KR100984401B1 - Front lower reinforcement with maximum protection and the car with it - Google Patents

Abstract

The present invention relates to a lower reinforcement installed below an energy absorber of a front bumper of a vehicle for protection of a pedestrian in a collision and a vehicle equipped with the same. An object of the present invention is to protect the driver and pedestrian by effectively absorbing the collision energy due to the low speed collision, and to prevent permanent deformation of the vehicle body. The front lower reinforcement of the present invention is one transverse reinforcement bar is disposed in the form of the front surface crosses in the left and right direction of the vehicle along the outer shape of the bumper to absorb the front shock, and both rears of the rear reinforcement bar Each rear end is coupled to the front body and is composed of two rear crash boxes for absorbing the front shock transmitted from the transverse reinforcement bar, and the rear crash box has a rear crash according to the front impact to improve the shock absorption rate. Deformation inducing parts are formed that serve to distort more easily than other parts of the box.

Car, front, bottom, stiffener, stiffener, crash, box, bodywork

Description

Front end lower stiffner maximizable the protection function and an automobile having girls}

The present invention relates to a lower reinforcement that is installed under the energy absorber of the front bumper of a vehicle to protect a pedestrian during a collision, and more particularly, effectively protects the driver and pedestrian by absorbing collision energy due to a low speed collision. It relates to a front lower reinforcement of a vehicle with a maximum protection function to prevent permanent deformation of the vehicle and a vehicle having such a front lower reinforcement.

Various examples of the front lower reinforcement of the vehicle, Korean Patent No. 10-0633912, Korean Patent Publication No. 10-2007-0047129, Korean Patent No. 10-0691199, Korean Patent Publication No. 10-2007-0068952 Korean Patent Laid-Open Publication No. 10-2005-0068571, Korean Patent Laid-Open Publication No. 10-2007-0063193, and the like.

As can be seen from the above publications, the front lower reinforcement of the vehicle is the front bumper of the vehicle front body portion (typically 'bumper' is placed inside the bumper fascia and the impact of collision between vehicles An energy absorber that absorbs light, an impact beam that supports the rear of it, and an impact beam for mounting the impact beam to the front of a longitudinal member (also known as a side rail), the chassis frame. Bracket's combination. 'Front bumper' referred to below refers to this combination portion} is installed in the lower portion serves to reduce the damage to the knee joint of the pedestrian when colliding with the pedestrian.

In short, the front lower reinforcement is mounted on the front body of the car below the front bumper and protrudes the same length as the front bumper, allowing the pedestrian's knee joint and lower leg to collide with the bumper at the same time, resulting in a uniform pedestrian's leg. Impacts, and even more, lift the pedestrian's leg in the event of a collision, preventing the pedestrian's leg from entering the underside of the car and causing the pedestrian to fall over (securely) over the hood. This will prevent pedestrians from being injured excessively.

To specify the conditions that these front lower stiffeners must satisfy, European legislation requires the bending angle that the leg model receives when the car collides with the leg form of the pedestrian at a speed of about 40 km / h. Lower leg form tests, which measure shear, shear displacement, and acceleration, are required. Here, the bending angle is related to the bending angles of the thigh and lower thigh around the knee joint, and the acceleration is related to the energy absorption (collision energy absorption). However, the bending angle and the acceleration may be opposite to each other. For example, when the front lower reinforcement has high rigidity, the deformation of the reinforcement (deformation at the time of collision) is small, the bending angle is small, but the energy absorption rate is low, and the acceleration value increases. On the contrary, when the front lower reinforcement material has low rigidity, the bending angle is large, but the energy absorption rate is high, and the acceleration value is low. The rigidity of this front lower reinforcement is determined by the material, the cross-sectional structure, the support (reinforcement) structure, shape, shape, and the like.

In addition, a low-speed offset collision test of the front lower reinforcement or bumper when the front low-speed offset collision of about 15 km / h, that is, the front to the left and right side collision, is conducted. Through this low-speed offset collision test, it is possible to measure how much energy is absorbed when colliding with a pedestrian, and the protection performance of the vehicle body by absorbing collision energy together with the pedestrian protection performance.

1 and 2 schematically show one example of a conventional front lower reinforcement (commonly referred to as a 'lower stiffner') and a front body structure of an automobile having it.

As shown in FIG. 1, the front body portion of the vehicle includes a front body 10, a bumper 20 installed at the front upper portion of the front body 10, and a front lower portion of the front body 10. It comprises a lower reinforcement (30).

The bumper 20 is typically an energy absorber 22, an impact beam 23, and a bumper stayer installed inside the rear of a bumper fascia 21. Stay 24 is sequentially coupled, the rear end portion of the bumper stay 24 is a longitudinal member (or side rail) which is a chassis disposed in the longitudinal direction on both the left and right sides of the vehicle It is also coupled to 25).

The lower reinforcement 30 is formed in a shape extending substantially in the left and right directions of the vehicle along the outer shape of the bumper 20, and is disposed inside the rear of the bumper passer 21 so that both ends thereof Coupling to the front body (10). Although not illustrated in FIG. 2, the front body 10 supports a radiator to a lower portion of the center, a hood to an upper portion thereof, a headlamp is installed on left and right sides, and a fender is provided on both left and right ends thereof. It is part to be combined.

However, since the conventional front lower reinforcement is composed of a single-piece steel bar or steel pipe mainly composed of one part, as shown in Figs. 1 and 2, when the low-speed offset collision of about 15 km / h But the damage to the body has a big disadvantage.

Therefore, the shock applied to the steel bar and the bumper is not effectively absorbed and transmitted to the vehicle body, and the pedestrian and the driver are more likely to be injured, and the basic frames and devices of the car body are permanently deformed, resulting in excessive repair costs. There is a problem of invisible damage causing danger or shortened life.

The present invention was developed to solve the above problems, and an object of the present invention is to protect the driver and the pedestrian by effectively absorbing the collision energy due to the low speed collision, and also to prevent the permanent deformation of the vehicle body. It is to provide a front lower reinforcement for maximum function and a vehicle having such a front lower reinforcement.

In order to achieve the above object, the front lower reinforcement according to the present invention is mounted to the front body of the vehicle under the front bumper, so that a uniform impact is applied to the knee joint portion and the lower leg of the pedestrian together with the bumper during collision. A front lower reinforcement for protecting pedestrians, the front surface contour of which is arranged in a form transverse to the left and right of the vehicle along the outer shape of the bumper, so as to absorb a front impact, The rear end of the rear crash box is provided with two rear crash boxes for absorbing the front shock transmitted from the transverse reinforcing bar while supporting the rear end of each end, respectively. To make it easier to crush than other parts of the rear crash box. And a strain characterized in that the guide portion is formed to.

Herein, the deformation induction part may be formed as a waveform extension part in which a cross section of the crash box is extended outward in a circumferential direction at one or more points in the longitudinal direction of the rear crash box.

In the front lower reinforcement of the present invention, the transverse reinforcement bar may have a substantially '⊂' cross-sectional shape having a rear opening and having an upper, a lower wall and a front side wall.

In the lower front reinforcement member of the present invention, a buffer through hole penetrating in the vertical direction is formed at a point adjacent to both end portions of the transverse reinforcement bar, so that the buffer through hole when a pedestrian collides near the both end portions. It is preferable to make the impact energy absorption effect also manifest.

On the other hand, the motor vehicle according to the present invention is to mount the crash box of the front lower reinforcement of the present invention to the front body under the front bumper.

According to the front lower reinforcement according to the present invention, the front lower reinforcement is divided into a transverse reinforcement bar and a rear crash box connected to both rear ends of the transverse reinforcement bar, thereby inducing collision energy to be distributed to the crash box and absorbing therein. More secure protection for pedestrians and drivers, but especially permanent deformation of the front body part.

3 to 5 show a front lower reinforcement according to the present invention, FIG. 3 is a front perspective view, FIG. 4 is a rear perspective view, and FIG. 5 is a plan view.

As shown in Figures 3 to 5, the front lower reinforcement according to the present invention consists of three pieces, all three pieces: one transverse reinforcement bar 30 and two rear crash box 40. .

The transverse reinforcing bars 30 are arranged in such a way that their front surface contours traverse in the lateral direction of the vehicle along the outer shape of the bumper to absorb shocks from the front. In addition, the rear crash box 40 has its front end coupled to the transverse reinforcement bar 30 by welding or the like, and a rear side of the rear crash box 40 is formed with a flange 41, and through the flange 41, It is coupled to the front body, ie the car body. The rear crash box 40 of the present invention shares and absorbs the front shock transmitted from the lateral reinforcement bar 30 while supporting the rear of both ends of the lateral reinforcement bar 30.

The rear crash box 40 is formed with a deformation guide portion 42 for improving the impact absorption rate. Since the deformation guide portion 42 is a portion intended to be more easily distorted than other portions of the rear crash box 30 with respect to the front impact, it induces the rear crash box 40 to be easily distorted in the front collision, and thus In addition to improving shock absorption, the front shock is prevented from being transmitted to the vehicle body. The preferred structure thereof will be described in more detail later with reference to FIGS. 7A, 7B and 8.

Meanwhile, the transverse reinforcing bar 30 may have a buffering through hole 31 penetrating upward and downward at a portion adjacent to both end portions thereof, that is, a point adjacent to both end portions to which the rear crash box 40 is coupled. . That is, when the pedestrian collides near both end portions of the lateral reinforcement bar 30, the deformable space is secured by the buffer through hole 31 to enhance the effect of absorbing the impact energy. Both end portions of the lateral reinforcement bar 30 are portions that are difficult to absorb energy because they are supported (supported) by the front crash box 10 of the vehicle by the rear crash box 40. In this case, when the buffer through-hole 31 is formed as in the present invention, the rigidity of the front reinforcement portion 31a constituting the front portion of the buffer through-hole 31 is lowered and a space capable of deforming to the rear is secured. This improves the energy absorption rate at the beginning of the impact to mitigate the impact on the pedestrian, while the rear reinforcement portion 31b of the buffer through-hole 31 compensates for the rear stiffness after the collision has progressed to deteriorate the bending angle (bending By preventing excessively large angles, the energy absorption rate and the bending angle can be harmoniously balanced and the pedestrian injuries caused by the decrease in the energy absorption rate can be reduced. The improvement of the energy absorption rate at the beginning of the collision to mitigate the impact applied to the pedestrians prevents the impact from reaching the vehicle body, and therefore, the effect is increased with the introduction of the rear crash box 40 described above.

3 to 5, the buffer through hole 31 may be formed in the form of a single long hole, and the plurality of short holes may be formed in the longitudinal direction of the transverse reinforcing bar 30. It may be made in the form arranged at any interval according to.

FIG. 6 is a cross-sectional view taken along line A-A and line B-B of FIG. 5, respectively, showing a preferred embodiment of the cross-sectional shape of the transverse reinforcing bar 30 according to the present invention. As shown in FIG. 6, the lateral reinforcement bar 30a may have an approximately '⊂' shaped cross section having an opening at the rear and having upper and lower walls 32a and 32b and a front sidewall 32c. In this case, the buffer through hole 31 is formed to penetrate the upper wall 32a and the lower wall 32b.

This cross-section reinforcement bar 30a of the '⊂'-shaped cross section has a shape that is generally opened backward, absorbs energy at the beginning of the collision to mitigate the impact on the pedestrian's legs, and after the collision, the rear stiffness to some extent This ensures that the pedestrian's legs are not excessively bent.

In addition, a buffer through-hole 31 is formed at both end portions of the transverse reinforcing bar 30a, so that a space through which the front side wall 32c can be deformed by the buffer through-hole 31 is secured, thereby causing a collision. Initially, energy is absorbed to alleviate the impact applied to the pedestrian's legs, and after the collision, the rear rigidity is secured by the support of the upper wall 32a and the lower wall 32b so that the pedestrian's legs are not excessively bent. Therefore, even at both end portions of the lateral reinforcement bar 30, which is a difficult energy absorption portion, the energy absorption rate is improved at the beginning of the collision, and the rear stiffness is compensated after the collision to prevent deterioration of the bending angle. On the other hand, it is preferable that about 35% of the impact force received by the lateral reinforcement bar 30a be the rear crash box 40.

7A and 7B, respectively, show the longitudinal cross-sectional structure of the rear crash box 40 and the preferred form of the deformation guide portion 42 according to the present invention. As shown, the deformation guide portion 42 may be formed at one point in the longitudinal direction of the rear crash box 40, or at two points or three or more points as shown. The deformation guide portion 42 according to the present embodiment includes a waveform extension portion in which a cross section of the rear crash box 40 is extended outward in the circumferential direction. This waveform extension absorbs the impact force as it is crushed before other parts when the impact is applied, that is, not only at the beginning of the impact but also after the impact is transmitted from the transverse reinforcement bar 30. The deformation induction part 42 may be configured in other forms in addition to the waveform extension part. For example, around the rear crash box 40, a weak portion such as a through hole or a notch having the same or similar shape as that of the buffer through hole 31 of the transverse reinforcement bar 30 may be formed. Can be.

And the rear crash box 40, as shown in Figure 7a and 7b, has a channel (40a) of the '∩' cross-section, the bottom opening of the channel (40a) closed with a panel 40b It may be made in the form. In this case, the deformation induction part 42 may be formed only in the channel 40a portion, or may be formed in both the channel 40a and the panel 40b.

8 is a view showing a modified form during the collision of the front lower reinforcement according to the present invention. As shown, when the impact from the front (15 km / h offset collision), the transverse reinforcement bar 30 is crushed to primarily absorb the impact. This process protects the pedestrians. About 35% of the impact force is then distributed (transmitted) to the rear crash box 40. The impacted rear crash box 40 is such a waveform extension, that is, the deformation inducing portion 42 is crushed before the other areas to absorb the impact force primarily to induce deformation of the site. Therefore, the impact force acting on the lower front reinforcement is absorbed sequentially while passing through the lateral reinforcement bar 30 and the rear crash box 40, thereby lowering the impact force applied to the pedestrian at the beginning of the collision, and the impact force is Absorption to the body, i.e., the front body, can prevent permanent deformation of the body and injury to the driver.

9A and 9B are views showing the state before and after the low-speed offset collision of the vehicle to which the front lower reinforcement of the present invention is applied, respectively.

As shown in Figure 9a, the rear crash box 40 of the front lower reinforcement of the present invention is mounted to the front body 10 of the vehicle using its flange, so that the transverse reinforcement bar 30 is installed in the direction crossing the vehicle from side to side. do. The bumper 20, that is, the impact beam is disposed above the lateral reinforcement bar 30.

FIG. 9B shows a deformation state when the front slow reinforcement of the present invention is subjected to a 15 km / h forward low speed offset crash test. FIG. The nearer the color in the figure, the larger the deformation. As shown in FIG. 9B, in the vehicle equipped with the lower front reinforcement material according to the present invention, both the impact force is absorbed by the lateral reinforcement bar 30 and the crash box 40 during the low-speed offset collision, and the impact force is the front body ( It can be seen that the study deformation of the front body 10 does not occur by disappearing all before delivery to 10).

As described above, in the present invention, the front lower reinforcement is divided into a transverse reinforcement bar and a rear crash box connected to both rear ends of the transverse reinforcement bar. It is dispersed and absorbed into the crash box.

Therefore, a vehicle equipped with such a lower front reinforcement member is an excellent vehicle in which the front body portion is prevented from being permanently deformed in the front low speed collision while protecting the pedestrian and the driver more securely, and in particular, preventing the impact force from being transmitted to the front body portion. Is implemented.

1 is a perspective view of an essential part showing a structure of a conventional front lower reinforcement.

Figure 2 is a side view of the vehicle body showing the mounting state of the conventional front lower reinforcement.

3 is a front perspective view of the front lower reinforcement according to the present invention.

Figure 4 is a rear perspective view of the front lower reinforcement according to the present invention.

5 is a plan view of FIG. 3.

6 is a cross-sectional view taken along line A-A and B-B of FIG. 5 and showing a preferred example of the cross-sectional shape of the transverse reinforcing bar of the front lower reinforcement.

FIG. 7A is a cross-sectional view taken along the line C-C of FIG. 5, showing a longitudinal cross-sectional structure of the rear crash box according to the present invention and a preferred form of the deformation guide unit.

FIG. 7B is a cross-sectional view taken along the line D-D of FIG. 7A.

FIG. 8 is a cross-sectional view taken along the line C-C of FIG. 5 and illustrates a deformation form at the time of collision of the lower front reinforcement material according to the present invention.

9A and 9B show a state before and after a low-speed offset collision of the vehicle to which the front lower reinforcement of the present invention is applied, and FIG. 9A shows a mounting state before a collision, and FIG. 9B shows a state of the lower reinforcement and the body frame after the collision. The figure which shows the result of simulating a deformation state.

<Explanation of symbols for the main parts of the drawings>

10: front body 20: bumper

21: Bumper Passer 22: Energy Absorber

23: impact beam 24: bumper stay

25: Longitudinal members 30, 30a, 30b, 30c, 30d: Lateral reinforcement bars

31: through hole for cushioning 31a: front stiffener portion

31b: rear stiffener portion 32a: top wall

32b: lower wall 32c: front sidewall

40: crash box 41: flange

42: deformation induction part

Claims (5)

It is mounted on the front body of the car under the front bumper, and the front lower reinforcement for protecting the pedestrian in the event of a collision by applying a uniform impact to the knee joint portion and lower leg of the pedestrian together with the bumper, Its front surface contour is arranged along the outer shape of the bumper in the lateral direction of the vehicle so as to support one transverse reinforcement bar for absorbing the front impact, and the rear end of the transverse reinforcement bar respectively supporting the rear of both ends. Consists of two rear crash boxes coupled to the body to absorb forward impacts transmitted from the transverse reinforcement bars, The rear crash box is a front lower reinforcement of the protection function is maximized, characterized in that the deformation induction portion which serves to crush more easily than other parts of the rear crash box according to the front impact to improve the shock absorption rate. The method of claim 1, The deformation induction part, the front lower reinforcement of the vehicle with the maximum protection function, characterized in that the waveform expansion portion of the form of the cross-section of the crash box is extended outward in at least one point in the longitudinal direction of the rear crash box. The method of claim 1, The transverse reinforcement bar is a front lower reinforcement of the vehicle, the protection function is maximized, characterized in that the rear opening is formed in the '⊂' shape having an upper, lower wall and the front side wall. The method according to claim 1 or 2, A buffer through hole penetrating in the vertical direction is formed at a point adjacent to both ends of the transverse reinforcing bar, so that the impact energy absorbing effect is expressed by the buffer through hole when a pedestrian collides near the both ends. Reinforcements under the front of the car for maximum protection. An automobile characterized in that the crash box rear end of the front lower reinforcement according to any one of claims 1 to 3 is attached to the front body under the front bumper of the automobile.

Images