WO2022145763A1

WO2022145763A1 - Bumper frame having regidity-reinforced horizontal beam

Info

Publication number: WO2022145763A1
Application number: PCT/KR2021/018097
Authority: WO
Inventors: 이흥식; 하성용
Original assignee: 중부대학교 산학협력단
Priority date: 2020-12-30
Filing date: 2021-12-02
Publication date: 2022-07-07
Also published as: KR20220095951A; KR102503557B1

Abstract

A bumper frame having a rigidity-reinforced horizontal beam is disclosed. The bumper frame having a rigidity-reinforced horizontal beam according to the present invention comprises a horizontal beam extending in the width direction of a vehicle and a pair of crash boxes respectively coupled to the left and right sides of the horizontal beam, and is installed on a vehicle body to absorb impact to the front of the vehicle. The horizontal beam comprises: a main body in the form of a hollow pipe; an inner reinforcing part forming a lattice in the hollow of the main body in the length direction thereof to reinforce the rigidity of the main body; and upper and lower reinforcing parts respectively installed on the upper and lower surface of the main body along the length direction thereof to reinforce the rigidity of the main body, and coupled to the crash boxes.

Description

Transverse beam rigidity-reinforced bumper frame

The present invention relates to a transverse beam rigidity-reinforced bumper frame, and more particularly, to a transverse beam rigidity-reinforced bumper frame capable of increasing or decreasing the rigidity of a transverse beam constituting the bumper frame in stages.

In general, a bumper frame is a structure that is basically installed at the front and rear of a vehicle in order to buffer the amount of impact applied to the vehicle. It performs the function of minimizing deformation.

Among the prior art related to such a bumper frame, the technology mentioned in Korean Patent Registration No. 10-0764502 (publication date: October 09, 2007) is, as shown in FIG. 6 , in the vehicle width direction from the front and rear of the vehicle. A bumper beam 105 that is composed of two

bumper rails

101 and 103 and is mounted, an energy absorber 107 disposed in front of the bumper beam 105 to absorb impact force, a bumper beam 105 and an energy absorber 107. Disclosed is a bumper frame composed of an enclosing bumper cover 109 , a tubular crash box 113 for interconnecting a transverse beam 105 and a front side member 111 .

The bumper frame of the prior art absorbs some of the collision energy while the energy absorber 107 is first compressed during a vehicle collision, and the remaining collision energy that is not absorbed is passed through the rear bumper beam 105 and the crash box 113 . It is dispersed and absorbed into the body.

In this case, the bumper beam 105 and the crash box 113 generally absorb the impact in the front, rear or left and right directions of the vehicle body during a low-speed collision to minimize the impact transmitted to the side member 111 .

In addition, the bumper beam 105 and the crash box 113 are required to have characteristics that minimize bending or compression deformation in the early stage that does not affect the occupants, especially during a high-speed collision, and relatively large in the latter half when they directly affect the occupants. The safety of occupants can be achieved only when there is a characteristic of bending deformation and compression deformation.

However, as shown in FIG. 6 , the conventional simple plate or tubular bumper beam 105 and crash box 113 do not have sufficient structural rigidity to effectively absorb a large amount of impact energy at the beginning of the collision and easily As it collapses and deforms, there is a problem in that the impact acceleration is transmitted to the occupant as it is.

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

An object of the present invention is to increase or decrease the rigidity of the transverse beam constituting the bumper frame as needed to meet the collision conditions required for the vehicle, and to integrally extrude a complicated reinforcing structure. is to provide

The above object is a bumper frame installed on the vehicle body to absorb the impact applied from the front of the vehicle, including a transverse beam disposed long in the width direction of the vehicle, and a pair of crash boxes coupled to the left and right sides of the transverse beam, The transverse beam, the main body made of a hollow pipe shape; an inner reinforcing part that forms a grid in the hollow of the main body and is formed in the longitudinal direction of the main body to reinforce the rigidity of the main body; and upper and lower reinforcing parts installed on upper and lower end surfaces of the main body along the longitudinal direction of the main body, respectively, to reinforce the rigidity of the main body, and to combine upper and lower reinforcing parts with the crash box. achieved by the frame.

The transverse beam may further include side reinforcement parts installed on the left and right side surfaces of the main body along the longitudinal direction of the main body to further reinforce the rigidity of the main body.

The upper and lower reinforcing parts and the side reinforcing parts may be respectively protruded from upper and lower end surfaces and left and right side surfaces of the main body such that a reinforcing pocket in the center is formed along the longitudinal direction of the main body.

The main body, the inner reinforcing part, the upper and lower reinforcing parts and the side reinforcing parts may be integrally formed by extruding a metal material or engineering synthetic resin capable of absorbing impact and plastic deformation.

The upper and lower reinforcing parts and the side reinforcing parts may be cut to a predetermined length along the longitudinal direction of the main body so that rigidity corresponding to a collision condition required according to the weight or size of the vehicle is customized to be adjusted.

The main body may be made of a square pipe having a cross-sectional shape of a square, hexagon, or octagon, or may be made of a pipe having a cross-section of a circle or an oval.

According to the present invention, the transverse beam supported by a pair of crash boxes constituting the bumper frame is made of a hollow main body, and a grid-shaped inner reinforcement part in the hollow of the main body, upper and lower ends of the main body As the upper and lower reinforcing parts on the surface are extruded integrally with the main body, the rigidity reinforcement for the transverse beam can be easily made at once without a complicated manufacturing process, and the simplification of the automobile manufacturing process is promoted due to the minimized number of parts for the transverse beam It is possible to adjust the stiffness of the transverse beam to meet the collision conditions of various vehicles by simple cutting of the upper and lower reinforcing parts.

1 is a perspective view of a transverse beam rigidity-reinforced bumper frame according to an embodiment of the present invention.

FIG. 2 is an exploded perspective view of a vehicle to which the bumper frame of FIG. 1 is applied.

3 is an exploded perspective view of the bumper frame of FIG. 1 .

4 is a cross-sectional view of a cross-beam taken along the cutting line A-A of FIG. 1 and a cross-sectional view of the cross-beam modified in various forms.

FIG. 5 is a process diagram showing the manufacturing process of the bumper frame of FIG. 1 step by step.

6 is a view showing the structure of a conventional bumper frame.

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

1 is a perspective view of a transverse beam rigidity-reinforced bumper frame according to an embodiment of the present invention, FIG. 2 is an exploded perspective view of a vehicle to which the bumper frame of FIG. 1 is applied, and FIG. 3 is an exploded perspective view of the bumper frame of FIG. 4 is a cross-sectional view of a transverse beam along the cutting line A-A of FIG. 1 and a cross-sectional view of the transverse beam modified in various forms, FIG. 5 is a process diagram showing the manufacturing process of the bumper frame of FIG. 1 step by step, and FIG. 6 is a conventional bumper A drawing showing the structure of the frame.

Top (top), bottom (bottom), left and right (side or lateral), front (front, front), rear (back, back), etc., which refer to directions in the description and claims of the invention, etc. are not used for limiting rights For convenience of explanation, it is determined based on the relative positions between the drawings and the configuration, and the three axes may be rotated to correspond to each other and changed, except where specifically limited otherwise.

The transverse beam 110 rigidity reinforcement bumper frame 100 according to the present invention can minimize the number of parts of the transverse beam 110 while the rigidity of the transverse beam 110 is easily reinforced at once without complicated processing, and simple cutting processing This is an invention devised so that the rigidity of the transverse beam 110 can be freely adjusted through the .

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

In order to specifically implement the functions or actions of the present invention as described above, the transverse beam 110 rigidity-reinforced bumper frame 100 according to an embodiment of the present invention is, as shown in FIGS. 1 and 3, reinforced The structure may be configured to include a transverse beam 110 and a crash box 120 that are integrally formed.

First, the transverse beam 110 is a component provided to absorb some external shocks applied from various directions and to be bent and deformed, and to deliver the remaining external shocks to the crash box 120 to be described later, which is a bumper forming the exterior of the vehicle. It is formed to be long in the width direction of the vehicle corresponding to the cover 10, and may be combined with a crash box 120 to be described later on the left and right sides.

As shown in FIG. 2 , the transverse beam 110 is formed in a bar shape that is variously bent and deformed according to the shape of the bumper cover 10 of the vehicle, and is installed inside the bumper cover 10 or installed in the bumper cover 10 . ) may be installed so as to be in contact with the buffer member 20 provided on the inside.

In addition, the transverse beam 110 is not particularly limited as long as it is a material that can sufficiently withstand the external impact required for the vehicle and does not break or break, so it can be made of a metal material or engineering synthetic resin, etc., and the type or weight of the vehicle, etc. Accordingly, a necessary reinforcing structure may be provided.

The transverse beam 110 according to the embodiment of the present invention, specifically, as shown in FIGS. 1 to 4, for the implementation of overlapping and adjustable rigidity, the main body 112, the inner reinforcement part 114, the upper and lower ends It may be configured to include a reinforcing portion 116 and a side reinforcing portion 118 .

Here, the main body 112 is not a hollow shape, but a pipe-shaped component having a hollow hollow (S) formed in the center.

However, as shown in FIG. 4, the main body 112 may have a rectangular cross-sectional shape so as to uniformly distribute and absorb external shocks around it, and has a hexagonal or octagonal cross-sectional shape as shown in FIG. It may consist of a square pipe, or it may consist of a pipe with a circular or elliptical cross section.

The inner reinforcing part 114 is a component provided to reinforce the rigidity of the hollow pipe-shaped main body 112 from the inside, and forms a grid in the hollow (S) in the longitudinal direction of the main body (112). It can be formed by

The inner reinforcing part 114 according to the embodiment of the present invention, as shown in FIGS. 3 and 4, may be formed in a form in which two partition walls intersect each other so that the cross-section forms an 'X' shape, as shown in FIG. Alternatively, three or more barrier ribs may be formed to cross each other.

At this time, since the rigidity of the main body 112 increases as the number or thickness of the intersecting partition walls increases, the number of partition walls or the thickness of the partition walls may be variously changed according to collision conditions required for the vehicle.

The upper and lower reinforcing parts 116 are components provided to reinforce the rigidity of the hollow pipe-shaped main body 112 at upper and lower end surfaces, and a reinforcing pocket (RP) in the center is the length of the main body 112 . It is formed to protrude from the upper and lower end surfaces of the main body 112 so as to be formed along the direction, and may be combined with the crash box 120 to be described later.

The upper and lower reinforcing parts 116 according to the embodiment of the present invention, as shown in FIGS. 3 and 4, convexly protrude from the upper and lower end surfaces of the main body 112, respectively, so that the cross section is '∩' or '∪' ' As the shape is achieved, a reinforcement pocket (RP) that performs the functions of reducing weight and increasing rigidity can be formed on the inside.

At this time, the upper and lower reinforcing parts 116 include the upper and lower reinforcing parts 116 of a small size and the upper and lower reinforcing parts 116 of a large size formed to cover the upper and lower reinforcing parts 116 of the small size of the main body 112 . The rigidity of the upper and lower end surfaces of the main body 112 can be variously strengthened by overlapping the upper and lower end surfaces or increasing the thickness.

On the other hand, the upper and lower reinforcing parts 116 can be used by being cut to a predetermined length along the longitudinal direction of the main body 112, which can be used to customize the rigidity to meet the crash conditions required according to the weight or size of the vehicle ( Adjustment of Customized Rigidity (ACR).

That is, as an example, as shown in FIGS. 3 and 5 (b), when a part of the upper and lower reinforcing parts 116 adjacent to the crash box 120 are cut and removed, the main body 112 is formed without bending deformation. The external shock is transmitted to the crash box 120 after compression deformation rather than bending deformation in the vicinity of the crash box 120 combined.

Conversely, when a part of the upper and lower reinforcing parts 116 far away from the crash box 120 (the central part of the main body 112) is cut and removed, the main body 112 reacts directly to an external impact and is bent and deformed. The transmission of an external shock to the crash box 120 is delayed.

The side reinforcement part 118 is a component provided to reinforce the rigidity of the hollow pipe-shaped main body 112 from the side, and a reinforcement pocket (RP) in the center along the longitudinal direction of the main body 112. It may be formed by protruding from the left and right side surfaces of the main body 112 so as to be formed.

The side reinforcement part 118 according to the embodiment of the present invention, as shown in FIGS. 3 and 4, convexly protrudes from the side surface of the main body 112 to have a 'C' or 'D' shape in cross section. As this is achieved, a reinforcing pocket (RP) that performs the functions of reducing weight and increasing rigidity can be formed on the inside.

At this time, the side reinforcement part 118 is formed to cover the side reinforcement part 118 of the small size and the side reinforcement part 118 of the small size, similar to the upper and lower reinforcement part 116 described above. The rigidity with respect to the side surface of the main body 112 can be reinforced in various ways by forming the part 118 overlappingly on the side surface of the main body 112 or by increasing the thickness.

On the other hand, the side reinforcement part 118 can also be cut to a predetermined length along the longitudinal direction of the main body 112 and used, which can be used to customize the rigidity to meet the crash conditions required according to the weight or size of the vehicle ( Adjustment of Customized Rigidity (ACR).

As described above, a method of selectively cutting a part of the upper and lower reinforcing parts 116 and side reinforcing parts 118 respectively formed along the longitudinal direction of the main body 112, and the upper and lower reinforcing parts 116 and side reinforcement parts When the method of cutting the upper and lower reinforcing parts 116 and the side reinforcing parts 118 in an oblique direction is used in various combinations so that the protrusion height of the 118 is gradually increased or decreased, the main body of the transverse beam 110 is used. (112) can be easily adjusted (ACR) to the rigidity that meets the crash conditions required according to the weight or size of the vehicle.

As described above, the main body 112, the inner reinforcing part 114, the upper and lower reinforcing parts 116 and the side reinforcing parts 118 of the transverse beam 110 are a metal material capable of absorbing shock and plastic deformation. Alternatively, it may be integrally formed by extrusion molding of an engineering synthetic resin.

Due to this, the rigidity reinforcement for the transverse beam 110 can be easily made at once without a complicated manufacturing process, and the number of parts for forming the transverse beam 110 can be minimized, thereby simplifying the automobile manufacturing process.

The crash box 120 is a component that is compressively deformed by absorbing the external shock transmitted from the above-described transverse beam 110 in order to minimize the external shock applied to the side member 35, the length of the vehicle in the front and rear direction. It may be coupled to the left and right sides of the transverse beam 110, respectively.

Crash box 120 according to an embodiment of the present invention, specifically, as shown in FIGS. 1 and 3, for the implementation of overlapping and adjustable rigidity, similar to the above-described transverse beam 110, the main body 122 ), the inner reinforcing part 124, the mounting bracket 126 and the side reinforcing part 128 may be included.

Here, the main body 122 of the crash box 120 is not a hollow shape, but a pipe-shaped component with a hollow hollow in the center, and as long as it has a hollow pipe shape, the cross-sectional shape is not particularly limited.

However, the main body 122 may have a rectangular cross-sectional shape so as to uniformly distribute and absorb external shocks to the periphery, and is made of a angular pipe having a hexagonal or octagonal cross-sectional shape unlike the one shown, or It may be made of a pipe having a circular or elliptical cross-section. (See FIG. 4 for the transverse beam 110)

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

The inner reinforcing part 124 is a component provided to reinforce the rigidity of the hollow pipe-shaped main body 122 from the inside, and forms a grid in the hollow and is formed in the longitudinal direction of the main body 122. can be done

The inner reinforcing part 124 according to the embodiment of the present invention, as shown in FIG. 3, may be formed in a form in which two partition walls intersect each other so that the cross-section forms an 'X' shape, and as shown in FIG. Three or more barrier ribs may be formed to cross each other.

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

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

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

The side reinforcement portion 128 of the crash box 120 is a component provided to reinforce the rigidity of the hollow pipe-shaped main body 122 from the side, and a reinforcement pocket (RP) in the center is the main body 122 ) may be formed by protruding from the left and right sides of the main body 122 so as to be formed along the longitudinal direction.

The side reinforcement portion 128 according to the embodiment of the present invention, as shown in FIG. 3, convexly protrudes from the side surface of the main body 122 to form a 'C' or 'D' shape in cross section. Accordingly, a reinforcing pocket (RP) that performs the function of reducing weight and increasing rigidity can be formed on the inside.

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

On the other hand, the side reinforcement portion 128 can also be cut to a predetermined length along the longitudinal direction of the main body 122 and used, which can be used to customize the stiffness to meet the crash conditions required according to the weight or size of the vehicle ( Adjustment of Customized Rigidity (ACR).

The main body 122, the inner reinforcing part 124 and the side reinforcing part 128 of the crash box 120 as described above are integrally formed by extruding a metal material or engineering synthetic resin that absorbs impact and can plastically deform. can be formed with

Due to this, the rigidity reinforcement for the crash box 120 can be easily made in one step without a complicated manufacturing process, and the number of parts for forming the crash box 120 can be minimized, so that the automobile manufacturing process can be simplified.

Meanwhile, the manufacturing process of the transverse beam 110 rigidity-reinforced bumper frame 100 according to an embodiment of the present invention will be described step-by-step with reference to FIG. 5 .

First, the operator, as shown in Fig. 5 (a), the transverse beam 110, that is, the main body 112, the inner reinforcing part 114, the upper and lower reinforcing parts 116 and the side reinforcement part 118. Extrusion processing (S10) is performed so that it is integrally extruded.

At this time, the extrusion process (S10) is a process of injecting a raw material metal material or engineering synthetic resin into a container equipped with a die corresponding to the outer shape of the transverse beam 110, and the inner reinforcement part 114 and the side reinforcement The process may be performed by pressurizing and discharging the raw material to the outside of the container using a pressing member (ram) having a mandrel corresponding to the portion 118, respectively.

Due to this extrusion process (S10), the transverse beam 110 according to the present invention can be easily manufactured integrally with various reinforcing structures from a single raw material without a complicated manufacturing process, and has excellent dimensional and surface precision and is uniform and uniform. The transverse beam 110 having rigidity and workability can be mass-produced.

Next, the operator, as shown in Fig. 5 (b), a first cutting process (S20) to form a rigid transverse beam 110 that meets the collision conditions required according to the weight or size of the vehicle will perform

The cutting process at this time is, as described above, a method of selectively cutting a part of the upper and lower reinforcing parts 116 and side reinforcing parts 118 formed long along the longitudinal direction of the main body 112, and the side reinforcing parts ( It can be made by various combinations of methods of cutting the side reinforcement 118 in an oblique direction so that the protrusion height of the 118) gradually increases or decreases. (ACR)

Finally, the operator, as shown in (c) of Figure 5, the second cutting processing (S30) is completed so that the cross beam 110 and the pre-fabricated crash box 120 are coupled to each other bonding processing (S30) will perform

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

Due to the transverse beam 110 rigidity-reinforced bumper frame 100 according to the present invention, the rigidity reinforcement for the transverse beam 110 can be easily made with a simple manufacturing process and can be manufactured with a minimized number of parts, so that the automobile manufacturing process can be simplified, and the rigidity adjustment of the transverse beam 110 in accordance with the collision conditions of various vehicles can be made freely by simple cutting of the side reinforcement part 118 .

In the foregoing, specific embodiments of the present invention have been described and illustrated, but it is common knowledge in the art that the present invention is not limited to the described embodiments, and that various modifications and variations can be made without departing from the spirit and scope of the present invention. It is self-evident to those who have Accordingly, such modifications or variations should not be individually understood from the spirit or point of view of the present invention, and modified embodiments should be said to belong to the claims of the present invention.

Claims

A bumper frame installed on the vehicle body to absorb shocks applied from the front of the vehicle, including a transverse beam disposed long in the width direction of the vehicle, and a pair of crash boxes coupled to left and right sides of the transverse beam,

The transverse beam is

A main body made of a hollow pipe shape;

an inner reinforcing part that forms a grid in the hollow of the main body and is formed in the longitudinal direction of the main body to reinforce the rigidity of the main body; and

Transverse beam rigidity-reinforced bumper frame, characterized in that it is installed on the upper and lower end surfaces of the main body along the longitudinal direction of the main body, respectively, to reinforce the rigidity of the main body, and to include upper and lower reinforcing parts coupled to the crash box .
According to claim 1,

The transverse beam is

Transverse beam rigidity-reinforced bumper frame, which is installed on the left and right sides of the main body along the longitudinal direction of the main body, respectively, and further comprises side reinforcement for additionally reinforcing the rigidity of the main body.
3. The method of claim 2,

The upper and lower reinforcing parts and the side reinforcing parts,

Transverse beam rigidity-reinforced bumper frame, characterized in that the reinforcing pockets are formed in the center along the longitudinal direction of the main body to protrude from the upper and lower end surfaces and left and right side surfaces of the main body.
4. The method of claim 3,

The main body, the inner reinforcing part, the upper and lower reinforcing parts and the side reinforcing part are integrally formed by extruding a metal material or engineering synthetic resin capable of absorbing shock and plastic deformation. .
3. The method of claim 2,

The upper and lower reinforcing parts and the side reinforcing parts,

Transverse beam rigidity-reinforced bumper frame, characterized in that it is cut to a predetermined length along the longitudinal direction of the main body and used so that rigidity that meets the required collision conditions according to the weight or size of the vehicle is customized.
3. The method of claim 2,

The main body is

A transverse beam rigidity-reinforced bumper frame, characterized in that it is made of a square pipe having a rectangular, hexagonal or octagonal cross-section, or a pipe having a circular or oval cross-section.