WO2023277441A1 - 차량용 사이드 실 - Google Patents
차량용 사이드 실 Download PDFInfo
- Publication number
- WO2023277441A1 WO2023277441A1 PCT/KR2022/008866 KR2022008866W WO2023277441A1 WO 2023277441 A1 WO2023277441 A1 WO 2023277441A1 KR 2022008866 W KR2022008866 W KR 2022008866W WO 2023277441 A1 WO2023277441 A1 WO 2023277441A1
- Authority
- WO
- WIPO (PCT)
- Prior art keywords
- frame
- side sill
- reinforcing frame
- vehicle
- extension
- Prior art date
Links
- 230000003014 reinforcing effect Effects 0.000 claims abstract description 83
- 230000002787 reinforcement Effects 0.000 claims description 42
- 229910000831 Steel Inorganic materials 0.000 claims description 12
- 239000010959 steel Substances 0.000 claims description 12
- 238000005452 bending Methods 0.000 claims description 7
- 238000009751 slip forming Methods 0.000 claims description 2
- 238000006073 displacement reaction Methods 0.000 description 8
- XAGFODPZIPBFFR-UHFFFAOYSA-N aluminium Chemical compound [Al] XAGFODPZIPBFFR-UHFFFAOYSA-N 0.000 description 6
- 229910052782 aluminium Inorganic materials 0.000 description 6
- 239000000463 material Substances 0.000 description 5
- 238000010521 absorption reaction Methods 0.000 description 4
- 238000004519 manufacturing process Methods 0.000 description 4
- 230000035939 shock Effects 0.000 description 3
- 239000000853 adhesive Substances 0.000 description 2
- 230000001070 adhesive effect Effects 0.000 description 2
- 230000008878 coupling Effects 0.000 description 2
- 238000010168 coupling process Methods 0.000 description 2
- 238000005859 coupling reaction Methods 0.000 description 2
- 238000010586 diagram Methods 0.000 description 2
- 239000013585 weight reducing agent Substances 0.000 description 2
- 238000003466 welding Methods 0.000 description 2
- 229910000794 TRIP steel Inorganic materials 0.000 description 1
- 229910000797 Ultra-high-strength steel Inorganic materials 0.000 description 1
- 230000015572 biosynthetic process Effects 0.000 description 1
- 238000002485 combustion reaction Methods 0.000 description 1
- 230000007423 decrease Effects 0.000 description 1
- 230000001747 exhibiting effect Effects 0.000 description 1
- 238000000034 method Methods 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
Images
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D25/00—Superstructure or monocoque structure sub-units; Parts or details thereof not otherwise provided for
- B62D25/02—Side panels
- B62D25/025—Side sills thereof
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D21/00—Understructures, i.e. chassis frame on which a vehicle body may be mounted
- B62D21/15—Understructures, i.e. chassis frame on which a vehicle body may be mounted having impact absorbing means, e.g. a frame designed to permanently or temporarily change shape or dimension upon impact with another body
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D21/00—Understructures, i.e. chassis frame on which a vehicle body may be mounted
- B62D21/15—Understructures, i.e. chassis frame on which a vehicle body may be mounted having impact absorbing means, e.g. a frame designed to permanently or temporarily change shape or dimension upon impact with another body
- B62D21/157—Understructures, i.e. chassis frame on which a vehicle body may be mounted having impact absorbing means, e.g. a frame designed to permanently or temporarily change shape or dimension upon impact with another body for side impacts
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D25/00—Superstructure or monocoque structure sub-units; Parts or details thereof not otherwise provided for
- B62D25/02—Side panels
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D27/00—Connections between superstructure or understructure sub-units
- B62D27/02—Connections between superstructure or understructure sub-units rigid
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D27/00—Connections between superstructure or understructure sub-units
- B62D27/02—Connections between superstructure or understructure sub-units rigid
- B62D27/026—Connections by glue bonding
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
- B60Y2304/00—Optimising design; Manufacturing; Testing
- B60Y2304/03—Reducing weight
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
- B60Y2304/00—Optimising design; Manufacturing; Testing
- B60Y2304/05—Reducing production costs, e.g. by redesign
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
- B60Y2306/00—Other features of vehicle sub-units
- B60Y2306/01—Reducing damages in case of crash, e.g. by improving battery protection
Definitions
- the present invention relates to a side sill for a vehicle.
- Vehicle side sills protect passengers by absorbing impact energy in the event of a side collision.
- side sills applied to eco-friendly vehicles must be able to absorb maximum impact energy within a narrow space and have a minimum weight to improve energy efficiency of eco-friendly vehicles.
- Patent Document 1 KR 20-1998-0043143 U (1998.09.25)
- An object of the present invention is to improve collision energy absorption efficiency and achieve weight reduction of side seals.
- An object of the present invention is to increase the rigidity of the side seal and reduce manufacturing cost.
- a side sill for a vehicle includes a side sill frame formed to have a hollow part, a first reinforcing frame disposed in the hollow part and bonded to the side sill frame, and disposed in the hollow part.
- At least one of the side sill frame, the first reinforcement frame, and the second reinforcement frame may be made of steel.
- first reinforcing frame and the second reinforcing frame may include concavo-convex portions in cross-sectional shapes of the side sill frames in the longitudinal direction.
- first reinforcement frame and the second reinforcement frame may overlap in the hollow part.
- the concavo-convex portion may be continuously formed with a protruding portion and a concave portion in a longitudinal direction of the side sill frame.
- the protruding portion of the first reinforcing frame may overlap the protruding portion of the second reinforcing frame, and the concave portion of the first reinforcing frame may overlap the concave portion of the second reinforcing frame.
- the side sill frame includes a first side sill frame to which the first reinforcing frame is bonded and a second side sill frame bonded to the first side sill frame and to which the second reinforcing frame is bonded to an inner surface thereof.
- first side sill frame to which the first reinforcing frame is bonded
- second side sill frame bonded to the first side sill frame and to which the second reinforcing frame is bonded to an inner surface thereof.
- the shape of the cross section in the thickness direction of the first reinforcing frame is formed by bending both ends and includes a plurality of first lower flange parts bonded to the inner surface of the first side sill frame, and a plurality of first lower flanges. It may include a plurality of first extensions each connected to the branch and extending in the direction of the second reinforcing frame, and a first upper flange portion connected to the plurality of first extensions.
- the shape of the cross section in the thickness direction of the second reinforcing frame is connected to a plurality of second extension parts bonded to the first extension part and extending in the direction of the second side sill frame, and the second extension part, A second upper flange portion bonded to an inner surface of the second side sill frame may be included.
- the second upper flange portion may be flat.
- the shape of the cross section in the thickness direction of the second reinforcing frame, the second extension portion may be stepped.
- the width between the plurality of second extensions in the cross section of the second reinforcing frame in the thickness direction may be the widest from the end of the second extension on one side to the end of the second extension on the other side.
- an end of the second extension may be present on the first extension.
- first lower flange portion is welded to the first side sill frame
- second extension portion is welded to the first extension portion
- second upper flange portion is adhesively bonded to the second side sill frame.
- the impact energy absorption efficiency of the side sill can be improved and the weight of the side sill can be reduced.
- the rigidity of the side seal can be increased and the manufacturing cost can be reduced.
- FIG. 1 is a perspective view of a side sill for a vehicle according to an embodiment of the present invention.
- Figure 2 is a front cross-sectional view of Figure 1;
- FIG. 3 is A-A' of FIG. 1 .
- FIG. 4 is BB′ of FIG. 1 .
- FIG 5 is a perspective view of a side sill for a vehicle according to an embodiment of the present invention.
- FIG. 6 is C-C′ of FIG. 5 .
- FIG. 7 is a cross-sectional view of a first reinforcing frame according to an embodiment of the present invention.
- FIG. 8 is a cross-sectional view of a second reinforcing frame according to an embodiment of the present invention.
- FIG. 9 is a deformation analysis result of a side sill for a vehicle according to an embodiment of the present invention.
- FIG. 10 is a deformation analysis result of a side sill for a vehicle according to an embodiment of the present invention.
- FIG. 11 is a cross-sectional view of a conventional vehicle side sill.
- FIG. 12 is a load-displacement diagram of the vehicle side sill of FIG. 1 and the vehicle side sill of FIG. 11 .
- the X-axis shown in the accompanying drawings is the width direction of the side sill
- the Y-axis is the length direction of the side sill
- the Z-axis is the height direction of the side sill.
- the side sill 100 for a vehicle includes a side sill frame 110 having a hollow part 111, a first reinforcing frame 120 located in the hollow part, and the hollow part.
- a second reinforcing frame 130 located in the unit 111 may be included.
- the first reinforcing frame 120 may be bonded to the side sill frame 110 and fixed at the hollow part 111 .
- the second reinforcement frame 130 may be bonded to the first reinforcement frame 120 and the side sill frame 110 and fixed at the hollow part 111 .
- the first reinforcing frame 120 and the second reinforcing frame 130 may form a closed section in the hollow part 111 in the thickness direction section of the side seal frame.
- the side sill frame 110 forms a junction with the first side sill frame 112 to which the first reinforcement frame 120 is joined and the first side sill frame 112.
- a second side sill frame 113 bonded to the side sill frame 112 may be included.
- At least one of the first side sill frame 112, the second side sill frame 113, the first reinforcement frame 120 and the second reinforcement frame 130 can be made of steel According to this, the mechanical strength of the vehicle side sill may be improved.
- the second reinforcement frame 130 may be bonded to an inner surface of the second side sill frame 113 .
- the first reinforcement frame 120 and the second reinforcement frame 130 may be bonded to the first side sill frame 112 and the second side sill frame 113, respectively, so as to be parallel to the X axis. .
- An inner surface of the second reinforcement frame 130 may be bonded to an outer surface of the first reinforcement frame 120 . Accordingly, the first reinforcement frame 120 and the second reinforcement frame 130 may overlap in the hollow part.
- the hollow part may become a closed section. According to this, when an impact is applied in the X-axis direction, the ability to absorb collision energy can be improved.
- the collision energy absorption capacity is higher than that of the first side sill frame 112, the second side sill frame 113, the first reinforcing frame 120, and the second reinforcing frame 130 made of aluminum of the same weight. can be improved
- the first reinforcement frame 120 and the second reinforcement frame 130 may be made of a material including ultra-high strength steel having a tensile strength of 980 MPa or more.
- the first reinforcement frame 120 and the second reinforcement frame 130 may be made of a material including 1180 TRIP steel.
- the first side sill frame 112 and the second side sill frame 113 may be made of a material including 1470 MART steel.
- At least one of the first side sill frame 112, the second side sill frame 113, the first reinforcing frame 120 and the second reinforcing frame 130 is formed by form-forming or crash-forming a steel plate. can be molded. This can contribute to reducing manufacturing cost through reduction of mold cost and the like.
- first side sill frame 112 the second side sill frame 113, the first reinforcing frame 120, and the second reinforcing frame 130 are disposed and coupled together as shown in FIG. It is possible to facilitate the formation of a closed section in a parallel direction. Accordingly, assemblability and production efficiency of the vehicle side sill may be improved.
- the vehicle side sill when the vehicle side sill receives an impact in the side, that is, the X-axis direction, the vehicle side sill can be uniformly deformed in the Z-axis direction.
- first reinforcing frame 120 and the second reinforcing frame 130 from exhibiting non-uniformly tilted deformation behavior in the Z-axis direction, and to have normal compressive deformation in the X-axis direction.
- the vehicle side sill when the vehicle side sill is made of steel, its collision energy absorbing ability may be at least equal to or greater than that of a vehicle side sill made of aluminum having the same weight. Therefore, compared to when the side seal is produced from aluminum, it is possible to improve the efficiency of absorbing collision energy to the same level or higher while reducing the weight of the side seal.
- the first reinforcement frame 120 may have a cross-sectional shape in the Y-axis direction including the uneven portion 140 .
- the second reinforcing frame 130 may also have a cross-sectional shape in the Y-axis direction including the concave-convex portion 140 .
- the concavo-convex portion 140 may be formed by continuing the protrusion 141 and the concave portion 142 in the Y-axis direction.
- the protruding portion 141 and the concave portion 142 may be continuously provided for a certain period in the Y-axis direction.
- the first reinforcement frame 120 and the second reinforcement frame 130 The stiffness can be increased without increasing the weight.
- the length of the protrusion 141 and the concave portion 142 in the Y-axis direction and in the Z-axis direction are not necessarily limited by the present invention, and the first reinforcing frame 120 and the second reinforcing frame ( 130), which can be determined by considering at least one of the types and thicknesses of the steel material applied, and can be determined by the specifications required for a side sill for a vehicle.
- first reinforcement frame 120 and the second reinforcement frame 130 may overlap in the hollow part.
- An area where the first reinforcement frame 120 and the second reinforcement frame 130 overlap may be an overlapping portion 150 .
- the overlapping portion 150 may continue in the Y-axis direction.
- a separate coupling member for assembling the first reinforcing frame 120 and the second reinforcing frame 130 in the hollow portion 111 becomes unnecessary, and the degree of freedom in design can be improved. .
- the first protrusion 141a formed on the first reinforcing frame 120 overlaps the second protrusion 141b formed on the second reinforcing frame 130, and the first The first concave portion 142a formed in the reinforcement frame 120 may overlap the second concave portion 142b formed in the second reinforcement frame 130 .
- FIG. 7 shows a first reinforcing frame 120 according to an embodiment of the present invention.
- the first reinforcing frame 120 may be formed by bending a single steel plate.
- the mechanical strength of the first reinforcing frame 120 can be further improved by bending a single steel plate.
- the shape of the cross section in the thickness direction of the first reinforcing frame 120 is formed by bending both ends 121, and a plurality of first lower flange portions bonded to the inner surface of the first side sill frame (112 in FIG. 5) ( 122), a plurality of first extension parts 123 connected to the plurality of first lower flange parts 122 and extending in the direction of the second reinforcing frame (130 in FIG. 5) and a plurality of the first extension parts ( 123) may include a first upper flange portion 124.
- the first reinforcing frame 120 may be bent and molded so that the first extension part 123 and the first lower flange part 122 are disposed to cross each other.
- the first lower flange portion 122 may be joined to an inner surface of the first side sill frame ( 112 in FIG. 5 ) by welding.
- the second reinforcing frame 130 may be formed by bending a single steel plate.
- the mechanical strength of the second reinforcing frame 130 can be further improved by bending a single steel plate.
- the second reinforcing frame 130 may be molded such that both end portions 131 face each other in the Z-axis direction in cross section in the thickness direction.
- it has a plurality of second extension parts 132 extending in the direction of the second side sill frame (113 in FIG. 5), connected to the plurality of second extension parts 132, and the second side sill frame (Fig. It may include a second upper flange portion 133 bonded to the inner surface of 113 of 5).
- the second upper flange portion 133 may be flat. According to this, when an adhesive or the like for bonding with the second side sill frame (113 in FIG. 5) is applied to the second upper flange portion 133, the adhesive strength of the second upper flange portion 133 can be improved. , the convenience of adhesion and assembly work can be improved.
- the second extension part 132 may be joined to the first extension part ( 123 in FIG. 7 ). And the end 131 of the second reinforcing frame 130 may be present on the first extension (123 in FIG. 7).
- the second extension part 132 may be joined to the first extension part ( 123 in FIG. 7 ) by welding.
- the second extension part 132 may be provided with a step in the X-axis direction.
- the width D between the plurality of second extension parts 132 may be the widest from the end of one side to the end of the other side. According to this, the second reinforcing frame 130 can be more easily overlapped with the first reinforcing frame 120, and the convenience of assembly can be improved.
- FIG. 9 shows deformation analysis results at the beginning of a collision in a crash test of a side sill for a vehicle according to an embodiment of the present invention.
- the impact is applied in the direction from the first side sill frame 112 to the second side sill frame 113 .
- the first side sill frame 112 and the second side sill frame 113 are compressed in the X-axis direction and stretched and deformed in the Z-axis direction, and the first reinforcement frame 120 and the second side sill frame 113 It can be seen that the reinforcement frame 130 is also compressed in the X-axis direction.
- the deformation of the first reinforcing frame 120 and the second reinforcing frame 130 is not concentrated to one side, but the deformation is uniformly distributed in the Z-axis direction.
- first side sill frame 112 and the second side sill frame 113 are further compressed in the X-axis direction and further stretched and deformed in the Z-axis direction.
- a conventional vehicle side sill may include a plurality of side sill frames 11 and 12 and reinforcing members 13 , 14 , and 15 provided inside the side sill frames 11 and 12 .
- FIG. 12 shows a load-displacement diagram of the conventional vehicle side sill 10 of this type and the vehicle side sill (100 in FIG. 1) according to an embodiment of the present invention.
- the load-displacement value of the vehicle side sill (100 in FIG. 1 ) shown in FIG. 1 is represented as a first value (L 1 )
- the load of the vehicle side sill (10 in FIG. 11 ) shown in FIG. 11 is shown.
- the displacement value was expressed as the second value (L 2 ).
- the vehicle side sill shown in FIG. 1 ( 100 in FIG. 1 ) is the same as the vehicle side sill shown in FIG. 11 ( 10 in FIG. 11 ). It can be seen that the displacement under load is relatively small.
- the shock absorbing ability rapidly decreases at a displacement of 60 mm or more corresponding to the late stage of the collision.
- the first reinforcing member 14 and the second reinforcing member 13 are bonded. Therefore, when a collision occurs, as the second reinforcing member 13 is deformed, the first reinforcing member 14 does not independently form a stable crushing behavior and is deformed together. For this reason, in the case of the second value (L 2 ), the shock absorbing ability is rapidly reduced at a displacement of 60 mm or more corresponding to the late stage of the collision.
- first side sill frame 113 second side sill frame
- first reinforcing frame 122 first lower flange
- first extension part 124 first upper flange part
- protrusion 142 recess
Abstract
Description
Claims (14)
- 중공부를 구비하도록 형성된 사이드실 프레임;상기 중공부에 배치되고, 상기 사이드실 프레임에 접합된 제1 강화프레임; 및상기 중공부에 배치되고, 상기 제1 강화프레임 및 상기 사이드실 프레임에 접합된 제2 강화프레임;을 포함하되,상기 제1 강화프레임 및 상기 제2 강화프레임은,상기 사이드실 프레임의 두께방향 단면에서 상기 중공부에 폐단면을 형성하도록 상기 중공부에 배치된 차량용 사이드 실.
- 제1항에 있어서,상기 사이드실 프레임, 상기 제1 강화프레임 및 상기 제2 강화프레임 중 적어도 어느 하나는 강재로 된 차량용 사이드 실.
- 제2항에 있어서,상기 제1 강화프레임 및 상기 제2 강화프레임은,상기 사이드실 프레임의 길이방향으로의 단면 형상이 요철부를 포함하는 차량용 사이드 실.
- 제3항에 있어서,상기 제1 강화프레임 및 상기 제2 강화프레임은 상기 중공부에서 중첩된 차량용 사이드 실.
- 제4항에 있어서,상기 요철부는,상기 사이드실 프레임의 길이방향으로 돌출부와 오목부가 연속되어 형성된 차량용 사이드 실.
- 제5항에 있어서,상기 제1 강화프레임의 상기 돌출부는 상기 제2 강화프레임의 상기 돌출부에 중첩되고, 상기 제1 강화프레임의 상기 오목부는 상기 제2 강화프레임의 상기 오목부에 중첩된 차량용 사이드 실.
- 제1항 내지 제6항 중 어느 한 항에 있어서,상기 사이드실 프레임은,상기 제1 강화프레임이 접합된 제1 사이드실 프레임; 및상기 제1 사이드실 프레임과 접합되고, 그 내면에 상기 제2 강화프레임이 접합된 제2 사이드실 프레임;을 포함하는 차량용 사이드 실.
- 제7항에 있어서,상기 제1 강화프레임의 두께 방향 단면의 형상은,양 단부가 절곡되어 형성되고, 상기 제1 사이드실 프레임의 내면에 접합된 복수의 제1 하부플랜지부;복수의 상기 제1 하부플랜지부에 각각 이어지고, 상기 제2 강화프레임 방향으로 연장된 복수의 제1 연장부; 및복수의 상기 제1 연장부에 이어지는 제1 상부플랜지부;를 포함하는 차량용 사이드 실.
- 제8항에 있어서,상기 제2 강화프레임의 두께 방향 단면의 형상은,상기 제1 연장부에 접합되고, 상기 제2 사이드실 프레임 방향으로 연장된 복수의 제2 연장부; 및상기 제2 연장부에 이어지고, 상기 제2 사이드실 프레임의 내면에 접합된 제2 상부플랜지부;를 포함하는 차량용 사이드 실.
- 제9항에 있어서,상기 제2 상부플랜지부는,평면인 차량용 사이드 실.
- 제9항에 있어서,상기 제2 강화프레임의 두께 방향 단면의 형상은,상기 제2 연장부가 단이 진 차량용 사이드 실.
- 제11항에 있어서,상기 제2 강화프레임의 두께 방향 단면에서 복수의 상기 제2 연장부 사이의 폭은,일측의 상기 제2 연장부의 단부에서 타측의 상기 제2 연장부의 단부까지의 폭이 가장 넓은 차량용 사이드 실.
- 제12항에 있어서,상기 제2 연장부의 단부는 상기 제1 연장부 상에 존재하는 차량용 사이드 실.
- 제9항 내지 제13항 중 어느 한 항에 있어서,상기 제1 하부플랜지부는 상기 제1 사이드실 프레임에 용접 접합되고,상기 제2 연장부는 상기 제1 연장부에 용접 접합되고,상기 제2 상부플랜지부는 상기 제2 사이드실 프레임에 접착제 접합되는 차량용 사이드 실.
Priority Applications (2)
Application Number | Priority Date | Filing Date | Title |
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EP22833497.5A EP4365065A1 (en) | 2021-06-28 | 2022-06-22 | Side sill for vehicle |
CN202280045930.1A CN117580752A (zh) | 2021-06-28 | 2022-06-22 | 用于车辆的侧梁 |
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
KR1020210083670A KR20230001131A (ko) | 2021-06-28 | 2021-06-28 | 차량용 사이드 실 |
KR10-2021-0083670 | 2021-06-28 |
Publications (1)
Publication Number | Publication Date |
---|---|
WO2023277441A1 true WO2023277441A1 (ko) | 2023-01-05 |
Family
ID=84692899
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
PCT/KR2022/008866 WO2023277441A1 (ko) | 2021-06-28 | 2022-06-22 | 차량용 사이드 실 |
Country Status (4)
Country | Link |
---|---|
EP (1) | EP4365065A1 (ko) |
KR (1) | KR20230001131A (ko) |
CN (1) | CN117580752A (ko) |
WO (1) | WO2023277441A1 (ko) |
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KR20230071531A (ko) * | 2021-11-16 | 2023-05-23 | 주식회사 포스코 | 차량용 사이드실 |
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KR0142928B1 (ko) * | 1995-10-10 | 1998-08-01 | 전성원 | 자동차의 사이드실 보강구조 |
KR19980043143U (ko) | 1996-12-24 | 1998-09-25 | 양재신 | 자동차용 사이드 실의 보강구조 |
KR200238035Y1 (ko) * | 1997-12-13 | 2001-11-16 | 이계안 | 자동차의사이드실보강구조 |
KR20100061288A (ko) * | 2008-11-27 | 2010-06-07 | 주식회사 포스코 | 복수의 충돌에너지 흡수단계를 갖는 차량의 충돌에너지 흡수장치 |
JP5516361B2 (ja) * | 2010-11-19 | 2014-06-11 | マツダ株式会社 | 車両のサイドシル構造 |
JP5962627B2 (ja) * | 2013-09-27 | 2016-08-03 | トヨタ自動車株式会社 | 車体補強構造 |
-
2021
- 2021-06-28 KR KR1020210083670A patent/KR20230001131A/ko unknown
-
2022
- 2022-06-22 CN CN202280045930.1A patent/CN117580752A/zh active Pending
- 2022-06-22 WO PCT/KR2022/008866 patent/WO2023277441A1/ko active Application Filing
- 2022-06-22 EP EP22833497.5A patent/EP4365065A1/en active Pending
Patent Citations (6)
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KR0142928B1 (ko) * | 1995-10-10 | 1998-08-01 | 전성원 | 자동차의 사이드실 보강구조 |
KR19980043143U (ko) | 1996-12-24 | 1998-09-25 | 양재신 | 자동차용 사이드 실의 보강구조 |
KR200238035Y1 (ko) * | 1997-12-13 | 2001-11-16 | 이계안 | 자동차의사이드실보강구조 |
KR20100061288A (ko) * | 2008-11-27 | 2010-06-07 | 주식회사 포스코 | 복수의 충돌에너지 흡수단계를 갖는 차량의 충돌에너지 흡수장치 |
JP5516361B2 (ja) * | 2010-11-19 | 2014-06-11 | マツダ株式会社 | 車両のサイドシル構造 |
JP5962627B2 (ja) * | 2013-09-27 | 2016-08-03 | トヨタ自動車株式会社 | 車体補強構造 |
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CN117580752A (zh) | 2024-02-20 |
KR20230001131A (ko) | 2023-01-04 |
EP4365065A1 (en) | 2024-05-08 |
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