KR20220163818A - Cowl crossbar - Google Patents

Abstract

The present invention relates to a cowl crossbar. The cowl crossbar according to one embodiment of the present invention comprises: a hollow pipe arranged in the left and right directions at a cowl side of the vehicle body interior; a center support fastened to a center part of the pipe and securing vertical rigidity of the pipe; and a center support bracket which is fastened to the front of the center support and absorbs a collision energy generated in an event of a vehicle collision. An objective of the present invention is to provide the cowl crossbar capable of securing the rigidity.

Description

Cowl Crossbar {COWL CROSSBAR}

The present invention relates to a cowl crossbar capable of achieving light weight and securing rigidity.

In general, a cowl crossbar is a reinforcing part installed on the rear side of an instrument panel of a vehicle body, and serves to guide and support cockpit electric components such as a steering shaft, an instrument panel, an air conditioning system, an airbag, and a car audio system.

In particular, the cowl crossbar is installed on the cowl of the vehicle to prevent twisting or bending in the left and right directions and functions as a skeleton to increase rigidity, thereby safely protecting passengers in the event of a vehicle crash.

Conventional cowl crossbars have high tensile strength and elongation due to the characteristics of their materials, so they do not generate cracks and can absorb collision energy to protect passengers. etc. has a great influence on fuel economy deterioration.

In recent years, automobile fuel efficiency regulations have been strengthened to prevent global warming, and measures to improve fuel efficiency of finished vehicles have been diversified.

In accordance with these changes, the cowl crossbar tends to use pipes and dash mounting members mainly made of composite materials.

The pipe and dash mounting members of the cowl crossbar made of composite materials are lighter in weight than metal materials, but there is a problem that damage occurs when the elongation exceeds the elongation of the material due to insufficient elongation.

For this reason, the field is seeking ways to increase the strength of the cowl crossbar and reduce the weight, but satisfactory results have not been obtained so far.

The present invention has been proposed to solve the above problems, and an object of the present invention is to provide a cowl crossbar capable of securing rigidity as well as light weight.

The problem to be solved by the present invention is not limited to the above-mentioned problems, and other problems not mentioned herein will be clearly understood by those skilled in the art from the following description.

A cowl crossbar according to an embodiment of the present invention includes a hollow pipe disposed in a left-right direction on a cowl side inside a vehicle body; A center support fastened to the center of the pipe to secure vertical rigidity of the pipe; and a center support bracket that is fastened to the front of the center support and absorbs collision energy generated when a vehicle collides.

The center support bracket protrudes forward from the top of the center support, is located between a horizontal frame having a pin movement hole on the side along the length direction, and is located between the horizontal frame and the body, and moves backward along the pin movement hole when a vehicle collides. It includes a moving frame that absorbs collision energy.

The movable frame is inserted and fastened to the pin movement hole through the movable pin in a state inscribed with the horizontal frame, and the inclined frame part sliding on the pin movement hole in case of a vehicle collision, and the inclined frame part extended forward and fastened to the vehicle body It may include a horizontal skeleton.

The slanted frame portion may incorporate a plurality of reinforcing ribs.

The inclined frame part may have a reinforcing plate on the interface where the horizontal frame part extends.

The horizontal frame has a 'c'-shaped cross-sectional structure with an open lower surface, and the slanting frame portion is movable along the longitudinal direction of the horizontal frame while being inserted into the horizontal frame.

An outer diameter of the movement pin may be the same as a top and bottom width of the movement pin hole.

The pin movement hole may be divided into a specific section for restricting movement of the movement pin and a general section for not.

The cowl crossbar may further include side brackets fastened to both ends of the pipe to absorb collision energy generated when a vehicle collides.

Meanwhile, a cowl crossbar according to another embodiment of the present invention includes a pipe including first and second hollow pipes disposed in left and right directions on a cowl side inside a vehicle body; A center support fastened to a point where the first and second pipes are connected to secure vertical rigidity of the pipe; and a center support bracket that is fastened to the front of the center support and absorbs collision energy generated when a vehicle collides.

At this time, the center support bracket protrudes forward from the top of the center support, and is located between a horizontal frame having a pin protruding from one part of the outer circumference and the horizontal frame and the body, but along the pin in a form wrapped around the horizontal frame. It may include a movable frame having a movable pin hole and absorbing collision energy while moving from front to rear when a vehicle collides.

In the pin hole, protrusions restricting movement may be formed at intervals on a section where the pin contacts.

The pin hole may have a long hole shape in which a width becomes narrower from the front to the rear.

The horizontal frame may be riveted while protruding forward on a boundary surface where the center support and the first pipe are connected.

According to the present invention, the cowl crossbar has an effect of increasing overall strength while using a material such as an injection molding of a composite material such as aluminum, magnesium, or plastic, which is relatively lighter than a metal material.

Since the cowl crossbar is composed of a plurality of pipe reinforcing members having different stiffnesses, it is possible to easily adjust a section requiring rigidity and a section requiring flexibility in the pipe. In particular, the cowl crossbar has an effect of minimizing displacement of the steering column coupled to the dash mounting member by preventing excessive rotation of the vehicle body.

1 is a perspective view schematically showing a cowl crossbar according to a first embodiment of the present invention;
2 is a front view schematically showing a cowl crossbar according to a first embodiment of the present invention;
Figure 3 is a partial enlarged view of A shown in Figure 1;
4 is a cross-sectional view of BB′ shown in FIG. 3;
5 is a modified example diagram showing another example of A shown in FIG. 1;
6 is a cross-sectional view taken along line C-C′ shown in FIG. 5;
7 is a perspective view showing a pipe of a cowl crossbar and its fastening relationship according to a first embodiment of the present invention;
8 and 9 are exploded perspective views showing first and second pipes in the cowl crossbar according to the first embodiment of the present invention.
10 and 11 are exploded perspective views showing first and second pipes in a cowl crossbar according to a modified example of the first embodiment of the present invention.
12 and 13 are perspective views illustrating a pipe cap of a cowl crossbar according to a first embodiment of the present invention.
14 is a combined cross-sectional view showing a cross-section of a pipe cap and a pipe of a cowl crossbar according to a first embodiment of the present invention.
15 is a combined cross-sectional view of a pipe cap and a pipe of a cowl crossbar according to a modified example of the first embodiment of the present invention.
16 is a left side view of the cowl crossbar according to the first embodiment of the present invention;
17 is a perspective view showing a pin member of a cowl crossbar according to a first embodiment of the present invention;
18 is a cross-sectional view showing a pin member and a side bracket of a cowl crossbar according to a first embodiment of the present invention.
19 is a cross-sectional view showing a state in which a pin member according to the first embodiment of the present invention spans a guide hole of a vehicle body.
20 is a cross-sectional view showing a pin member and a side bracket of a cowl crossbar according to a modified example of the first embodiment of the present invention.
21 is a right side view of the cowl crossbar according to the first embodiment of the present invention;
22 is a partially enlarged view of E indicated in FIG. 21;
23 is a perspective view schematically illustrating a state in which a cowl crossbar is installed according to a second embodiment of the present invention.
24 is a plan view schematically showing a state in which a cowl crossbar is installed according to a second embodiment of the present invention.
25 and 26 are exemplary diagrams showing a shock absorbing structure of a center support bracket in a cowl crossbar according to a second embodiment of the present invention.
27 is a schematic perspective view of a cowl crossbar according to a third embodiment of the present invention;
28 is a partially enlarged view of F indicated in FIG. 27;
29 is an exemplary view showing an impact absorbing structure of a center support in a cowl crossbar according to a third embodiment of the present invention.
FIG. 30 is an enlarged view of a configuration example of part G indicated in FIG. 27;

Advantages and features of the present invention, and methods of achieving them, will become clear with reference to the detailed description of the following embodiments taken in conjunction with the accompanying drawings. However, the present invention is not limited to the embodiments disclosed below, but will be implemented in various different forms, only these embodiments make the disclosure of the present invention complete, and common knowledge in the art to which the present invention belongs. It is provided to fully inform the holder of the scope of the invention, and the present invention is defined by the description of the claims. Meanwhile, terms used in this specification are for describing the embodiments and are not intended to limit the present invention. In this specification, singular forms also include plural forms unless specifically stated otherwise in a phrase. As used herein, "comprises" or "comprising" means the presence or absence of one or more other elements, steps, operations and/or elements other than the recited elements, steps, operations and/or elements; do not rule out additions.

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

Example 1

1 is a perspective view schematically showing a cowl crossbar according to a first embodiment of the present invention, and FIG. 2 is a front view schematically showing a cowl crossbar according to a first embodiment of the present invention.

Referring to FIGS. 1 and 2 , a cowl crossbar 1000 is fixed to a side portion of a vehicle body. In particular, the cowl crossbar 1000 can reduce the overall weight and increase strength at the same time by using a material such as composite material plastic mixed with carbon fiber or glass fiber, etc., which is relatively lighter than metal material, or aluminum or magnesium alloy.

If an external impact is applied to the vehicle body, the collision energy is transmitted to the cowl side through the vehicle body, and the collision energy transmitted to the cowl side is transmitted to the steering column (not shown), resulting in injury to passengers (including driver and passenger). has a direct impact on

Accordingly, in order to safely protect passengers, the cowl crossbar 1000 has a structure capable of effectively absorbing collision energy applied to the vehicle body as well as securing rigidity of the vehicle body.

The cowl crossbar 1000 includes a pipe 1100, a side bracket 1300, a pin member 1400, a dash mounting member 1500, a center support 1600, and a center support bracket 1700.

The pipe 1100 is made of a long hollow tube.

Since the pipe 1100 is made of a composite material, the overall weight of the cowl crossbar 1000 according to the present invention can be reduced compared to the conventional cowl crossbar made of metal.

The side brackets 1300 are coupled to both ends of the pipe 1100 and serve to absorb collision energy generated when a vehicle body collides. The side bracket 1300 may be bent and deformed only when an external force higher than a predetermined reference value is applied.

The pin member 1400 penetrates the side bracket 1300 in the direction of the vehicle body and serves to guide the coupling direction of the vehicle body.

The dash mounting member 1500 is formed on a section of the pipe 1100 and fastened with a dash panel (not shown). The dash mounting member 1500 may absorb impact energy in a form of being deformed and/or broken.

The center support 1600 is formed in the section between both ends of the pipe 1100 and is coupled to the lower part of the vehicle body (cowl side), and the center support bracket 1700 is located between the center support 1600 and the vehicle body to absorb collision energy. can have a structure that

The center support 1600 serves to improve noise/vibration/harshness (NVH) performance of the vehicle by suppressing vibration of the steering wheel due to resonance when the vehicle is stopped or driven.

FIG. 3 is a partially enlarged view of line A in FIG. 1 , and FIG. 4 is a cross-sectional view taken along line BB′ in FIG. 3 .

Referring to FIGS. 3 and 4 , the dash mounting member 1500 has a structural feature of being partially deformed and broken to absorb collision energy when a collision occurs due to an external force. That is, the dash mounting member 1500 is disposed in a section of the first pipe 1110 and has a structure in which the section breaks and absorbs collision energy generated when a vehicle collides.

The dash mounting member 1500 includes a first lower frame 1510 and a first steel bracket 1520.

The first lower frame 1510 has a crack portion 1511 that is broken between the first pipe 1110 and the vehicle body due to a collision caused by an external force.

The first lower frame 1510 may include a plurality of reinforcing ribs 1512 in a specific section that is not deformed between the first pipe 1110 and the vehicle body.

The first lower frame 1510 includes a fixing portion fastened to the first pipe 1110 on the left side of the reference line shown in FIG. 4 and a deforming portion fastened to the vehicle body on the right side. At this time, the crack portion 1511 is located at the front lower end of the deformation portion. If deformation is applied to the first lower frame 1510, the crack portion 1511 located in the deformation portion is broken. Collision energy can be absorbed through the fractured crack portion 1511'.

The first steel bracket 1520 surrounds the upper portion of the first lower frame 1510 and is deformed in the collision direction between the first pipe 1110 and the vehicle body due to collision.

For example, in the first steel bracket 1520, a non-deformation section fastened with the first pipe 1110 is located on the left side of the reference line shown in FIG. can do. If deformation is applied to the first steel bracket 1520, the deformation section with the reference line as the marginal line is pushed in the direction of the external force to become the deformed first steel bracket 1520'. The deformed first steel bracket 1520' effectively absorbs collision energy generated when a car body collides with the fractured crack portion 1511' to prevent secondary damage.

FIG. 5 is a modified example view showing another example of A shown in FIG. 1 , and FIG. 6 is a cross-sectional view taken along line C-C′ shown in FIG. 5 .

Referring to FIGS. 5 and 6 , the dash mounting member 1500 ′ has a structural feature in that when a collision occurs due to an external force, a portion directly colliding with each other is deformed in order to absorb the collision energy. That is, the dash mounting member 1500' is disposed on the driver's side of the first pipe 1110, and has a structure in which a corresponding section plastically deforms and absorbs collision energy generated when a vehicle collides.

When the dash mounting member 1500' receives an impact exceeding a predetermined impact energy, a corresponding section is plastically deformed in the direction of the impact. Here, the preset collision energy may mean a critical value according to the type of vehicle body and stiffness required for the corresponding section.

The dash mounting member 1500' includes a second lower frame 1530 and a second steel bracket 1540.

The second lower frame 1530 may include a fixing part fastened to the first pipe 1110 and a deforming part fastened between the vehicle body and the fixing part and plastically deformed together with the second steel bracket 1540 .

For example, the fixing part may be located on the left side of the reference line shown in FIG. 6, and the deformable part may correspond to the right side. When the horizontal length of the deformable portion is L, the deformable portion is pushed and deformed by an amount of L2 by an external force, and as a result, the second lower frame 1530 becomes the deformed second lower frame 1530'. The deformed second lower frame 1530' is compressed to a length L1 obtained by subtracting L2 from L and absorbs collision energy.

Meanwhile, the second steel bracket 1540 is composed of a section in which the right side is deformed by an external force around the reference line shown in FIG. 6 . The second steel bracket 1540 serves as a form surrounding the upper part of the second lower frame 1530, and the front plate 1541 is deformed in the collision direction by external force between the first pipe 1110 and the vehicle body; A top plate 1542 may be included.

The front plate 1541 is a part fastened to the vehicle body. The front plate 1541 has a reinforcing structure attached to the front portion of the second lower frame 1530 and may be fixed to the second lower frame 1530 using rivets and/or a separate fastening method.

The top plate 1542 has a structure in which the first pipe 1110 is coupled to the front plate 1541 by extending in a bent shape.

The front plate 1541 and the top plate 1542 have a bent integral structure.

When the front plate 1541 and the top plate 142 are deformed by L2 due to a collision caused by an external force, they are deformed (1541', 1542') into a bent state with a length of L1 and can absorb collision energy.

7 is a perspective view showing a pipe of a cowl crossbar and its fastening relationship according to a first embodiment of the present invention.

Referring to FIG. 7 , a pipe 1100 crosses the driver's seat and passenger seat inside the vehicle and is fixed to the inner surface of the vehicle body.

The pipe 1100 is composed of a first pipe 1110 and a second pipe 1120.

The first pipe 1110 is a section corresponding to the driver's seat side with respect to the middle section of the entire section of the pipe 1100.

The second pipe 1120 is a section corresponding to the passenger seat side with respect to the middle section of the entire section of the pipe 1100.

Accordingly, the first pipe 1110 and the second pipe 1120 are fastened with the center support 1600 interposed therebetween, and extend in the left and right directions of the vehicle body based on the center support 1600 . That is, the first and second pipes 1110 and 1120 may be fastened to both ends of the center support 1600 , respectively.

A pipe reinforcing member 1130 is disposed inside the first pipe 1110 and the second pipe 1120 constituting the pipe 1100 .

8 and 9 are exploded perspective views showing first and second pipes in the cowl crossbar according to the first embodiment of the present invention.

Referring to FIGS. 8 and 9 , a pair of pipe reinforcing members 1130 are inserted into the hollow first pipe 1110 and the second pipe 1120, respectively.

The pipe reinforcement 1130 is made of energy absorbing foam.

The cross section of the pipe reinforcing member 1130 has the same shape as the cross sections of the first pipe 1110 and the second pipe 1120, respectively.

Accordingly, the pipe reinforcing member 1130 may be formed in the same rod shape as the first pipe 1110 and the second pipe 1120, respectively.

Meanwhile, the first pipe cap 1200 is inserted into the inner circumferential surface of the end of the first pipe 1110, and the second pipe cap 1140 is inserted into the inner circumferential surface of the end of the second pipe 1120.

The length of the pipe reinforcing member 1130 is such that the first and second pipe caps 1200 and 1140 can be fitted at the ends of the first pipe 1110 and the second pipe 1120. ) and the length of each of the second pipes 1120 may be shorter.

An extra space is formed at the ends of the first pipe 1110 and the second pipe 1120 into which the pipe reinforcement 1130 is inserted, respectively, so that the first and second pipe caps 1200 and 1140 can be easily inserted into the extra space. can

The pipe reinforcing material 1130 may be made of an injection-molded material made of a composite material made of energy absorbing foam.

For example, the pipe reinforcement 1130 is made of polypropylene or polyurethane, or a combination thereof.

Accordingly, the pipe reinforcing material 1130 absorbs collision energy acting on the pipe 1100 when a vehicle collision accident occurs due to the nature of the material.

The pipe reinforcing material 1130 can reduce the amount of deformation of the pipe 1100 and prevent damage by minimizing collision energy transmitted to the pipe 1100 . Accordingly, the pipe reinforcing material 1130 may secure the rigidity of the pipe 1100 against collision energy.

On the other hand, the outer circumferential cross-sectional shape of the first pipe 1110 and the second pipe 1120 is preferably made of an irregular shape.

Accordingly, it is possible to prevent the various components fixed to the first pipe 1110 and the second pipe 1120 from being easily rotated from the first pipe 1110 and the second pipe 1120 .

The inner circumferential cross-sectional shapes of the first pipe 1110 and the second pipe 1120 achieve the purpose of increasing the rigidity of the pipe reinforcement 1130 disposed inside the first pipe 1110 and the second pipe 1120. For this purpose, it can be formed in various shapes ranging from polygons such as circles, triangles, and quadrangles to irregular shapes.

10 and 11 are exploded perspective views showing first and second pipes in a cowl crossbar according to a modified example of the first embodiment of the present invention.

The same reference numerals are used for components identical to those described in the foregoing embodiment, and detailed descriptions thereof are omitted.

Referring to FIGS. 10 and 11 , a plurality of pipe reinforcing members 1130' may be formed. That is, the pipe reinforcing material 1130' according to the modified example of the first embodiment may be formed of energy absorbing foam having different stiffnesses for sections requiring rigidity and sections requiring flexibility rather than rigidity in the pipe 1100 .

For example, by being fixed to the left and right sides of the vehicle body, the first pipe reinforcing material 1131′, in which a relatively large amount of injection molding of composite material is used, is installed at one end of the first pipe 1110 and the second pipe 1120, which are sections requiring rigidity. can be inserted.

In addition, a second pipe reinforcing member 1132', in which relatively little injection molding of a composite material is used, may be inserted into the middle section of each of the first pipe 1110 and the second pipe 1120, which requires flexibility rather than rigidity.

Accordingly, a plurality of pipe reinforcing members 1131' and 1132' having different stiffnesses are inserted into the first pipe 1110 and the second pipe 1120.

As a result, the plurality of pipe reinforcing members 1131' and 1132' having different stiffnesses can easily adjust a section requiring rigidity and a section requiring flexibility in the pipe 1100.

In addition, the plurality of pipe reinforcing members 1131' and 1132' having different stiffnesses reduce the use of an unnecessarily large amount of composite material injection molding, thereby reducing the manufacturing cost of the pipe reinforcing member 1130'.

On the other hand, when a vehicle collision accident occurs, the deformation of the pipe 1100 is minimal in the middle section where the ends of the first pipe 1110 and the second pipe 1120 fixed on the left and right sides of the vehicle body and the center support 1600 are coupled. It must be strong enough to

On the other hand, in the section where the dash mounting member (1500 in FIG. 1) is fixed in the first pipe 1110, the first pipe 1110 must be able to absorb collision energy.

Therefore, among the sections between the first pipe 1110 and the second pipe 1120, the rigidity of the pipe should be different according to the section fixed to the vehicle body and the section directly receiving collision energy from the outside.

To this end, a winding material (not shown) may be wound on the outer circumferential surface of the pipe 1100 of the present invention. That is, in the pipe 1100 of the present invention, the rigidity of the pipe 1100 can be adjusted for each section requiring rigidity and section requiring flexibility rather than rigidity in the entire section of the pipe 1100 through a winding process of winding a winding material. .

12 and 13 are perspective views showing the pipe cap of the cowl crossbar according to the first embodiment of the present invention, and FIG. 14 is a cross-sectional view of the pipe cap and pipe of the cowl crossbar according to the first embodiment of the present invention. It is a cross-section of the joint.

12 and 13, the first pipe cap 1200 according to the first embodiment of the present invention is a combination of polyamide and glass fiber or polypropylene and glass fiber ( Glass fiber) is made of a combination.

In this case, the second pipe cap (1140 in FIG. 11 ) may have the same internal configuration as the first pipe cap 1200, and in this drawing, the first pipe cap 1200 will be mainly described.

The first pipe cap 1200 may be coupled to both ends of the first pipe 1110 in the longitudinal direction by an insert injection method (the second pipe cap (1140 in FIG. 11 ) may be coupled in the longitudinal direction of the second pipe 1120). Both ends can be combined by insert injection method).

When the pipe 1100 is ejected, the first pipe cap 1200 performs hydroforming on the inside of the pipe 1100 with water pressure and is injected into the center of the pipe 1100 made of a hollow shaft, that is, into an empty space. Blocks the inflow of resin.

The first pipe cap 1200 prevents a region coupled to the first pipe 1110 from being damaged by collision energy.

The first pipe cap 1200 includes a head portion 1210, a concave portion 1220, a first extension portion 1230, a second extension portion 1240, a third extension portion 1250, and an internal support portion 1260. includes

Meanwhile, hereinafter, the first pipe cap 1200 disposed at one end and/or both ends of the first pipe 1110 will be described as a reference.

The head portion 1210 is disposed on one surface of the first pipe 1110, and preferably has the same cross-sectional shape as the first pipe 1110.

The head part 1210 comes into contact with the side surface of the first pipe 1110 to seal one end of the first pipe 1110 .

That is, the head portion 1210 has a larger area than the cross-sectional area of the first pipe 1110 .

Accordingly, the head portion 1210 can cover all of the side surfaces of the first pipe 1110, effectively blocking injection resin from flowing into the first pipe 1110.

The intaglio portion 1220 is formed in the form of a recessed groove in the axial direction from the side of the head portion 1210.

The concave portion 1220 may be recessed to the same depth as the thickness of the head portion 1210 .

The intaglio portion 1220 is filled with injection resin. Due to this, the intaglio portion 1220 can increase the rigidity by increasing the injection cross-sectional area of the first pipe 1100 when the first pipe 1100 is ejected.

A rib 1221 may be formed in the concave portion 1220 . The rib 1221 is preferably formed in a cross (+) shape. The rib 1221 is formed to have a length equal to or shorter than the depth of the concave portion 1220 .

These ribs 1221 increase the contact area of the injection resin filled in the concave portion 1220 to effectively prevent the extrusion of the injection resin from the concave portion 1220 .

The first extension part 1230 extends along the circumference of the head part 1210 in the direction in which the first pipe 1110 is disposed, and covers the outer circumferential surface of one end (and/or the other end) of the first pipe 1110.

The cross-sectional shape of the first extension part 1230 is the same as the cross-sectional shape of the first pipe 1110 .

The second extension part 1240 extends from the head part 1210 in the direction in which the first pipe 1110 is disposed, and is spaced apart from the first extension part 1230 in the center direction. do.

Preferably, the second extension 1240 is spaced apart from the first extension 1230 by a distance equal to the thickness of the first pipe 1110 .

The cross-sectional shape of the second extension part 1240 is the same as the cross-sectional shape of the first pipe 1110 .

Therefore, the inner circumferential surface of the first extension part 1230 is in contact with the outer circumferential surface in the direction of one end (and/or the other end) of the first pipe 1110, and the outer circumferential surface of the second extension part 1240 is one end of the first pipe 1110 ( and/or the other end) may be in contact with the inner circumferential surface in the direction.

The second extension part 1240 extends longer than the first extension part 1230 .

Preferably, the length of the first extension part 1230 is 10 mm, and the length of the second extension part 240 may be 40 mm.

The second extension 1240 supports one end of the first pipe 1110 as much as the length of the second extension 1240 when a vehicle collision accident occurs.

Due to this, the second extension part 1240 absorbs the collision energy transmitted to one end (and/or the other end) of the first pipe 1110 coupled by the insert injection method, so that one end of the first pipe 1110 (and / or the other end) may increase the stiffness of the region.

The first extension 1230 and the second extension 1340 may extend to the same length.

The third extension part 1250 extends from the head part 1210 in the direction in which the first pipe 1110 is disposed, and is spaced apart from the second extension part 1240 in the center direction. do.

The third extension part 1250 extends shorter than the length of the second extension part 1240 .

The inner support 1260 is disposed between the second extension 1240 and the third extension 1250 .

At least 3 to 8 internal support parts 1260 are spaced apart from each other along the outer circumferential surface of the third extension part 1250 .

The plurality of internal support parts 1260 are formed in a radial shape connecting the inner circumferential surface of the second extension part 1240 and the outer circumferential surface of the third extension part 1250 , respectively.

Accordingly, the third extension part 1250 and the inner support part 1260 support the second extension part 1240 supporting one end of the first pipe 1110 .

Due to this, the third extension part 1250 and the internal support part 1260 more firmly support one end (and/or the other end) of the first pipe 1110 that absorbs the impact energy transmitted to the first pipe 1110. By doing so, the rigidity of one end region of the first pipe 1110 can be further increased.

15 is a combined cross-sectional view showing cross-sections of a pipe cap and a pipe of a cowl crossbar according to a modified example of the first embodiment of the present invention.

The same reference numerals are used for components identical to those described in the foregoing embodiment, and detailed descriptions thereof are omitted.

Referring to FIG. 15, the inner circumferential surface of the first extension 1230' constituting the pipe cap 1200' is in contact with the outer circumferential surface in the direction of one end (and/or the other end) of the pipe 1100, forming the pipe cap 1200'. The outer circumferential surface of the second extension part 1240' is in contact with the inner circumferential surface in the direction of one end (and/or the other end) of the pipe 1100.

Therefore, when a vehicle collision accident occurs, the second extension 1240' is one end of the pipe 1100 (and/or other) will be supported.

For this reason, the second extension 1240' can increase the rigidity of both ends of the pipe 1100 by absorbing collision energy transmitted to the pipe 1100 coupled by the insert injection method.

Therefore, the first extension 1230' and the second extension 1240' doubly support the collision energy transmitted to the pipe 1100 coupled by the insert injection method, thereby increasing the rigidity of both ends of the pipe 1100. can increase

Meanwhile, the pipe cap (1140 in FIG. 11) coupled to the other end of the second pipe (1120 in FIG. 11) is also coupled to one end (and/or the other end) of the first pipe 1110 (1200 in FIG. 14). ) By being made of a similar (or the same) configuration, a detailed description of the pipe cap 1200 coupled to the other end of the second pipe (1120 in FIG. 11) will be omitted.

16 is a left side view of the cowl crossbar according to the first embodiment of the present invention, FIG. 17 is a perspective view showing a pin member of the cowl crossbar according to the first embodiment of the present invention, and FIG. 18 is a perspective view of the first embodiment of the present invention. A cross-sectional view showing the fastening pin member and side brackets of the cowl crossbar according to the embodiment, and FIG. 19 is a cross-sectional view showing a state in which the pin member according to the first embodiment of the present invention spans the guide hole of the vehicle body.

16 to 19, the pin member 1400 according to the first embodiment of the present invention is preferably made of polyamide and glass fiber.

The pin member 1400 is coupled to the coupling groove 1331 formed in the bending frame 1330 of the side bracket 1300.

The pin member 1400 guides the cowl crossbar 1000 so that it is mounted in the correct position of the vehicle body when all of the electrical components are assembled and the heavy cowl crossbar 1000 is mounted on the vehicle body.

To this end, the pin member 1400 is inserted into the guide hole 2 formed in the vehicle body.

The pin member 1400 includes a first guide pin 1410 and a second guide pin 1420 .

The first guide pin 1410 is inserted into the guide hole 2 of the vehicle body.

The first guide pin 1410 has a hollow shaft shape.

Notches 1411 are formed on the surface of the first guide pin 1410 at positions spaced apart from each other along the longitudinal direction.

The notch 1411 prevents the heavy cowl crossbar 1000 from being separated from the vehicle body in the process of mounting the heavy cowl crossbar 1000 to the guide hole 2 of the vehicle body. The notch 1411 includes a vertical surface 1412 and an inclined surface 1413 formed in a direction coupled to the vehicle body.

When deflection occurs due to the weight of the cowl crossbar 1000 in the process of inserting the pin member 1400 into the guide hole 2 of the vehicle body, as shown in FIG. 19, the vertical surface 1412 of the notch 1411 It extends over the guide hole 2 of the vehicle body.

Accordingly, the vertical surface 1412 of the notch 1411 can easily prevent the pipe 1100 from being separated from the guide hole 2 of the vehicle body.

The second guide pin 1420 is inserted through the first guide pin 1410 formed of a hollow shaft. The length of the second guide pin 1420 is longer than that of the first guide pin 1410 .

Meanwhile, the pin member 1400 may be fixed to the side bracket 1300 in a mutually screwed manner.

One end of the second guide pin 1420 protrudes from the first guide pin 1410 .

One end of the second guide pin 1420 points in the direction in which the side bracket 1300 of the vehicle body is disposed.

A coupling part 1421 is formed at one end of the second guide pin 1420 .

A screw thread is formed on the surface of the coupling part 1421, and a nut 332 having a screw groove is inserted into the inner surface of the coupling groove 1331.

The coupling part 1421 and the nut 1332 are coupled in a mutually screwed manner.

A nut 1332 is coupled to the coupling groove 1331 by an insert injection method.

Therefore, the structure of the pin member 1400 according to the first embodiment of the present invention, which is made separately from the side bracket 1300 and is coupled to the side bracket 1300 by screwing, is a conventional pin member that is injection molded integrally with each other. And rigidity can be increased compared to the structure of the side bracket.

Since the pin member 1400 of the present invention is made of polyamide and glass fiber, the weight can be significantly reduced compared to a conventional pin member (not shown) made of a metal material due to the nature of the material.

The rigidity of the second guide pin 1420 coupled to the side bracket 1300 is higher than that of the first guide pin 1410 .

Accordingly, the second guide pin 1420 can effectively prevent the pin member 1400 from being easily damaged by bumping into the guide hole 2 of the vehicle body while being inserted into the guide hole 2 of the vehicle body.

On the other hand, the pin member according to another embodiment of the present invention may be coupled to the side bracket by mutual riveting.

Hereinafter, another embodiment of the pin member of the cowl crossbar and the side bracket of the invention will be described in detail with reference to the accompanying drawings.

20 is a cross-sectional view showing a pin member and a side bracket of a cowl crossbar according to a modified example of the first embodiment of the present invention.

The same reference numerals are used for components identical to those described in the foregoing embodiment, and detailed descriptions thereof are omitted.

Referring to FIG. 20, the riveting structure of the side bracket 1300' and the pin member 1400' according to the modified example of the first embodiment of the present invention is attached to the coupling groove 1331' of the side bracket 1300'. The bushing 1333' is coupled by an insert injection method.

One end of the second guide pin 1420' protrudes from the first guide pin 1410'.

A coupling part 1421' is formed at one end of the second guide pin 1420'.

The coupling part 1421' and the bushing 1333' are coupled by a riveting method.

Therefore, the structure of the pin member 1400' formed separately from the side bracket 1300' and coupled to the side bracket 1300' by a riveting method is identical to the structure of the conventional pin member and side bracket that are integrally injection-molded with each other. strength can be increased.

A rivet flange 1422' is formed on one side of the coupling part 1421'.

The rivet flange 1422' prevents the pin member 1400' from being excessively inserted in the direction of the bushing 1333' when the pin member 1400' is coupled to the side bracket 1300.

21 is a right side view of the cowl crossbar according to the first embodiment of the present invention, and FIG. 22 is a partially enlarged view of E indicated in FIG. 21 .

Referring to FIGS. 21 and 22 , the dash mounting member 1500 has a structure that absorbs collision energy as it is pushed from the front to the rear and deformed during a vehicle collision. When the dash mounting member 1500 is deformed, it may be plastically deformed or elastically deformed to be reused through a separate elastic member.

As another example, the dash mounting member 1500 may be pushed from the front to the rear when a vehicle collides, and a specific section may be broken. Here, the specific section may be a lower part connected to the vehicle body.

The center support bracket 1700 is disposed on top of the center support 1600 while being spaced apart from the dash mounting member 1500 . In addition, the center support bracket 1700 rotates in the collision direction and is plastically deformed only when an external force higher than a predetermined reference value is applied during a vehicle collision.

This center support bracket 1700 includes a horizontal frame 1710 and a deformable frame 1720.

The horizontal frame 1710 has a structure protruding forward from the upper end of the center support 1600 .

The deformable frame 1720 is positioned between the horizontal frame 1710 and the vehicle body, and can be plastically deformed while rotating backward when a vehicle collides.

This deformable frame 1720 includes an inclined skeleton part 1721, a horizontal skeleton part 1722 and a reinforcing plate 1723.

The inclined skeleton portion 1721 extends forward of the horizontal frame 1710 and extends downwardly inclined at a predetermined angle to the front end of the horizontal frame 1710 .

At this time, predetermined deformation inducing grooves 1721a and 1721b are formed on and at the bottom of the interface between the horizontal frame 1710 and the inclined skeleton part 1721 .

The inclined frame portion 1721 includes a hollow hole 1721c formed along the longitudinal direction and reinforcing ribs 1721d formed at intervals in the hollow hole 1721c.

The horizontal frame portion 1722 extends forward of the inclined frame portion 1721 and is fastened to the vehicle body.

The reinforcing plate 1723 is fastened on the interface between the inclined frame portion 1721 and the horizontal frame portion 1722, and serves to reinforce the interface.

Meanwhile, the deformable frame 1720 may be positioned between the horizontal frame 1710 and the vehicle body to rotate backward and elastically deform when a vehicle collides. In this case, deformation of the deformable frame 1720 due to an external force, that is, collision energy generated when a vehicle collides, does not exceed the elastic limit.

Second embodiment

23 is a perspective view schematically showing a cowl crossbar according to a second embodiment of the present invention installed, and FIG. 24 is a plan view schematically showing a cowl crossbar according to a second embodiment of the present invention installed, 25 and 26 are exemplary diagrams illustrating shock absorbing structures of the center support bracket.

23 to 26 , a cowl crossbar 2000 includes a pipe 2100, a dash mounting member 2500, a center support 2600, and a center support bracket 2700. Contents overlapping with those of the above-described embodiment will be omitted, and the center support bracket 2700 will be mainly described in this embodiment.

The center support bracket 2700 is fastened to the front of the center support 2600 to absorb collision energy generated in the vehicle body 1 when a vehicle collides.

The center support bracket 2700 includes a horizontal frame 2710 and a moving frame 2720.

The horizontal frame 2710 protrudes forward from the upper end of the center support 2600 and has a pin movement hole 2711 on a side surface along the longitudinal direction. The horizontal frame 2710 has a 'c'-shaped cross-sectional structure with an open lower surface.

The moving frame 2720 is positioned between the horizontal frame 2710 and the vehicle body 1 . When a vehicle collides, the moving frame 2720 moves backward along the pin movement hole 2711 and serves to absorb collision energy.

The moving frame 2720 includes an inclined frame part 2721 and a horizontal frame part 2722 .

The inclined skeleton portion 2721 moves along the longitudinal direction of the horizontal frame 2710 while being inserted into the horizontal frame 2710 .

At this time, the inclined skeleton part 2721 is inserted into the pin moving hole 2711 through the moving pin 2723 in a state of inscribed contact with the horizontal frame 2710 .

Here, the outer diameter of the moving pin 2723 is the same as the top and bottom width of the pin moving hole 2711 . The pin movement hole 2711 may be divided into a specific section that restricts the movement of the movement pin 2723 and a general section that does not.

For example, the specific section may be a section in which a separate protrusion (not shown) partially protrudes on the movement path of the moving pin 2723 .

The inclined frame part 2721 slides on the pin movement hole 2711 when a vehicle collides. At this time, the sliding path of the inclined skeleton part 2721 may be from the front end to the rear end of the horizontal frame 2710 .

The slanted frame portion 2721 may include a plurality of reinforcing ribs (not shown) and/or may include a reinforcing plate (not shown) on a boundary where the horizontal frame portion 2722 extends.

The horizontal frame portion 2722 is fastened to the vehicle body 1 in a state of extending forward of the inclined frame portion 2721 .

Meanwhile, as a modified embodiment, the horizontal frame 2710 and the movable frame 2720 of the center support bracket 2700 may have a structure opposite to each other.

For example, the horizontal frame 2710 has a pin protruding from any part of the outer circumference, and the moving frame 2720 is movable along the pin of the horizontal frame 2710 in a form wrapped around the horizontal frame 2710. can have a hole.

Accordingly, the movable frame 2720 may have a structural feature of absorbing collision energy while moving from front to rear when a vehicle collides.

In the pin hole, protrusions restricting movement may be formed at intervals on a section where the pin contacts. In this case, the pin hole may have a long hole shape in which the width becomes narrower from the front to the rear.

Also, the horizontal frame 2710 may be riveted while protruding forward on a boundary surface where the center support 2600 and the first pipe 2110 are connected.

Third embodiment

27 is a perspective view schematically showing a cowl crossbar according to a third embodiment of the present invention, FIG. 28 is a partially enlarged view of line F indicated in FIG. 27, and FIG. 29 is an exemplary view showing a shock absorbing structure of a center support. to be.

27 to 29 , a cowl crossbar 3000 includes a pipe 3100, a support connection part 3400, a center support 3600, and a center support bracket 3700.

The pipe 3100 includes first and second hollow pipes 3110 and 3120 disposed in the left and right directions on the cowl side inside the vehicle body.

The support connection part 3400 connects the first and second pipes 3110 and 3120 with a step.

The center support 3600 is slidably fastened to the lower end of the support connection part 3400 and serves to absorb collision energy generated when a vehicle collides.

For example, as shown in FIGS. 28 and 29, the sensor support 3600 is riveted to the support connection part 3400, but a long rivet hole 3610 providing a sliding path of length L on the riveted section. can be provided. Here, a plurality of rivet holes 3610 may be formed at vertical intervals on the upper side surface of the center support 3600 .

The center support bracket 3700 is disposed between the upper end of the support connection part 3400 and the vehicle body, and serves to absorb collision energy generated when a vehicle collides. For example, the center support bracket 3700 may be plastically deformed while rotating in a collision direction only when an external force higher than a predetermined reference value is applied to a specific section connected to the vehicle body.

As another example, the center support bracket 3700 is provided with a separate elastic member (not shown) on the front side to which an external force is applied so as to enable elastic deformation, thereby absorbing collision energy generated during a vehicle collision and at the same time breaking It may be configured so that it can be reused later because it is not changed or deformed.

FIG. 30 is an enlarged view of a configuration example of part G indicated in FIG. 27 .

Referring to FIG. 30 , side brackets 3300 are directly fixed to the left and right sides of the vehicle body, and may be made of polypropylene and glass fiber.

The side bracket 3300 includes a main frame 3310, a lifting frame 3320, a bending frame 3330, a first steel plate 3340 and a second steel plate 3350.

The main frame 3310 is coupled to each other by an insert injection method while being in contact with the outer surface of the pipe cap 3200.

A lifting frame 3320 extends from the main frame 3310 to the rear of the vehicle. Since the cowl crossbar has a heavy weight due to the assembly of various electrical components, it can be put into a vehicle assembly line using equipment such as a robot arm (not shown), and the lifting frame 3320 serves as a bridge.

To this end, at least one insertion groove 3321 is formed in the lifting frame 3320. A robot arm may be coupled to the insertion groove 3321 to lift the cowl crossbar.

The bending frame 3330 has a structure bent in an orthogonal direction from the main frame 3310 . Although not shown in FIG. 30 , a pin member may be fastened to the longitudinal section of the bending frame 3330 .

The first steel plate 3340 is coupled to surround the outside of the pipe cap 3200 and the main frame 3310 .

This first steel plate 3340 includes a first bent portion 3341 and a second bent portion 3342 .

The first bent portion 3341 is a portion surrounding a front portion of the body of the first steel plate 3340 where the first pipe 3110 and the pipe cap 3200 are connected.

The second bent portion 3342 is a portion of the body of the first steel plate 3340 that is bent to come into contact with the bending frame 3330 .

The second steel plate 3350 is a portion coupled between the first steel plate 3340 and the bending frame 3330 and has a notch shape.

The second steel plate 3350 includes a side portion 3351 and a bent portion 3352.

The side portion 3351 is riveted to the pipe cap 3200 with the first steel plate 3340 interposed therebetween. To this end, the side part 3351 includes a long hole slit 3351a formed in the front-back direction on the section where the rivet 3353 is fastened.

The bent portion 3352 is bent from the side portion 3351 toward the bending frame 3330 and extends.

Meanwhile, as another example, the side bracket 3300 includes a first steel plate 3340 fastened with the pipe cap 3200 by rivets, and a second steel plate fastened between the first steel plate 3340 and the side portion of the vehicle body ( 3350) may be formed. In this case, the second steel plate 3350 has a long hole slit 3351a formed in the front-back direction on a section where the first steel plate 3340 is riveted.

At this time, the first steel plate 3340 can absorb collision energy by sliding in the collision direction from the second steel plate 3350 that maintains its position upon vehicle collision.

The present invention is not limited to the above-described embodiments, and can be implemented with various modifications within the scope permitted by the technical spirit of the present invention.

1: body 2: guide hole
1000: cowl crossbar (first embodiment)
1100: pipe 1110: first pipe
1120: second pipe 1130, 1130': pipe reinforcement
1131': first pipe reinforcement 1132': second pipe reinforcement
1140: second pipe cap 1200, 1200': first pipe cap
1210: head part 1220: intaglio part
1221: rib 1230, 1230': first extension
1240, 1240': second extension 1250: third extension
1260: inner support 1300: side bracket
1310: main frame 1320: lifting frame
1321: insertion groove 1330: bending frame
1331: coupling groove 1332: nut
1333 ': bushing 1400: pin member
1410: first guide pin 1411: notch
1412: vertical plane 1413: inclined plane
1420: second guide pin 1421: coupling part
1422': rivet flange 1500, 1500': dash mounting member
1510: first lower frame 1511, 1511': crack part
1512: reinforcing rib 1520, 1520': first steel bracket
1530, 1530': second lower frame 1540, 1540': second steel bracket
1541, 1541': front plate 1542, 1542': top plate
1600: center support 1700: center support bracket
1710: horizontal frame 1720, 1720': deformed frame
1721: inclined skeleton part 1721a, 1721b: deformation guide groove
1721c: hollow hole 1721d: reinforcing rib
1722: horizontal skeleton part 1723: reinforcing plate
2000: Cowl crossbar (second embodiment)
2100: pipe 2110: first pipe
2111: support frame 2120: second pipe
2220: pipe cap 2300: side bracket
2500: dash mounting member 2600: center support
2700: center support bracket 2710: horizontal frame
2711: pin movement hole 2720: movement frame
2721: inclined skeleton part 2722: horizontal skeleton part
2723: moving pin
3000: cowl crossbar (third embodiment)
3100: pipe 3110: first pipe
3120: second pipe 3200: pipe cap
3300: side bracket 3310: main frame
3320: lifting frame 3321: insertion groove
3330: bending frame 3340: first steel plate
3341: first bent part 3342: second bent part
3350: second steel plate 3351: side portion
3351a: slit 3352: bend
3353: rivet 3400: support connection
3600: center support 3610: rivet hole
3620: Rivet 3700: Center support bracket

Claims (12)

In the cowl crossbar of the vehicle,
hollow pipes arranged in the left and right directions on the cowl side inside the vehicle body;
A center support fastened to the center of the pipe to secure vertical rigidity of the pipe; and
A center support bracket fastened to the front of the center support to absorb collision energy generated when a vehicle collides,
The center support bracket
A horizontal frame protruding forward from the upper end of the center support and having a pin movement hole on a side surface along the length direction;
A cowl crossbar comprising a moving frame disposed between the horizontal frame and the vehicle body and absorbing collision energy by moving backward along the pin movement hole when a vehicle collides.
According to claim 1,
The moving frame is
An inclined skeleton part which is inserted into the pin movement hole through a moving pin in a state of inscribed contact with the horizontal frame and slides on the pin movement hole when a vehicle crashes;
A cowl crossbar comprising a horizontal frame portion fastened to a vehicle body in a state in which the inclined frame portion extends forward.
According to claim 2,
The inclined skeleton part
A cowl crossbar incorporating a plurality of reinforcing ribs.
According to claim 2,
The inclined skeleton part
A cowl crossbar having a reinforcing plate on the boundary where the horizontal frame part extends.
According to claim 2,
The horizontal frame has a 'c'-shaped cross-sectional structure with an open lower surface,
The cowl crossbar is movable along the longitudinal direction of the horizontal frame in a state where the slanting frame is inserted into the horizontal frame.
According to claim 2,
The outer diameter of the moving pin is
A cowl crossbar that is equal to the upper and lower widths of the pin movement holes.
According to claim 6,
The pin movement hole is
A cowl crossbar that is divided into a specific section that restricts the movement of the moving pin and a general section that does not.
According to claim 1,
The cowl crossbar further comprises side brackets fastened to both ends of the pipe and absorbing collision energy generated when a vehicle collides.
a pipe including first and second hollow pipes disposed in left and right directions on a cowl side of a vehicle body;
a center support fastened to a point where the first and second pipes are connected to secure vertical rigidity of the pipe; and
A center support bracket fastened to the front of the center support to absorb collision energy generated when a vehicle collides,
The center support bracket
A horizontal frame protruding forward from the upper end of the center support and having a pin protruding from one part of the outer circumference;
A cowl that is located between the horizontal frame and the vehicle body, has a pin hole movable along the pin in a form wrapped around the horizontal frame, and includes a movable frame that moves from front to rear when a vehicle collides and absorbs collision energy crossbar.
According to claim 9,
The pin hole is
A cowl crossbar in which protrusions restricting movement are formed at intervals on the section in contact with the pins.
According to claim 9,
The pin hole is
A cowl crossbar that has a long hole shape that becomes narrower from the front to the rear.
According to claim 9,
the horizontal frame
A cowl crossbar that is riveted in a state where the center support and the first pipe are connected in a protruding state on the boundary surface.

Images