Patent Publication Number: US-2009236866-A1

Title: Bumper reinforcement for an automobile

Description:
TECHNICAL FIELD 
     The present invention relates to a bumper reinforcement for an automobile, and more particularly to, a bumper reinforcement for an automobile, in which at least two or more closed sectional surfaces are formed in connection parts, which is formed between an impact part and tower parts, for absorbing impact energy and preventing breakage of the bumper reinforcement when impact is applied to the bumper reinforcement, thereby reinforcing the bumper reinforcement for an automobile further. 
     BACKGROUND ART 
       FIG. 1  is an exploded perspective view showing a bumper reinforcement  10  coupled with a bumper  1  for a vehicle. As shown in  FIG. 1 , the bumper reinforcement  10  is fixed in the bumper  1 , which is respectively mounted at front and rear parts of a body frame of a vehicle, so that the bumper reinforcement absorbs impact energy effectively and prevents passengers in the automobile from being wound when collision of the automobile happens while the automobile is running. 
       FIG. 2  is a partial sectional view showing a prior art bumper reinforcement for an automobile, which includes an impact part  12  having a vertical section in the shape of “□” along the shape of the bumper  1 , and one or more tower parts  14  mounted at both end parts of the impact part  12  and having vertical side surfaces  16 . 
     The tower parts  14  are mounted to the body frame (not shown) of a vehicle at a base plate, which serve to buffer the pressure and tension generated from the bumper upon collision and prevent the impact, the pressure and the tension from being transmitted to the body frame directly. 
     Therefore, most deformation is generated at inner surfaces of the tower parts, which are located at innermost positions, and the impact part, which are in contact with the inner surfaces of the tower parts. 
     In the bumper having the tower parts  14  formed with the vertical side surfaces as above, the tower parts and the reinforcement structure become seriously deformed due to the force transmitted to the part “A” of  FIG. 3 . In this case, since the deformation is permanent, even for a weak collision, the entire bumper should be replaced with a new one. 
     In order to resolve the above problems, in improved bumper reinforcement for an automobile has been suggested in Korean Patent No. 0340464, wherein coupling parts between a body part and tower parts in the bumper reinforcement are formed inclinedly for minimizing deformation upon collision and simultaneously reducing permanent deformation, thereby extending the lifespan of the bumper. 
     in the bumper having the slant coupling parts between the body part and the tower parts, a slant surface  20  supports breakage of an upper plate  18  and a lower plate  19 , so that connection parts became strengthened and more resistant against impact, as shown in  FIG. 5 . 
     The prior art bumper reinforcement has, however, a problem that deformation cannot be sufficiently absorbed by the reinforced connection parts, so that a part C of the body part becomes broken by an impact over a predetermined degree, and collision energy absorbed by the bumper is not high. 
     Further, the prior art bumper has further problems that ends of the upper plate and the lower plate press a bumper cover upon collision so that the bumper cover is apt to be damaged, and the upper plate and the lower plate in linear contact with the bumper cover are bent at ends so that the bumper reinforcement becomes damaged partially. 
     DISCLOSURE OF INVENTION 
     Technical Problem 
     Therefore, the present invention is derived to resolve the above and any other disadvantages of the prior art. 
     According to the present invention, there is an object to provide a bumper reinforcement for an automobile, in which connection parts formed between an impact part and tower parts are formed with at least two or more closed sectional surfaces for absorbing impact energy effectively and preventing breakage of the bumper reinforcement. 
     According to the present invention, there is another object to provide a bumper reinforcement for an automobile for increasing final tolerable strength for bearing a large impact. 
     Technical Solution 
     In order to achieve the foregoing objects, the present invention provides a bumper reinforcement for an automobile including an impact part positioned at a front part of a body frame of an automobile, 
     tower parts formed at both right and left side ends of the impact part and fixed to the body frame, 
     connection parts for connecting the impact part to the tower parts, and 
     a reinforcement plate having at least two or more upper closed sectional surface and lower closed sectional surface respectively mounted divisionally. 
     the bumper reinforcement for an automobile according to the present invention 
     Therefore, the formation of the at least two or more closed sectional surfaces increases the section modulus, which remarkably increases absorbability of large impact transmitted from the center part by a head-on collision or a rear-end collision. 
     Advantageous Effects 
     As described hereinabove, according to the present invention, the reinforcement plate forms the closed sectional surfaces at spaces of the connection parts so as to improve allowable impact absorbability. 
     Therefore, even the large impact energy is effectively absorbed in the closed sectional surfaces and simultaneously a moderate ratio of deformation may be kept. 
     Further, the bumper reinforcement for an automobile according to the present invention may be commonly used for front parts of bumpers of 2.5 miles or 5 miles. Furthermore, the allowable impact absorbability is high enough to satisfy bumper-relating regulations. 
     In the meantime, a center portion of a back beam is hardly bent by impact so that the resistance against impact is relatively uniform and sensor operation for air bags becomes advantageous. 
     The collision performance of the body frame of the automobile may be increased by additionally mounting further parts in an empty space around a stay mount, and a weight of the entire bumper may be reduced. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
       The objects, features and advantages of the present invention will be more clearly understood from the following detailed description in conjunction with the accompanying drawings, in which: 
         FIG. 1  is an exploded perspective view showing a prior art bumper for an automobile; 
         FIG. 2  is a sectional view showing a prior art bumper reinforcement for an automobile; 
         FIG. 3  is a perspective view showing the prior art bumper reinforcement for an automobile; 
         FIG. 4  is a perspective view showing another prior art bumper reinforcement for an automobile; 
         FIG. 5  is a sectional view taken along the line A-A′ of  FIG. 4 ; 
         FIG. 6  to  FIG. 15  are views respectively showing different bumper reinforcements for an automobile according to preferred embodiments of the present invention, wherein  FIG. 6 ,  FIG. 8 ,  FIG. 10 ,  FIG. 12  and  FIG. 14  show exploded perspective views showing coupling states of reinforcement plates by cutting the bumper reinforcements by half approximately, and  FIG. 7 ,  FIG. 9 ,  FIG. 11 ,  FIG. 13  and  FIG. 15  are sectional views showing the bumper reinforcements cut at connection parts; 
         FIG. 16  is a graph showing a breakage curve of the prior art bumper reinforcement for an automobile, which is not formed with closed sectional surfaces; and 
         FIG. 17  is a graph showing a breakage curve of a bumper reinforcement for an automobile according to the present invention, in which closed sectional surfaces are formed at connection parts. 
     
    
    
     MODE FOR THE INVENTION 
     Now, a bumper reinforcement for an automobile according to the present invention will be described in more detail in the structure and operation thereof with reference to the accompanied drawings. The present invention is not limited thereto and the preferred embodiments are simply disclosed as examples. 
       FIG. 6  to  FIG. 15  are views respectively showing different bumper reinforcements for an automobile according to preferred embodiments of the present invention, wherein  FIG. 6 ,  FIG. 8 ,  FIG. 10 ,  FIG. 12  and  FIG. 14  show disassembled perspective view showing coupling states of reinforcement plates by cutting the bumper reinforcements by half approximately, and  FIG. 7 ,  FIG. 9 ,  FIG. 11 ,  FIG. 13  and  FIG. 15  are sectional views of the bumper reinforcements. 
       FIG. 16  is a graph showing a breakage curve of the prior art bumper reinforcement, which is not formed with closed sectional surfaces; and 
       FIG. 17  is a graph showing a breakage curve of the bumper reinforcement according to the present invention, in which closed sectional surfaces are formed at connection parts. 
     As shown in  FIG. 6  to  FIG. 15 , a bumper reinforcement for an automobile according to the present invention includes an impact part  50 , tower parts  60  and connection parts  70  for connecting the impact part  50  to the tower parts  60 . 
     The impact part  50  is positioned in the middle of the tower parts  60 , wherein contact deformation is substantially generated in the impact part  50  upon a head-on collision. The impact part  50  has an upper plate  51  and a lower plate  53  which are formed in the horizontal direction with respect to the ground and covered by a front plate  52  at front portions thereof. 
     Therefore, the upper plate  51  of the impact part  50  is formed at an upper part the bumper reinforcement  100  (upper side of  FIG. 6  to  FIG. 15 ) and the front plate  52  is mounted to the upper plate  51  perpendicularly to cover the upper plate  51 , wherein the front plate  52  is formed in the vertical direction with respect to the ground. The lower plate  53  is coupled with a lower end of the front plate  52  at an end. 
     The tower parts  60  are formed at both sides of the impact part  50  symmetrically even though one of the tower parts  60  is represented in the accompanied drawings. 
     The tower part  60  are mounted at both sides of a front part of a body frame of an automobile. 
     When the automobile collides with another automobile which is positioned in front thereof during running, the impact part  50  positioned in the center contacts the opposite automobile and becomes withdrawn, wherein deformation of the impact part  50  is absorbed by the connection parts  70 . 
     Therefore, reinforcement of the connection parts  70  is very important. 
     According to the present invention, the connection parts  70  are formed with at least two or more closed sectional surfaces for increasing section modulus to improve strength. 
       FIG. 6  and  FIG. 7  show a bumper reinforcement for an automobile according to a preferred embodiment of the present invention. 
     Referring to  FIG. 6  and  FIG. 7 , a bead groove  55  is formed from the central impact part  50  to the tower parts  60  through the connection parts  70  and entirely folded backward, and a flat reinforcement plate  80  is attached to rear surfaces of the connection parts  70 . 
     The bead groove  55  formed in the connection parts  70  is connected to the tower parts  60  as being withdrawn backward with inclination. 
     The reinforcement plate  80  may be attached to the rear surfaces of the connection parts  70 . If the reinforcement plate  80  is extended to the tower parts  60 , the closed sectional surfaces are formed in the tower parts  60 , thereby increasing reinforcement effect. 
     Referring to  FIG. 7 , the bead groove  55  is formed with a predetermined depth from sectional surfaces of the connection parts  70  for contacting the reinforcement plate  80 , so that an upper closed sectional surface  77  and a lower closed sectional surface  78  are respectively formed by two divisionally. 
     Therefore, the connection parts  70  are reinforced by the reinforcement plate  80  and the upper closed sectional surface  77  and the lower closed sectional surface  7 , which are separated from each other, increase section modulus, so that stress against impact becomes increased. 
     Attachment of the reinforcement plate  80  is carried out by spot welding while the reinforcement plate  80  is in contact with flange parts  90 , as shown in  FIG. 7 . 
     Also, adhesive agent may be used for the attachment. 
     It is preferable to attach another plate  100  to a rear part of the central impact pact  50  for forming further two or more closed sectional surfaces at a distance from the connection parts  70  to reinforce the impact part  50 . 
     Referring to  FIG. 8  and  FIG. 9 , the bead groove  55  is rounded with a relatively large radius from the central impact part  50  to the tower parts  60  through the connection parts  70 , and the reinforcement plate  80  formed in the complimentary shape with the flange parts  90  has a bead part  85  protruded by a depth for contacting the bead groove  55 . 
     The reinforcement plate  80  may be attached to the rear parts of the connection parts  70 . If the reinforcement plate  80  is extended to the tower parts  60 , the closed sectional surfaces are formed in the tower parts, so that further strength reinforcement effect may be realized, as shown in  FIG. 8  and  FIG. 9 . 
     Referring to  FIG. 9 , the bead groove  55  contacts the bead parts  85 , which is protruded from the reinforcement plate  80 , at the sectional surfaces of the connection parts  70 , so that the upper closed surfaces  77  and the lower closed surfaces  78  are formed by two divisionally. 
     Therefore, the connection parts  70  are reinforced by the reinforcement plate  80  and the upper closed surfaces  77  and the lower closed surfaces  78  increase the section modulus, increasing the stress against impact. 
     It is preferable to attach another plate  100  to a rear part of the central impact pacts  50  for forming further two or more closed sectional surfaces at a distance from the connection parts  70  to reinforce the impact part  50 . 
     Referring to  FIG. 10  and  FIG. 11 , the central impact part  50 , the connection parts  70  and the tower parts  60  are not formed with the bead groove  55  since a front plate  52  covers the impact part  50 , the connection parts  70  and the tower parts  60 . The reinforcement plate  80  is formed in the complementary shape with the flange parts  90  and has the bead part  85  protruded by the depth for contacting the front plate  52 . 
     The reinforcement plate  80  may be attached to the rear parts of the connection parts  70 . If the reinforcement plate  80  is extended to the impact part  50  and the tower parts  60 , the closed sectional surfaces are formed in the impact part  50  and the tower parts  60 , so that further strength reinforcement effect may be realized, as shown in  FIG. 10  and  FIG. 11 . 
     Referring to  FIG. 11 , the front plate  52  contacts the bead parts  85 , which is protruded from the reinforcement plate  80 , at the sectional surfaces of the connection parts  70 , so that the upper closed surfaces  77  and the lower closed surfaces  78  are formed by two divisionally. 
     Therefore, the connection parts  70  are strengthened by the reinforcement plate  80  and the upper closed surfaces  77  and the lower closed surfaces  78 , which are separated from each other, increase the section modulus, increasing the stress against impact. 
     Referring to  FIG. 12  and  FIG. 13 , the central impact part  50  is formed with flange parts  90  at upper and lower parts thereof and a bead groove  55  in the center. The impact part  50  having the flange parts  90  and the bead groove  55  is extended to the tower parts  60  through the same section by roll forming, and the connection parts  70  and the tower parts  60 , of which rear parts are attached with the reinforcement plate  80 , are formed with the bead part  85  in the complementary shape therewith. 
     The reinforcement plate  80  is extended from the connection parts  70 , which are slantly withdrawn backward, to the tower parts  60 , and two upper and lower bead parts  85  are protruded from rear surfaces thereof. 
     Referring to  FIG. 13 , the bead groove  55  contacts the reinforcement plate  80  at a cut section of the connection parts  70 , and the upper closed sectional surfaces  77  and the lower closed sectional surfaces  78  are formed by two divisionally by the bead parts  85  formed at upper and lower parts of the reinforcement plate  80 . 
     Therefore, the connection parts  70  has an increased section modulus by the upper closed surfaces  77  and the lower closed surfaces  78 , which are separated from each other, increasing the stress against impact. 
     The impact parts  50  have upper and lower spaces formed by the bead groove  55  and the upper and lower spaces are closed by plates  100 ,  110 , so that a plurality of such sealed spaces are formed in the impact parts, increasing strength of the impact parts  50 . 
     Referring to  FIG. 14  and  FIG. 15 , the central impact part  50  is extended to the tower parts  60  through a same section without a bead groove by roll forming, and the reinforcement plate  80  attached to the rear part of the impact part  50  is formed with the bead part  85  in the complementary shape with the connection parts  70  and the tower parts  60 . Referring to  FIG. 13 , the upper closed sectional surfaces  77  and the lower closed sectional surfaces  78  are further extended to the position of the central impact part  50 . 
     Therefore, the upper closed sectional surfaces  77  and the lower closed sectional surfaces  78  are extendedly formed from the impact part  50  to the tower parts  60  through the connection parts  70 , so that the section modulus becomes increased entirely and stress against impact becomes increased accordingly. 
     Referring to  FIG. 17 , the graph shows a breakage curve of the bumper reinforcement for an automobile according to the present invention, from which it becomes apparent that the stress against impact becomes increased comparing with that of  FIG. 16  which shows a graph of a breakage curve of a prior art. 
     Although the foregoing description has been made with reference to the preferred embodiments, it is to be understood that changes and modifications of the present invention may be made by the ordinary skilled in the art without departing from the spirit and scope of the present invention and appended claims.