, the first and second pressure plates 133 and 143 pass through at least one of the plurality of stoppers 191 and 193 while pressing the first and second air springs 170 and 180, and then the first and second air springs 170 and 180, respectively. After moving to the side, the first and second air springs 170 and 180 are stopped while being in equilibrium with the repulsive force.

In this case, as shown in FIG. 3, it is assumed that the second angle θ2 between the first and second pressure plates 133 and 143 and the second virtual line L2 is changed from an initial angle to 15 °. The impact force P applied to the springs 170 and 180 may be divided into horizontal and vertical components P _x and P _y as shown in FIG. 4, and a pair of horizontal components P _x directed in directions facing each other are Since they have the same size, they cancel each other, and each vertical component (P _y ) transmitted to the vehicle body corresponds to 0.26P, P? Sin15 °. That is, the pair of horizontal force (P _x ) of the impact force (P) applied by the vehicle collision cancel each other and finally the force transmitted to the vehicle body can minimize the impact force to about 26% of the impact force (P). .

Conventionally, after absorbing the impact energy primarily by the primary shock absorber 1 including the energy observer 20, the remaining impact energy is transmitted to the vehicle body through the bumper beam 30. However, as described above, in the present invention, after absorbing the impact energy primarily by the primary shock absorber 1 including the energy observer 20, 74% of the remaining impact energy, that is, the impact force P, is the impact force. After the attenuation / absorption by the converter 100 secondly, only about 26% is transmitted to the vehicle body.

5 is a view showing an impact force converter 100a according to a second embodiment of the present invention. The impact force converter 100a of the second embodiment is configured in much the same way as the impact force converter 100 of the first embodiment, except that the first and second shock observers 210 and 220 are further provided.

The first and second shock observers 210 and 220 are disposed between the first and second air springs 170 and 180 and the diaphragm 31 of the bumper beam 30, respectively. In this case, the first and second shock observers 210 and 220 are disposed in a substantially horizontal direction with respect to the longitudinal direction of the vehicle to absorb the impact force transmitted through the first and second air springs 170 and 180. As a result, even if a large impact force is applied to the vehicle body in a compact structure, it has an elastic force that can sufficiently absorb it. In addition, the first and second shock observers 210 and 220 are surrounded by protective covers 211 and 221 to be protected from external shock.

6 is a partial cutaway plan view of the impact force converter 100b according to the third embodiment of the present invention. The impact force converter 100b of the third embodiment is configured in most the same way as the impact force converter 100 of the first embodiment, except that the impact support member 300 is further provided.

The impact supporting member 300 is installed at a position where the diaphragm 31 of the bumper beam 30 is disposed, and receives the impact force transmitted through the first and second air springs 170 and 180. (310,320) are formed.

The first and second impact support plates 310 and 320 are disposed in an approximately inverted trapezoid through the plurality of support ribs 330 as shown in FIG. 6. In this case, the first and second air springs 170 and 180 are substantially trapezoidally disposed between the first and second pressure plates 133 and 143 and the impact support member 300.

In the third embodiment, the force of the pair of first forces F1 generated between the pressure plates 133 and 143 of the first and second movable members 130 and 140 and the first and second air springs 170 and 180 is determined by the first force. And the pairs of second forces F2 generated between the second air springs 170 and 180 and the first and second impact support plates 310 and 320 face each other, and thus the canceling forces cancel each other. Accordingly, the impact force converter 100b of the third embodiment can further reduce the impact force transmitted to the vehicle body than the first embodiment.

As described above, although the present invention has been described by way of limited embodiments and drawings, the present invention is not limited thereto, and the technical idea of the present invention and the following by those skilled in the art to which the present invention pertains. Of course, various modifications and variations are possible within the scope of equivalents of the claims to be described.

20: energy observer 30: bumper beam
31: diaphragm 100,100a, 100b: impact force inverter
110: first hinge member 120: second hinge member
130: first movable member 133,143: pressure plate
140: second movable member 150: first guide member
160: second guide member 170: first air spring
180: second air spring 190: support frame
191: stopper 210: first shock observer
220: second shock observer 300: impact support member

Claims (21)

First and second guide members symmetrically disposed inside the bumper of the vehicle and having a curved guide structure facing in a direction facing each other from the longitudinal direction of the vehicle;
First and second movable members slidably moving along the first and second guide members so as to change a direction in which the impact force transmitted to the bumper of the vehicle is shifted from the longitudinal direction of the vehicle to the opposite directions; And
And first and second air springs absorbing the impact force transmitted through the first and second movable members, respectively. The method of claim 1, wherein the first and second air are used to cancel each horizontal component force P _x of the pair of impact forces P based on the impact forces transmitted to the first and second movable members through the bumper. Impact force inverter further comprises a diaphragm installed between the spring. The method of claim 1, wherein the first and second movable members of the first and second movable members to smoothly transmit the impact force transmitted from the energy observer disposed along the inside of the bumper to the first and second movable members. The impact force converter further comprises a first and a second hinge member, each hinged to the front end portion. According to claim 2 or 3, further comprising a first and second pressure plate for transmitting an impact force to one side of the first and second air springs respectively contacting the rear ends of the first and second movable members. Impact force inverter characterized by. The impact force converter according to claim 4, wherein the first and second pressure plates are inclined by 10 to 30 degrees with respect to the vehicle longitudinal direction. The method of claim 4, wherein the first and second pressure plates are formed at positions corresponding to the movable sections of the first and second pressure plates, and the first and second pressure plates are moved by the repulsive force of the first and second air springs after a predetermined distance is moved by the impact force. The impact force converter further comprises a plurality of stoppers for suppressing movement in the reverse direction. The method of claim 6, wherein the plurality of stoppers are formed in a support frame surrounding the first and second air spring,
And the plurality of stoppers are disposed at at least one of positions corresponding to outer ends, upper ends, and lower ends of the first and second pressure plates. According to claim 1 or claim 2, A plurality of balls provided along the longitudinal direction of the first and second movable member between the outer side of the first and second movable member and the inner side of the first and second guide member. Impact force inverter further comprises a bearing. The impact force converter according to claim 1 or 2, wherein the first and second guide members are filled with lubricant to smoothly move the first and second movable members inside. The impact force converter according to claim 1 or 2, further comprising first and second shock observers disposed between the first and second air springs. According to claim 1 or 2, further comprising an impact supporting member which is installed in an inverted trapezoid between the first and second air spring,
The impact supporting member is configured to counteract the impact from the first and second air springs so as to cancel a force of a pair of first impact forces F1 transmitted from the first and second pressure plates to the first and second air springs. Impact force converter, characterized in that for switching the direction of the pair of second impact force (F2) transmitted to both sides of the support member in the reverse direction of the transmission direction of the pair of first impact force (F1). A primary shock absorber having an energy observer and a metal frame, for first absorbing and mitigating the impact force transmitted to the vehicle body due to a collision;
A bumper beam disposed at the rear of the primary shock absorber and fixed to the front of the body chassis of the vehicle body; And
At least one impact force conversion device installed inside the bumper beam and configured to cancel a portion of the first and second impact forces transmitted from two points of the primary shock absorber in a direction opposite to each other perpendicular to the vehicle longitudinal direction. ;;
It is characterized by switching the traveling direction of the first and second impact force in a direction facing each other to cancel the horizontal component of each of the first and second impact force transmitted to the impact force converter and to transmit only the vertical component to the vehicle body. Car bumper. The method of claim 12, wherein the impact force converter
First and second guide members symmetrically disposed inside the bumper beam;
First and second movable members sliding along the first and second guide members; And
First and second air springs to absorb the impact force transmitted through the first and second movable members,
In order to cancel each horizontal component of the pair of impact force transmitted to the impact force converter, the first and second guide members and the first and second movable members are inwardly curved from the front end to the rear end. Car bumper. The first and second movable members of claim 13, wherein the first and second movable members are respectively provided at the front end portions of the first and second movable members so as to smoothly transmit the impact force transmitted from the primary shock absorber to the first and second movable members. A bumper for a vehicle, further comprising hinged first and second hinge members. The method of claim 13, wherein the first and the second movable member further comprises a first and second pressure plate for transmitting an impact force to one side of the first and second air springs in contact with the rear end, respectively,
The first and second pressure plate is a vehicle bumper, characterized in that disposed 10 to 30 ° inclined with respect to the vehicle longitudinal direction. The method of claim 15, wherein the first and second pressure plates are formed at positions corresponding to the movable sections of the first and second pressure plates, and the first and second pressure plates are moved by the repulsive force of the first and second air springs after a predetermined distance is moved by the impact force. The impact force converter further comprises a plurality of stoppers for inhibiting movement in the reverse direction. The method of claim 13, further comprising a plurality of ball bearings provided between the outer side of the first and second movable member and the inner side of the first and second guide member for smooth operation of the first and second movable members. Bumper for a vehicle comprising a. 18. The vehicle bumper according to claim 17, wherein the plurality of ball bearings are formed to have a curvature greater than that of the movable member so as to be installed in a bearing groove for minimizing rotational friction of the ball bearings when the impact force is transmitted. 15. The vehicle bumper of claim 13, further comprising first and second shock observers disposed between the first and second air springs. The vehicle bumper according to claim 13, further comprising an impact support member installed in an inverted trapezoid between the first and second air springs. 14. The vehicle according to claim 13, further comprising a diaphragm provided between the first and second air springs to cancel each horizontal component of the pair of impact forces transmitted to the first and second movable members. bumper.

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