KR20200065863A - Bumper beam system for automobile - Google Patents

Abstract

The present invention relates to a bumper beam system for a vehicle. Provided is the bumper beam system for a vehicle, which includes a first crash box and a beam unit and is integrally molded, wherein the crash box includes an inner panel and an outer panel having different thicknesses, and the other side of the crash box has an open cross-sectional shape.

Description

Bumper beam system for automobiles

The present invention relates to a bumper beam for a vehicle, and more specifically, a vehicle capable of simultaneously satisfying the low speed legislative collision performance and RCAR performance, which are required performance of the bumper beam, and significantly reducing development investment cost and cost and weight when manufacturing a vehicle. Dragon Bumper Beam.

In general, a bumper beam for a vehicle is mounted on the front and rear of a vehicle to absorb the shock in the event of a collision of a vehicle, thereby protecting a driver and a passenger riding inside the vehicle and the vehicle.

Such bumper beams for automobiles require satisfaction of the low-speed collision test, which is a legal item, and the satisfaction of the Research Council for Automobile Repairs (RCAR, IIHS), which is a regulatory item. In this case, the low-speed collision test is generally conducted at a collision speed of 4Km/h, but the damage insurance agency test, which has a great influence on automobile sales, has a large impact on automobile sales because the collision speed is conducted at 10-15Km/h. The required performance of the non-life insurance company has a higher demand strength than the legal requirements. Specifically, in the case of the RCAR test, the repair cost for car body damage is calculated by performing two tests: 40% and 10 degrees OFFSET BARRIER TEST and BUMPER DUMMY BARRIER TEST. Regarding the performance of such a bumper beam, it is required to have both a low-speed collision test and a non-life insurance agency test, or only one.

Until now, European specifications have to satisfy all, and domestic specifications require only 40% and 10 degrees OFFSET BARRIER TEST.

However, in recent years, the marketability is strengthening globally, and as domestic specifications are also decided to apply all of the marketability tests, the bumper beam technology that can cope with all RCAR tests competitively becomes competitive.

40% and 10 degrees of RCAR test required by non-life insurance companies OFFSET BARRIER TEST and BUMPER DUMMY BARRIER TEST require opposite performance.

In the 40%, 10 degree OFFSET BARRIER TEST, the crash box and the beam part must be properly compressed, deformed, and destroyed in a collision of 15 Km/h to absorb collision energy as much as possible so that there is no damage to the vehicle body. In addition, in the BUMPER DUMMY BARRIER TEST, when the vehicle collides with 10Km/h, the amount of deformation of the bumper beam must be reduced to minimize the intrusion of the collider. In addition, in the RCAR test, not only the performance but also the basic geometry (GEOMETRY) requirements must be satisfied.

It can be said that it is urgent to develop a bumper beam system that can reduce the weight and cost of the bumper beam while satisfying the required performance and shape conditions.

Republic of Korea Patent Publication No. 2011-0131861 (2011.12.09)

Therefore, the present invention has been devised to solve the problems as described above, and the object of the present invention is to apply a composite plastic material effective for weight reduction and to form a crash box and a beam unit integrally, requiring low speed collision legislation performance and non-life insurance companies. It is to provide a bumper beam system for automobiles that can simultaneously satisfy performance.

In order to achieve the above object, the present invention is a bumper beam integrally press-molded by including a crash box and a beam portion, wherein the crash box includes an inner panel and an outer panel having different thicknesses and an open cross-sectional shape with the other side open. Provided is a bumper beam system for an automobile.

According to an embodiment of the present invention, the bumper beam is made of a composite plastic material including any woven material selected from carbon, glass fiber, and steel wire.

According to an embodiment of the present invention, the crash box is made of a shape in which one side is closed and the other side is open, and the closed one side includes an inner panel coupled by a side member.

According to an embodiment of the present invention, the cross-section of the outer panel is formed to extend toward the bumper cover in an angle of 1.5 to 5°, increasing the withdrawal angle.

According to an embodiment of the present invention, the inner panel is larger than the thickness of the outer panel, and is formed to have the same or smaller thickness toward the bumper cover.

According to an embodiment of the present invention, the upper and lower ends of the outer panel are formed with a flange portion in the vertical direction, and an end portion of the flange portion is formed with a horizontal surface portion extending in the opposite direction of the bumper cover.

According to an embodiment of the present invention, the bumper beam is formed in an arcuate structure in which the beam part protrudes, and the vertical cross-section is formed in a'c' cross-sectional shape with an open front surface.

According to an embodiment of the present invention, the bumper beam is made of a shape in which one side is closed and the other side is opened, and on one side that is closed, a support portion coupled by a vehicle body member, and the opened other side absorbs energy in which the hollow body is integrally extended. Includes wealth.

According to an embodiment of the present invention, the thickness of the support portion is larger than the thickness of the energy absorbing portion, and is formed to be smaller in thickness toward the bumper cover.

According to an embodiment of the present invention, the upper and lower ends of the energy absorbing portion are formed with a flange portion in the vertical direction, and an end portion of the flange portion is formed with a horizontal surface portion extending in the opposite direction of the bumper cover.

According to an embodiment of the present invention, the bumper beam system is provided with an assembly bracket fixed by a fastening means between the crash box and the bumper beam and the vehicle body.

According to the bumper beam system for a vehicle according to the present invention having the configuration as described above, by applying a crash box-integrated bumper beam capable of simultaneously satisfying low-speed collision legislative performance and performance required by a non-life insurance company, development investment cost and cost and weight of the vehicle Can be greatly reduced.

1 is a perspective view showing a bumper beam system for a vehicle according to an embodiment of the present invention.
2 is a plan view showing a bumper beam system for a vehicle according to an embodiment of the present invention.
3 is an enlarged view of a crash box of a bumper beam system for a vehicle according to an embodiment of the present invention.
4 is a cross-sectional view showing a crash box of a bumper beam system for a vehicle according to an embodiment of the present invention.
5 is a cross-sectional view showing a state in which a tow ring is installed in a bumper beam system for a vehicle according to an embodiment of the present invention.
6 is a cross-sectional view showing a beam portion of a bumper beam system for a vehicle according to an embodiment of the present invention.
7 and 8 are views showing the structural analysis results of the bumper beam system for a vehicle according to the prior art.
9 and 10 are views showing a structural analysis result of a bumper beam system for a crash-type press-fit or insert-type vehicle according to the prior art.
11 and 12 are views showing the structural analysis results of the bumper beam system for a vehicle according to the present invention.

The present invention can be applied to various changes and can have various forms, and the embodiments are described in detail in the text. However, it is not intended to limit the present invention to a specific disclosure form, it should be understood to include all modifications, equivalents, or substitutes included in the spirit and scope of the present invention. In describing each drawing, similar reference numerals are used for similar components.

The terms are used only for the purpose of distinguishing one component from other components. The terms used in this application are only used to describe specific embodiments, and are not intended to limit the present invention. Singular expressions include plural expressions unless the context clearly indicates otherwise.

Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings.

1 is a perspective view showing a bumper beam system for a vehicle according to an embodiment of the present invention, FIG. 2 is a plan view showing a bumper beam system for a vehicle according to an embodiment of the present invention, and FIG. 3 is a view according to an embodiment of the present invention It is an enlarged view of a crash box of a bumper beam system for an automobile.

The bumper beam system for an automobile according to an embodiment of the present invention satisfies RCAR required performances such as RCAR 40% OFFSET TEST performance and RCAR BUMPER DUMMY TEST performance than the low speed collision regulation, so the low speed collision regulation is naturally satisfied. It will be described based on an embodiment that can satisfy the required performance.

1 to 3, the present invention includes a bumper beam 100 provided with an integrated crash box 110.

The bumper beam 100 is molded using a composite plastic material including woven fabric (Prepreg) such as carbon or glass fiber, steel wire, to minimize production cost, while in the front-rear direction on both sides to respond to RCAR required performance. The integrally formed crash box 110 is press molded.

As described above, on both sides of the bumper beam 100, a crash box 110 coupled to the side member 200 mounted in the front-rear direction of the vehicle body through an assembly bracket 300 is integrally formed, and has a low weight and RCAR shape. In order to satisfy the required performance, the vertical cross-section is formed in the shape of an open'c' cross-section with an open front surface, thereby exhibiting higher shock absorption performance than the conventional crash box 110.

As shown in FIG. 3, the crash box 110 according to the embodiment of the present invention has a rectangular cross-sectional structure, but is not necessarily limited thereto, and may adopt a circular or polygonal cross-sectional structure.

The crash box 110 has a double panel structure composed of an inner panel 111 and an outer panel 112. The inner panel 111 is intended to support the vehicle so that there is no damage due to collision energy in the event of a collision in order to respond to the RCAR BUMPER DUMMY TEST performance, and the outer panel 112 is crushed and compressed to correspond to the RCAR 40% OFFSET TEST performance. Is to absorb the collision energy.

4 is a cross-sectional view showing a crash box of a bumper beam system for a vehicle according to an embodiment of the present invention, the cross-sectional shape of the inner panel 111 is made of an opening surface shape with one side closed and the other side open, and closed On one side, the outer panel 112 is formed to be integrally extended on the other side that is coupled and opened by the side member 200.

Specifically, in the crash box 110, the opening sides of the inner panel 111 and the outer panel 112 are continuously extended toward the front of the vehicle, that is, the bumper cover 500, but the cross section of the outer panel 112 is bumper. As the direction toward the cover 500 increases, the draining mechanism increases at an angle of 1.5 to 5° and extends.

It is advantageous that the drafting port considering the formability of the crash box 110 is formed at 1.5 to 5°. That is, if the drainage of the inner panel 111 and the outer panel 112 is less than 1.5°, it is difficult to deodorize the molded product and if it exceeds 5°, it is advantageous for deodorizing the molded product, but the weight and cost of the molded product are increased. do. Therefore, the subtraction mechanism of the inner panel 111 and the outer panel 112 is formed in an optimal state, thereby improving the absorption performance and rigidity of the collision energy.

On the other hand, the inner panel 111 and the outer panel 112 of the crash box 110 are formed in a thickness ratio of 2: 1, specifically, in order to respond to RCAR BUMPER DUMMY TEST performance, the inner panel 111 is 8 ~ 16mm To correspond to RCAR 40% OFFSET TEST performance, the outer panel 112 has a corresponding thickness of 4 to 8 mm, so the thickness of the inner panel 111 is relatively higher than that of the outer panel 112. The cursor, the inner panel 111 has sufficient strength and rigidity compared to the outer panel 112.

The length of the outer panel 112 is set in consideration of the amount of penetration allowed by the vehicle, and is generally set equal to or larger than the amount of penetration allowed at the interface between the inner panel 111 and the outer panel 112.

The crash box 110 absorbs energy by sequentially compressing and deforming at the point where the impact starts, as the impact energy absorption efficiency is greater, the performance is better, and the weight is reduced. To this end, the thickness of the inner panel 111 and the outer panel 112 of the crash box 110 is gradually reduced in thickness toward the bumper cover 500. That is, the outer panel 112 of the crash box 110 has a minimum thickness of 4 mm toward the bumper cover 500 and a maximum thickness of 8 mm toward the closed side of the inner panel 111. In this way, the thickness of the inner panel 111 and the outer panel 112 of the crash box 110 differs depending on the region, and the double panel structure collides while effectively performing the functions of the supporting means and the energy absorbing means through interaction between each other. At the same time, while increasing the shock absorption amount, it will function to increase the rigidity of the crash box 110.

The thickness of the inner panel 111 and the outer panel 112 of the crash box 110 is determined according to the vehicle weight, the allowable strength of the side member 200, the permissible penetration amount, and the strength of the crash box 110.

In addition, the upper and lower ends of the outer panel 112 provided in the crash box 110 is provided with a flange portion 112a formed in the vertical direction. Preferably, the flange portion 112a is formed to intersect in the vertical direction, and the outer panel 112 extends to intersect in the vertical direction while maintaining a gap of approximately 2 to 5 mm with the gap between the bumper cover 500.

The end portion of the flange portion 112a is provided with a horizontal surface portion 112b formed by extending at least 10 mm or more in the opposite direction to the bumper cover 500 if the distance between each end of the flange portion 112a is at least 100 mm. do.

Therefore, the crash box 110 is intended to respond to RCAR required performance and is made of a hollow body having a circular or polygonal cross-sectional structure. That is, in the present invention, the crash box 110 is manufactured integrally with the bumper beam 100 for cost reduction, and has a double cross-sectional structure to improve low shock absorption performance, which is a disadvantage of the integral crash box 110. It is as described above.

On the other hand, according to an embodiment of the present invention, the bumper beam 100 is generally mounted on the vehicle body after being assembled with the bumper cover 500, and considering the proper assembly between the crash box 110 and the vehicle body, side members of the vehicle body The assembly bracket 300 is interposed between the 200 and the crash box 110.

The bumper beam 100 maintains a constant gap with the curved surface of the bumper cover 500. In the RCAR test, when the collider collides, the bumper beam system is unevenly deformed and supported horizontally, thereby being connected to the vehicle body. The side member 200 and the panels 111 and 112 may be deformed. A metal assembly bracket 300 is provided to primarily absorb this force and to transmit the force evenly to the vehicle body.

In consideration of the assembly of the bumper beam 100 and the vehicle body, a nut for fastening the vehicle body, which is a fastening means, may be attached to the bumper beam 100. However, when the nut is integrally molded into the vehicle body, assembly dimension defects occur due to deformation after environmental temperature, which makes it difficult to assemble with the vehicle body. 100) is a way to reduce defects. Therefore, in the present invention, a method of separately fixing the nut and the guide pin as fastening means can be adopted.

On the other hand, in some cars, the towing hook 400 is used for towing in an emergency. The tow ring 400 is in a state in which the tow bolts 410 and tow nuts are fastened to the tow nuts 420 fixed to the inside of the bumper cover 500 through the through holes of the bumper cover 500. It is intended to be towed by a towing vehicle.

The tow nut 420 is fixed by welding to the side member 200 of the vehicle body or fixed to the bumper beam system. In order to secure the tow nut 420 to the bumper beam system, it is possible to have competitiveness such as weight and cost reduction. It should satisfy the required strength associated with the tow bolt 410 and the tow nut 420.

5 is a cross-sectional view showing a state in which a traction hook is installed in a bumper beam system for a vehicle according to an embodiment of the present invention, as shown in FIG. 5, in an embodiment of the present invention, the assembly bracket 300 and the crash box ( Tow nut 420 is penetrated through through holes 113 and 301 formed in 110 and fixed to crash box 110 by fixing bracket 310, tow bolt 410 through holes of bumper cover 500 Is to be fastened to the tow nut 420 fixed to the crash box 110, it is possible to use the traction hook 400.

Figure 6 is a cross-sectional view showing a beam portion of a bumper beam system for a vehicle according to an embodiment of the present invention, the bumper beam 100 according to the present invention is based on the crash box 110 on both sides to correspond to the RCAR BUMPER DUMMY TEST performance In the center of the beam portion 101 is formed in an arcuate structure protruding in the direction of the bumper cover 500, the vertical cross-section is formed in the shape of an open'C' cross-section with the front surface open.

In an embodiment of the present invention, the bumper beam 100 is fixed to the vehicle body by the assembly bracket 300 described above. In consideration of the assembly with the vehicle body, it is preferable that the nut for fastening the vehicle body is integrally formed by insert injection into the assembly bracket 300. The assembly bracket 300 is fixed to the bumper beam 100, and the assembly bracket 300 is fixed to the bumper beam 100 through a fastening means such as a bolt.

The method of fixing the assembly bracket 300 to the bumper beam 100 may be fixed using a general fastening method, a fusion method, or a press-fitting method. In the embodiment of the present invention is fixed by a fastening method.

The bumper beam 100 is provided with a support portion 102 of the beam portion 101 to correspond to RCAR BUMPER DUMMY TEST performance, and an energy absorbing portion 103 to correspond to RCAR 40% OFFSET TEST performance. The support portion 102 of the beam portion 101 must have sufficient strength and rigidity to support the energy absorbing portion 103 in a collision and to allow the energy absorbing portion 103 to be compressed and broken.

In addition, the energy absorbing unit 103 absorbs collision energy through compression and rupture during collision or maintains vibration or shape of the bumper cover 500.

Since the bumper beam 100 configured as described above generates a large space between the bumper cover 500 and the vibration of the bumper cover 500 during operation, a separate fixing component is applied or a bumper beam ( The shape of 100) can be improved, but the weight increases or RCAR 40% OFFSET TEST performance decreases.

Therefore, in order to prevent the vibration of the bumper beam 100, according to an embodiment of the present invention, the cross-sectional shape of the support portion 102 is made of an opening surface shape with one side closed and the other side open, and on one side closed The energy absorbing portion 103 is integrally formed on the other side, which is coupled and opened by the vehicle body member.

The energy absorbing portion 103 is continuously extended toward the front of the vehicle, that is, the bumper cover 500, but the cross section of the energy absorbing portion 103 increases as it goes toward the bumper cover 500.

In addition, the upper and lower ends of the energy absorbing portion 103 are provided with a flange portion 103a in the vertical direction. The energy absorbing portion 103 extends by intersecting in the vertical direction while maintaining a gap of approximately 2 to 5 mm between the bumper cover 500.

If the gap between the bumper beam 100 and the bumper cover 500 is less than 2 mm, the deformation and dimensional tolerances of the bumper beam 100 cause a poor appearance of the bumper cover 500, and if it exceeds 5 mm, the bumper cover 500 As well as the occurrence of rustling, noises are generated due to vibrations between parts during operation, and collision laws cannot be satisfied.

The vertical length of the support portion 102 and the energy absorbing portion 103 of the beam portion 101 in the bumper beam 100 is at least 100 mm, of which the support portion 102 is 60% or less, suitably 55% or less, more Suitably, it has a length of 50% or less.

The flange portion 103a is formed to a thickness of 3 to 5 mm, and the end portion of the flange portion 103a, if the distance between each end of the flange portion 103a is at least 100 mm or more, in the opposite direction to the bumper cover 500 direction A horizontal surface portion 103b formed by extending at least 10 mm or more is provided.

As described above, as the open cross-sectional structure consisting of the support part 102 and the energy absorbing part 103 of the beam part 101 is applied, the impact body does not penetrate into the open cross-sectional structure of the bumper beam 100 during the RCAR BUMPER DUMMY TEST performance test. In order to prevent the width of the open surface of the support portion 102 is applied to a minimum of 50mm.

The bumper beam and the crash box of the bumper beam system for a vehicle according to the embodiment of the present invention having such a configuration are improved structures to be applicable to a press molding method of a composite plastic material.

In order to apply the composite plastic material to the press-molding method, the bumper beam system must absorb sufficient collision energy during a collision, so that no fracture occurs. In order not to break the bumper beam system, it is necessary to increase the elongation or breaking strength of the material in consideration of the dimensional stability and characteristics of a low temperature environment. However, when the elongation is increased due to the nature of the material, the material strength decreases. The reality is that it is difficult to increase the absorption of collision energy by reducing it.

Therefore, the bumper beam system according to the present invention uses a composite plastic material including carbon or glass fiber by press molding that can simultaneously satisfy low-speed collision legislative performance and performance required by a non-life insurance company, or prepreg such as steel wire or steel wire. Is manufactured.

The bumper beam system for a vehicle according to an embodiment of the present invention has been described above. In order to evaluate the performance of the above-described bumper beam system for automobiles, a citation technique and structural analysis of the present invention were performed.

Specifically, structural analysis was performed for RCAR 40% OFFSET TEST of the bumper beam system according to the prior art and the bumper beam system according to the present invention, and the results are shown in FIGS. 7 to 12.

As shown in FIGS. 7 to 12, as a result of the collision simulation of 40% OFFSET TEST and BUMPER DUMMY TEST of RCAR under the same vehicle conditions, the crash box of the bumper beam system for a vehicle according to the present invention in RCAR 40% OFFSET TEST ( 110) It can be seen that the integrated bumper beam system has excellent collision energy absorption rate and the intrusion amount can be reduced compared to the bumper beam system according to the prior art, and the required intrusion amount (110mm) is also satisfied in the RCAR BUMPER DUMMY TEST.

In the above, preferred embodiments of the present invention have been described, but the present invention is not limited to the description of the above-described embodiments, and has ordinary knowledge in the technical field to which the present invention pertains unless departing from the scope of the claims of the present invention. It should also be interpreted that various modifications performed by a person are within the protection scope of the present invention.

100: bumper beam 101: beam portion
102: support 103: energy absorption
110: crash box 111: inner panel
112: outer panel 200: side member
300: assembly bracket 400: towing hook
410: tow bolt 420: tow nut
500: bumper cover

Claims (11)

As a bumper beam integrally press-molded by including a crash box and a beam part
The crash box is a bumper beam system for a vehicle, characterized in that it includes an inner panel and an outer panel having different thicknesses, and the other side is an open cross-sectional shape.
According to claim 1,
The bumper beam is a carbon, glass fiber, automotive bumper beam system, characterized in that made of a composite plastic material containing any one of the woven material selected from the wire.
According to claim 1,
The crash box is a bumper beam system for a vehicle, characterized in that one side is closed and the other side is formed in an open shape, and the closed one side includes an inner panel coupled by a side member.
According to claim 3,
The cross-section of the outer panel is a bumper beam system for a vehicle, characterized in that the exhaust pipe is increased to an angle of 1.5 to 5° and extends toward the bumper cover.
According to claim 3,
The inner panel is larger than the thickness of the outer panel, the bumper beam system for a vehicle characterized in that the thickness is the same or smaller as it goes toward the bumper cover.
According to claim 3,
The upper and lower ends of the outer panel are formed with a flange portion in the vertical direction,
The end portion of the flange portion is a bumper beam system for a vehicle, characterized in that a horizontal surface portion extending in the opposite direction of the bumper cover is formed.
According to claim 1,
The bumper beam, the bumper beam system for a vehicle, characterized in that the beam portion is formed in a protruding arcuate structure, the vertical cross-section is formed in the shape of an open'c' cross section.
According to claim 1,
The bumper beam is made of a shape in which one side is closed and the other side is opened, and the closed side has a support portion coupled by a vehicle body member, and the other side of the bumper beam includes an energy absorbing portion in which the hollow body is integrally extended. Dragon bumper beam system.
The method of claim 8,
The thickness of the support portion is greater than the thickness of the energy absorbing portion, the bumper beam system for a vehicle, characterized in that the smaller the thickness toward the bumper cover.
The method of claim 8,
The upper and lower ends of the energy absorbing portion are formed with a flange portion in the vertical direction,
The end portion of the flange portion is a bumper beam system for a vehicle, characterized in that a horizontal surface portion extending in the opposite direction of the bumper cover is formed.
According to claim 1,
The bumper beam system is a bumper beam system for a vehicle, characterized in that an assembly bracket fixed by a fastening means is provided between the crash box and the bumper beam and the vehicle body.

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