LIGHTWEIGHT REAR BUMPER BEAM

Abstract

The present invention is about a bumper beam comprising: —a first end portion and a second end portion, —a center beam contiguous with and oriented between the first end portion and the second end portion, wherein the center beam comprises a front face and a back face; wherein the center beam has a center section and end sections at opposite ends of the center section, the end sections being adjacent to the end portions, respectively, wherein the center beam comprises horizontal and vertical ribs extending from the front face and the back face and/or between the front face and the back face, wherein the bumper beam is made of a plastic material.

Claims

1. Bumper beam comprising: a first end portion and a second end portion, a center beam contiguous with and oriented between the first end portion and the second end portion, wherein the center beam comprises a front face and a back face; wherein the center beam has a center section and end sections at opposite ends of the center section, the end sections being adjacent to the end portions, respectively, wherein the center beam comprises horizontal and vertical ribs extending from the front face and the back face and/or between the front face and the back face, wherein the bumper beam is made of a plastic material.

2. Bumper beam of claim 1, wherein a cross section of the center section is reversed with respect to a cross section of the respective end sections, such that a load transfer path is created along the center beam from the center section via the end sections to the end portions.

3. Bumper beam of claim 1, wherein a height of the center section is less with respect to the height of the end sections and/or the end portions, such that a first side edge of the center portion is offset with respect to an second side edge of an adjacent end section and/or end portion, creating an offset distance between the respective side edges.

4. Bumper beam of claim 3, wherein the first side edge of the center portion and the second side edge of the end section and/or end portion form a pair of side edges, and wherein the offset distance between opposite pairs of side edges is equal or different.

5. Bumper beam of claim 4, wherein a distance between opposite second side edges of the center section at a central axis of the bumper beam is less than a distance between opposite first side edges of the end sections and/or the end portions.

6. Bumper beam of claim 5, wherein the first and second side edges form a single smooth side edge of the center beam and/or bumper beam.

7. Bumper beam of claim 1, wherein the first end portion and the second end portion each comprise a crash can.

8. Bumper beam of claim 1, wherein diagonally oriented ribs are provided in at least a portion of the center beam and wherein the diagonally oriented ribs extend between the vertical and/or horizontal ribs.

9. Bumper beam of claim 8, wherein the angle between the longitudinal axis of the bumper beam and the diagonally oriented ribs is between one or more of: more than 0 degrees and less than 90 degrees; between 20 and 70 degrees; between 30 and 60 degrees; or between 40 and 50 degrees.

10. Bumper beam of claim 8, wherein the diagonally oriented ribs are at least provided in the end sections of the center beam.

11. Bumper beam of claim 1, wherein the front face of the center section comprises a first base from which multiple horizontal ribs extend towards the back face of the center section, thus forming one or more cavities at the back face of the center section, and wherein the back face of each end section comprises a second base from which multiple horizontal ribs extend towards the front face of the end section, thus forming one or more cavities at the front face of the end section and wherein the first and second base are connected through a diagonally oriented rib.

12. Bumper beam of claim 1, wherein the cross section of the center beam is shaped as two U-shapes connected with a vertical flange at neighboring legs.

13. Vehicle comprising a bumper beam according to claim 1.

14. Method of manufacturing a bumper beam of claim 1, the method comprising: injection molding plastic material into a mold; locally cooling the injection molded material using baffles and coolant.

15. Method of claim 14, comprising adding one or more mold inserts into the mold before injection plastic material, wherein the mold insert has a higher thermal conductivity than the mold.

Description

[0015] This invention talks about novel design features and their manufacturing for a rear bumper beam (also known as cross member) of an automobile. Light weighting auto-parts is one of the prime requirement of the car manufacturers and they always push the limit for designing and engineering to get the lightest possible design without affecting the performance and styling. The primary function of rear bumper beam is to reduce the low speed damageability of a car. A traditional steel solution is not only bulky but also made of several parts, increasing the part counts and complexity in installation. Several injection moldable thermoplastic solution are also available for rear bumper beam. In this invention disclosure, we are proposing three unique design features for rear beams harvesting the design freedom of an injection molding process to achieve lighter beams with equal or better performance.

[0016] In this invention, we are addressing ECE-R42 pendulum impact requirement for the beam. One of the most critical requirement for ECE-R42 (or GB17354) standard is center pendulum impact. In center pendulum impact, the beam is being hit by a relatively rigid pendulum at the center with a speed of 4 km/hr. The center of the pendulum bumper should be at height of 458 mm (or 18 inches) from the ground for ECE-R42 standard and it should be at a height of 445 mm from the ground for GB17354. The height of the center of the pendulum with respect to the ground is called the ground clearance.

[0017] The first idea is to improve the bumper beam design to enhance crash performance. For the center pendulum impact, the beam region is the critical region responsible for transferring the load to the fixation location. For center pendulum impact, the region on the beam contributing to the stiffness is the center section of the center beam. The center pendulum impact forms a load path from the front face of the center section of the center beam to the back face of the end sections of the center beam, as shown in FIG. 1. For a constant cross section beam design, there is sufficient material at the center of the beam but the available material at the ends is relatively less.

[0018] The variable section of the beam: For putting the maximum amount of material in the load transfer region. This can be improved by flipping the section at the ends so that the cross section at the end of the beam is mirror image of cross section at the center of the beam. It may be that a cross section of the center section is reversed with respect to a cross section of the respective end sections, such that a load transfer path is created along the center beam from the center section via the end sections to the end portions.

[0019] The front face of the center section may comprise a first base from which multiple horizontal ribs extend towards the back face of the center section, thus forming one or more cavities at the back face of the center section, and wherein the back face of each end section comprises a second base from which multiple horizontal ribs extend towards the front face of the end section, thus forming one or more cavities at the front face of the end section and wherein the first and second base are connected through a diagonally oriented rib. Moreover, the cross section of the center beam is shaped as two U-shapes connected with a vertical flange at neighboring legs.

[0020] The variable height of the beam: To keep thicker section with lower height at the center avoiding local bucking and thereby optimizing the material usage for maximum stiffness of the beam. A height of the center section may be less with respect to the height of the end sections and/or the end portions, such that a first side edge of the center portion is offset with respect to a second side edge of an adjacent end section and/or end portion, creating an offset distance between the respective side edges. The first side edge of the center portion and the second side edge of the end section and/or end portion form a pair of side edges, and wherein the offset distance between opposite pairs of side edges is equal or different. In other words, a distance between opposite second side edges of the center section at a central axis of the bumper beam is less than a distance between opposite first side edges of the end sections and/or the end portions. The first and second side edges may form a single smooth side edge of the center beam and/or bumper beam.

[0021] The height of the beam should be maximum near the ends, and at the center it should be such that it has maximum overlap with the pendulum. Height of the beam at the center does not need to be more than the height of the impactor. However, in deciding the height of the beam we need to consider manufacturability of the beam also. The change in beam height can be gradual from maximum at the ends to optimal (for maximum overlap) at the center, keeping tangency with the horizontal plane for smooth stress flow. This also allows us to remove material away from load transfer path without complicating the injection-molding tool. FIGS. 3 and 4 show an example of how the beam height should vary. If the beam is centered with the impactor as shown in FIG. 4, the beam will be predominantly in bending mode and Rectangular ribs are sufficient for good bending stiffness. But if the beam is NOT centered with the impactor as shown in FIG. 5, because of the offset (eccentricity), the beam will also experience a twisting moment and regular rectangular ribs have very low stiffness to withstand the twisting moment. The same can be observed in the deformed shape of the beam in FIG. 5.

[0022] Adding cross (oblique or diagonal) ribs: To improve torsional stiffness of the beam for situation when the overlap between the impactor and the beam is small due the aggressive styling of the bumper fascia. For such cases, oblique or cross ribs towards the end of the beam can significantly improve the torsional stiffness.

[0023] Diagonally oriented ribs or cross ribs may be provided in at least a portion of the center beam and wherein the diagonally oriented ribs extend between the vertical and/or horizontal ribs. The angle between the longitudinal axis of the bumper beam and the diagonally oriented ribs may be more than 0 degrees and less than 90 degrees, preferable between 20 and 70 degrees, more preferably between 30 and 60 degrees, most preferably between 40 and 50 degrees, or any combination thereof. Preferably, the diagonally oriented ribs are at least provided in the end sections of the center beam.

[0024] The above described measures of varying the cross section of the center beam, varying the height of the center beam in the longitudinal direction, and adding cross ribs to part of the center beam have been used to design an embodiment of the beam according to the invention. The resulting design and deformation of the beam for the center pendulum impact is shown in FIG. 6.

[0025] In addition to the above embodiments, we are also proposing novel techniques to address potential issue with manufacturability of such beam using injection-molding process. These techniques include efficient design of injection molding tool and minor modification in the part geometry to improve manufacturability. Designing a lighter weight rear beam (or cross member) for a car that meets low speed damageability criterion (European ECE-R42 and Chinese GB17354).

[0026] As per the requirement, the beam should have sufficient stiffness to transfer the load from impactor at limited design space (intrusion) and at the same time, it should have the lowest mass to keep the car lightweight. These two requirements are contradictory in nature posing significant challenge in designing the beam. On the other hand, injection-molding process offers design freedom over conventional metal forming. Devised unique and novel design feature (independent of material) will not only make the beam lighter compared to existing designs but also reduce the low speed damageability of the vehicle.

[0027] Comparing load vs. intrusion performance of new design with the baseline design, it shows (in FIG. 7) that there is a 20% increase in load bearing capacity, a 10% reduction in intrusion level, and/or a 10% lower mass with respect to a comparative base line plastic bumper beam. The invention allows for a design of rear beams with efficient crash performance for vehicles with limited design space.

[0028] The invention also relates to a vehicle comprising a bumper beam according to any of the preceding claims.

[0029] Furthermore, the invention relates to a method of manufacturing a bumper beam as described above, the method comprising: [0030] injection molding plastic material into a mold; [0031] locally cooling the injection molded material using baffles and coolant.

[0032] The method may further comprise adding one or more mold inserts into the mold before injection plastic material, wherein the mold insert has a higher thermal conductivity than the mold.

[0033] The beam or part may contain many ribs and deep pockets or cavities on both sides. However, there are no sliders or lifters required for the beam. Thus to determine the most logical orientation of the part (determining the stationary and movable side of the part in the mould), the surface area of geometry shrinking to mould is calculated to determine what side will shrink more strongly on mould. That side is set as movable side. A sequential gating method is proposed to ensure no critical weld lines will occur inside the beam portion of the part. Starting from the center will ensure proper filling of the central beam portion even with reduced beam height.

[0034] The beam or part may contain many deep, narrow pockets or cavities. The material around such deep narrow pockets is typically difficult to cool inside an injection moulded part. This is especially true when dealing with relatively large and thick walls getting connected together or crossing, which is the case for the present beam. The time it takes to produce a single piece (the cycle time) will be largely determined by the cooling time for one single part. Efficient cooling will thus have a great impact when producing this part in larger numbers. Removal of heat from the depth of the pocket will be a primary concern to reduce cycle time. A long cooling time increases a risk of a longer cycle time, thus increasing the part manufacturing cost, and/or reduced product quality contributed to introduction of uncontrolled shrinkage, voids, uncontrolled warpage, and/or large sink marks.

[0035] The following adjustments can be used to address potential manufacturing issues for the bumper beam according to the invention.

Local Intensive Cooling

[0036] By using protruded cooling channels and equipping them with baffles and coolant, the heat removal efficiency of the cooling system may be increased at the pockets that are difficult to cool. This solution can be applied to every pocket along the height with alternating pockets along the length. It can also be used in the critical areas. The principle is illustrated in FIG. 8. This solution may place a lower limit on the size of a pocket, to ensure standard mould components can still be used, and enough mould material ‘skin’ is available around the cooling channel.

Shift of Central Base Plane

[0037] The cross section of the center beam may be made more efficient to cool by moving the central base plane or base towards an interior of the U-shape, i.e. U-shape may be shifted to an H-shape, or similar. This reduces the depth of a pocket or cavity, thereby decreasing the amount of heat that needs to be extracted from a pocket. This is illustrated in FIG. 9.

Reduced Transverse Rib Height

[0038] The top edge of the transverse or vertical ribs inside the U-shape will likely not be loaded mechanically. Making a cut-out in the top of the rib, i.e. a cut out at the edge of the rib opposite of the base, for instance a semi-circular cut-out extending from the edge towards the base, effectively reduces the depth of the pockets or cavities, bringing more cooling capacity closer to the deepest portions of said pocket. This is illustrated in FIG. 10.

High Thermal Conductivity Mould Inserts

[0039] Where standard injection moulds may be made of steel or another suitable material, mould inserts with higher thermal conductivity may be used in certain strategic locations. The higher conductivity effectively takes away heat more quickly. This strategy could also be applied for making the bumper beam of this application, especially when no space is available for intensive local cooling, for instance because of hot runner drops or ejectors blocking potential cooling channels from entering a pocket.

[0040] Unless otherwise specified herein, any reference to standards, regulations, testing methods and the like, such as RCAR and ECE-R42 refer to the standard, regulation, guidance or method that is in force at the time of filing of the present application.