US20190152304A1 - Door beam - Google Patents

Door beam Download PDF

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Publication number
US20190152304A1
US20190152304A1 US16/198,941 US201816198941A US2019152304A1 US 20190152304 A1 US20190152304 A1 US 20190152304A1 US 201816198941 A US201816198941 A US 201816198941A US 2019152304 A1 US2019152304 A1 US 2019152304A1
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US
United States
Prior art keywords
pair
door beam
aluminum alloy
flanges
webs
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Abandoned
Application number
US16/198,941
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English (en)
Inventor
Masatoshi Yoshida
Takahiro Shikama
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Kobe Steel Ltd
Original Assignee
Kobe Steel Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Family has litigation
First worldwide family litigation filed litigation Critical https://patents.darts-ip.com/?family=62107338&utm_source=google_patent&utm_medium=platform_link&utm_campaign=public_patent_search&patent=US20190152304(A1) "Global patent litigation dataset” by Darts-ip is licensed under a Creative Commons Attribution 4.0 International License.
Application filed by Kobe Steel Ltd filed Critical Kobe Steel Ltd
Assigned to KABUSHIKI KAISHA KOBE SEIKO SHO (KOBE STEEL, LTD.) reassignment KABUSHIKI KAISHA KOBE SEIKO SHO (KOBE STEEL, LTD.) ASSIGNMENT OF ASSIGNORS INTEREST (SEE DOCUMENT FOR DETAILS). Assignors: SHIKAMA, TAKAHIRO, YOSHIDA, MASATOSHI
Publication of US20190152304A1 publication Critical patent/US20190152304A1/en
Priority to US16/561,659 priority Critical patent/US10843537B2/en
Abandoned legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60J—WINDOWS, WINDSCREENS, NON-FIXED ROOFS, DOORS, OR SIMILAR DEVICES FOR VEHICLES; REMOVABLE EXTERNAL PROTECTIVE COVERINGS SPECIALLY ADAPTED FOR VEHICLES
    • B60J5/00—Doors
    • B60J5/04—Doors arranged at the vehicle sides
    • B60J5/042—Reinforcement elements
    • B60J5/0422—Elongated type elements, e.g. beams, cables, belts or wires
    • B60J5/0438—Elongated type elements, e.g. beams, cables, belts or wires characterised by the type of elongated elements
    • B60J5/0443—Beams
    • B60J5/0444—Beams characterised by a special cross section
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B21—MECHANICAL METAL-WORKING WITHOUT ESSENTIALLY REMOVING MATERIAL; PUNCHING METAL
    • B21C—MANUFACTURE OF METAL SHEETS, WIRE, RODS, TUBES, PROFILES OR LIKE SEMI-MANUFACTURED PRODUCTS OTHERWISE THAN BY ROLLING; AUXILIARY OPERATIONS USED IN CONNECTION WITH METAL-WORKING WITHOUT ESSENTIALLY REMOVING MATERIAL
    • B21C23/00—Extruding metal; Impact extrusion
    • B21C23/02—Making uncoated products
    • B21C23/04—Making uncoated products by direct extrusion
    • B21C23/14—Making other products
    • B21C23/142—Making profiles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60J—WINDOWS, WINDSCREENS, NON-FIXED ROOFS, DOORS, OR SIMILAR DEVICES FOR VEHICLES; REMOVABLE EXTERNAL PROTECTIVE COVERINGS SPECIALLY ADAPTED FOR VEHICLES
    • B60J5/00—Doors
    • B60J5/04—Doors arranged at the vehicle sides
    • B60J5/042—Reinforcement elements
    • B60J5/0422—Elongated type elements, e.g. beams, cables, belts or wires
    • B60J5/0438—Elongated type elements, e.g. beams, cables, belts or wires characterised by the type of elongated elements
    • B60J5/0443—Beams
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60J—WINDOWS, WINDSCREENS, NON-FIXED ROOFS, DOORS, OR SIMILAR DEVICES FOR VEHICLES; REMOVABLE EXTERNAL PROTECTIVE COVERINGS SPECIALLY ADAPTED FOR VEHICLES
    • B60J5/00—Doors
    • B60J5/04—Doors arranged at the vehicle sides
    • B60J5/048—Doors arranged at the vehicle sides characterised by the material
    • B60J5/0483—Doors arranged at the vehicle sides characterised by the material lightweight metal, e.g. aluminum, magnesium
    • C—CHEMISTRY; METALLURGY
    • C22—METALLURGY; FERROUS OR NON-FERROUS ALLOYS; TREATMENT OF ALLOYS OR NON-FERROUS METALS
    • C22C—ALLOYS
    • C22C21/00—Alloys based on aluminium
    • C22C21/10—Alloys based on aluminium with zinc as the next major constituent

Definitions

  • the present invention relates to a door beam for an automobile formed of an aluminum alloy extrusion of a closed cross-section structure.
  • a door beam formed of an aluminum alloy extrusion generally includes a pair of flanges (an outer flange positioned on the outer side in the vehicle body width direction and an inner flange positioned on the inner side in the vehicle body width direction) and a pair of webs connecting the pair of flanges with each other (refer to JP-A No. 2006-233336).
  • the door beam has a closed cross-section structure that is formed by these pairs of the flanges and the webs.
  • the aluminum alloy extrusion of such a closed cross-section structure is manufactured using a hollow die such as a porthole die, a bridge die, and a spider die.
  • a porthole die combining a mandrel body and a die is used, the mandrel body including plural portholes.
  • An aluminum billet pressed into the porthole die is divided by the portholes, thereafter surrounds the mandrel to be welded and integrated again, and becomes an extrusion of a closed cross-section structure with the inner surface being formed by the mandrel and with the outer surface being formed by the die.
  • a welded portion exists inevitably.
  • the structure is different between the welded portion and the portions other than the welded portion (normal portion), and such a fact becomes a problem that the mechanical property for example the rupture limit of the welded portion is lower compared to the normal portion.
  • low rupture limit of the welded portion possibly causes drop of the strength and the energy absorption amount of the door beam as an energy absorption member.
  • a door beam includes an aluminum alloy extrusion body extended in a longitudinal direction and having a pair of webs and a pair of flanges to be positioned on an inner side and an outer side in a width direction of a vehicle body.
  • the pair of webs connect the pair of flanges at joint portions of each of the pair of webs such that the pair of webs and the pair of flanges form a closed cross section in a direction perpendicular to the longitudinal direction, and the pair of webs do not have a welded portion.
  • FIG. 1A is a cross section of a door beam according to an embodiment of the present invention.
  • FIG. 1B is a cross section of the door beam which is bent and deformed due to a collision
  • FIG. 2A is a cross section of a door beam according to another embodiment
  • FIG. 2B is a cross section of the door beam which is bent and deformed due to a collision
  • FIG. 3A illustrates a shape of a door beam in the stage of the first half of a collision
  • FIG. 3B illustrates a shape of the door beam in the stage of the latter half of the collision
  • FIG. 4 is a schematic drawing that illustrates the residual stress distribution in a cross section of the door beam bent to have a large radius
  • FIG. 5 is a cross section of a door beam according to still another embodiment of the present invention.
  • FIG. 6 is a plan view of a door beam according to yet another embodiment of the present invention along the longitudinal direction which is curved in a convex form toward the outer side in a width direction of a vehicle body;
  • FIG. 7 is a plan view of a door beam which is press-formed according to an embodiment of the present invention.
  • FIG. 1A and FIG. 1B a door beam according to an embodiment of the present invention will be explained referring to FIG. 1A and FIG. 1B .
  • a door beam 1 illustrated in FIG. 1A is formed of an aluminum alloy extrusion of a closed cross-section structure having a welded portion along the longitudinal direction (extruding direction).
  • the door beam 1 is straight in the longitudinal direction, and includes a pair of flanges (an inner flange 2 , an outer flange 3 ) positioned on the inner side and the outer side in the vehicle body width direction and a pair of webs 4 , 5 connecting the pair of flanges with each other.
  • Each of the inner flange 2 and the outer flange 3 includes portions (protruding flanges 2 a, 2 b, 3 a, 3 b ) protruding outward from joint sections with a pair of the webs 4 , 5 .
  • Both of a pair of the flanges 2 , 3 and a pair of the webs 4 , 5 have a flat plate shape, and are formed to be substantially orthogonal to each other.
  • one or more intermediate ribs 8 may be arranged between a pair of the webs 4 , 5 as shown in FIG. 5 .
  • the protruding flanges 2 a, 2 b, 3 a, 3 b are arranged at both ends of a pair of the flanges 2 , 3 respectively, however, this point is not indispensable, and the door beam 1 may has such a cross-sectional shape that the protrusion flange is not arranged in one or both of the flanges.
  • welded portions 6 , 7 are formed in a pair of the flanges 2 , 3 .
  • the welded portions 6 , 7 are formed along the longitudinal direction of the door beam 1 (the extruding direction of the aluminum alloy extrusion).
  • the position of the welded portions 6 , 7 in the width direction of a pair of the flanges 2 , 3 is not particularly limited. However, from a viewpoint of preventing the welded portions 6 , 7 from becoming a point of origin of occurrence of breakage at the time of a collision, it is preferable that the position of the welded portions 6 , 7 is between the web 4 and the web 5 avoiding the joint portion of the flanges 2 , 3 and the webs 4 , 5 , and the center portion of the web 4 and the web 5 (such a position that the distance from the web 4 is substantially the same as the distance from the web 5 ) as illustrated in FIG. 1A is more preferable.
  • the position of the welded portion is between the web 4 and the web 5 (between the web 4 and the intermediate rib 8 and/or between the web 5 and the intermediate rib 8 ) avoiding the joint portion of the intermediate rib 8 and the flanges 2 , 3 .
  • the aluminum alloy extrusion of a closed cross-section structure which is a raw material of the door beam 1 is manufactured using a hollow die such as a porthole die, a bridge die, and a spider die.
  • the welded portions 6 , 7 described above are formed by that the metal flow is once divided inside the hollow die and are integrated thereafter, exist along the longitudinal direction (the extruding direction) of the aluminum alloy extrusion, and have a micro-structure different from that of a portion (the normal portion) other than the welded portion.
  • FIG. 2A illustrates a cross-sectional view of a door beam 11 (conventional material) having a form different from that of the door beam 1 ( FIG. 1A ) related to the present disclosure.
  • a door beam 11 conventional material
  • FIG. 2A portions substantially the same as those of the door beam 1 of FIG. 1A are marked with the same reference signs.
  • the door beam 11 is formed of an aluminum alloy extrusion of a closed cross-section structure having a welded portion along the longitudinal direction (extruding direction), and has a closed cross-section structure substantially the same as that of the door beam 1 .
  • welded portions 16 , 17 are formed in a pair of the webs 4 , 5 differently from the door beam 1 .
  • the welded portions 16 , 17 are formed along the longitudinal direction of the door beam 1 (the extruding direction of the aluminum alloy extrusion) similarly to the welded portions 6 , 7 of the door beam 1 .
  • the door beam receives the collision load, it is required to increase the energy absorption amount.
  • it is required to make the web buckle so that the flange on the inner side in the vehicle width direction (the back side of the collision) is not broken and to relax the tensile strain generated in the flange on the inner side in the vehicle width direction particularly in the stage of the latter half of the collision.
  • the web buckles the web is bendingly deformed around its middle region in the vehicle width direction, and the strain is concentrated locally to this region.
  • the welded portions 16 , 17 are formed in a pair of the webs 4 , 5 to which the strain is liable to concentrate. Therefore, in the stage of the latter half of the collision (refer to FIG. 2B ), a pair of the webs 4 , 5 bucklingly deforms in the early stage, which is originated from the welded portions 16 , 17 , or the webs 4 , 5 are liable to be easily broken in the welded portions 16 , 17 , and the energy absorption performance from then onward deteriorates.
  • the welded portions 6 , 7 are not formed in a pair of the webs 4 , 5 . Therefore, in the stage of the latter half of a collision (refer to FIG. 1B ), such an event is avoided that the welded portions 6 , 7 become a point of origin of the buckling deformation of a pair of the webs 4 , 5 , rupture of a pair of the webs 4 , 5 comes to hardly occur, and thereby deterioration of the energy absorption performance can be prevented.
  • this bending deformation is such a deformation type that a tensile or compressive load is received by the whole of a pair of the flanges 2 , 3 in the longitudinal direction, and the occupying rate of the welded portions 6 , 7 in the whole of a pair of the flanges 2 , 3 is comparatively small.
  • a door beam may be subjected to bend forming (so-called large radius bending) in the longitudinal direction, and may thereby have a shape of being curved so as to be convex to the outer side in the vehicle body width direction (refer to FIG. 6 of this application and FIG. 5 ( b ) of JP-A No. 2015-147490 for example).
  • the cross-section structure illustrated in FIG. 1A and FIG. 1B is suitable to be applied to a door beam that is subjected to such bend forming.
  • the residual stress distribution within the door beam generally becomes such a one as illustrates by the solid line in FIG. 4 .
  • Xc is the neutral axis of bending
  • the right side of the axis Y is for the tensile stress
  • the left side is for the compressive stress.
  • the residual tensile stress becomes the maximum at a position slightly closer to the outer flange 3 from the neutral axis Xc.
  • the residual stress distribution within the door beam generally becomes such a one as illustrated by the broken line in FIG. 4 . Since the neutral axis Xc of bending moves to the inner flange 2 side by a tensile force, the residual tensile stress becomes the maximum at a position closer to the inner flange 2 side compared to the case of the simple bending. In any event, within the door beam having been subjected to bend forming, a large tensile stress remains in a generally center region in the vehicle width direction of the webs 4 , 5 .
  • the welded portion In an aluminum alloy extrusion of a closed cross-section structure, the welded portion is more liable to cause stress corrosion cracking compared to a portion other than the welded portion (the normal portion).
  • the stress corrosion cracking is liable to occur in the region.
  • the welded portions 6 , 7 (refer to FIG. 1A ) where the stress corrosion cracking is liable to occur are not formed in the webs 4 , 5 where a high tensile stress remains by bend forming.
  • the stress corrosion cracking is less likely to occur in the webs 4 , 5 compared to the door beam where the welded portions 16 , 17 (refer to FIG. 2A ) are formed in the webs 4 , 5 , and therefore it is also possible to perform tougher bend forming.
  • a door beam may be subjected to a pressing work (crushing work) at least in a portion of the longitudinal direction, and may thereby include a crushing work section where the gap between a pair of the flanges becomes narrow in a portion of the longitudinal direction as shown in FIG. 7 .
  • FIG. 7 shows an example where crushing (or press-forming) is applied on the flange 3 in a direction toward the flange 2 , but the flange 2 may receive such crushing in a direction toward the flange 3 .
  • the cross-section structure illustrated in FIG. 1A and FIG. 1B is suitable to be applied to a door beam that is subjected to such bend forming.
  • the stress corrosion cracking is less likely to occur in the webs 4 , 5 compared to the door beam (refer to FIG. 2A ) where the welded portions 16 , 17 are formed in a pair of the webs 4 , 5 , and therefore it is also possible to perform a tougher crushing work.
  • the aluminum alloy extrusion that is a raw material of the door beam is not particularly limited, a 7000-series aluminum alloy extrusion having a high strength which is lower in the rupture limit and is liable to cause a problem of the stress corrosion cracking compared to the 6000-series aluminum alloy extrusion can be employed suitably.
  • the composition of the 7000-series aluminum alloy the composition specified in JIS or AA Standards can be applied.
  • compositions including Zn: 3-8 mass %, Mg: 0.4-2.5 mass %, Cu: 0.05 to 2.0 mass %, and Ti: 0.005 to 0.2 mass %, further including one kind or more out of Mn: 0.01 to 0.3 mass %, Cr: 0.01 to 0.3 mass %, and Zr: 0.01 to 0.3 mass % with the remainder including Al and impurities.
  • An aspect of the present invention is to provide a door beam formed of an aluminum alloy extrusion of a closed cross-section structure having a welded portion, which is not likely to get ruptured at the time of collision.
  • a door beam according to an embodiment of the present invention is formed of an aluminum alloy extrusion of a closed cross-section structure having a welded portion along the longitudinal direction (extruding direction) and includes a pair of flanges positioned on the inner side and the outer side in the vehicle body width direction and a pair of webs connecting the pair of flanges with each other, and the welded portion is arranged in the pair of flanges and is not arranged in the webs.
  • a door beam according to an embodiment of the present invention, by arranging the welded portion in the pair of flanges and not arranging the welded portion in the pair of the webs, such an event can be avoided that the welded portion becomes a point of origin of deformation in the buckling deformation of the web at the time of a collision, and thereby rupture of the webs comes to be not likely to occur at the time of a collision.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Materials Engineering (AREA)
  • Metallurgy (AREA)
  • Organic Chemistry (AREA)
  • Body Structure For Vehicles (AREA)
  • Extrusion Of Metal (AREA)
US16/198,941 2017-11-22 2018-11-23 Door beam Abandoned US20190152304A1 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
US16/561,659 US10843537B2 (en) 2017-11-22 2019-09-05 Door beam

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2017225001A JP6322329B1 (ja) 2017-11-22 2017-11-22 ドアビーム
JP2017-225001 2017-11-22

Related Child Applications (1)

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US16/198,941 Abandoned US20190152304A1 (en) 2017-11-22 2018-11-23 Door beam
US16/561,659 Active US10843537B2 (en) 2017-11-22 2019-09-05 Door beam

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EP (1) EP3489055B1 (fr)
JP (1) JP6322329B1 (fr)
CN (1) CN109808466B (fr)

Cited By (4)

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US10562087B2 (en) * 2018-04-24 2020-02-18 Kobe Steel, Ltd. Door beam
US11124050B2 (en) 2019-05-22 2021-09-21 Kobe Steel, Ltd. Aluminum alloy door beam
US11318899B2 (en) * 2018-05-08 2022-05-03 Kobe Steel, Ltd. Bumper reinforcement
US11491525B2 (en) 2019-03-01 2022-11-08 Kobe Steel, Ltd. Aluminum alloy component

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US20190389286A1 (en) 2019-12-26
JP6322329B1 (ja) 2018-05-09
JP2019093905A (ja) 2019-06-20
CN109808466A (zh) 2019-05-28
EP3489055B1 (fr) 2021-03-10
CN109808466B (zh) 2022-05-13

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