EXTRUDED REINFORCEMENT BEAM HAVING PROGRAMMED DEFORMATION

Abstract

Method for producing a reinforcement beam for a vehicle, comprising at least one weak zone arranged in such a way that the bending resistance of the beam is less in said weak zone than in the rest of the beam, characterised in that it comprises, in order, a step (A) of extruding a profile part, a step (B) of cutting the profile part so as to obtain at least one profile segment, a step (C) of locally deforming the segment of the profile part in order to create the weak zone or zones.

Claims

1. A method for producing a reinforcement beam for a vehicle comprising at least one weak zone arranged in such a way that the bending resistance of the beam is less in said weak zone than in the rest of the beam, wherein the method comprises, in order: a step of extruding a profile part, a step of cutting the profile part so as to obtain at least one profile segment, and a step of locally deforming the segment of the profile part in order to create the at least one weak zone.

2. The method according to claim 1, wherein the extruding step forms a profile part with a plane of symmetry extending along a longitudinal axis of the profile part, and in that the cutting step is performed in such a way as to obtain at least two symmetrical profile segments in pairs.

3. The method for producing a reinforcement beam for a vehicle according to claim 1, including a step of curving of said profile segment by shaping intended to impart a curvature to said beam; said curving step being performed at the same time as the step of locally deforming the profile segment.

4. A reinforcement beam for a vehicle comprising at least one weak zone arranged such that the resistance of the beam to bending is less at said weak zone than in the rest of the beam, said reinforcement beam being obtained by the method according to claim 1.

5. The reinforcement beam for a vehicle according to claim 4, it wherein the reinforcement beam includes two weak zones distributed over the length of said beam.

6. The reinforcement beam for a vehicle according to claim 4 wherein the reinforcement beam section is hollow.

7. The reinforcement beam for a vehicle according to claim 4, wherein the reinforcement beam comprises two side walls that are parallel and connected to one another by at least one connecting wall.

8. The reinforcement beam for a vehicle according to claim 7, wherein one of the side walls comprises the at least one weak zone.

9. A vehicle door comprising at least one reinforcement beam according to claim 4.

10. A vehicle comprising the door according to claim 9.

Description

DESCRIPTION OF THE FIGURES

[0032] The reinforcement beam and the method of making it will be better understood upon reading the following description, provided solely as an example and done in reference to the appended drawings, in which:

[0033] FIG. 1 shows the steps of the method for producing a beam.

[0034] FIG. 2 is a view of a straight profile, the ends of which have been beveled.

[0035] FIG. 3 is a perspective view of a reinforcement beam made from the profile of FIG. 2 and having two weak zones.

[0036] FIG. 4 is a view of a profile section used to produce the beam segment shown in FIGS. 5 and 6.

[0037] FIG. 5 is a sectional view of a reinforcement beam with a weak zone.

[0038] FIG. 6 is a sectional view of a reinforcement beam with two weak zones.

[0039] FIG. 7 is a sectional view of the reinforcement beam shown in FIG. 5, in a part not having a weak zone (section D-D) and a part representative of the weak zone (section E-E).

[0040] The drawings are schematic illustrations to facilitate the understanding of the invention. The components are not necessarily shown to scale. The same references correspond to the same components from one figure to the next.

DETAILED DESCRIPTION

[0041] FIG. 1 schematically shows the method for producing a reinforcement beam. The method comprises a first step A for extruding a profile part, followed by a step B for cutting a profile segment to the desired length, then step C for locally deforming the profile segment; advantageously, step C also comprises a curving step.

[0042] The extrusion step A produces a profile part longer than the length of the reinforcement beam that will be produced. Next, the profile part is cut in step B to obtain a segment substantially having the length of the reinforcement beam that will be produced.

[0043] Next, one or several weak zones are created during a step C for locally deforming the profile segment so as to locally reduce the bending resistance of the profile segment. The deformation can be done by localized tearing, or preferably by pressing in of the profile. This local deformation step C of the profile segment can be done at the same time as a step in which the profile segment is curved and/or its shape is altered to create a reinforcement beam whose shape is adapted to its use. For example, in the context of a reinforcement beam for a vehicle door comprising a curved outer panel, the beam can be curved so as to follow the curve of said outer panel of the door. To shape the profile segment, the latter can be placed in a shaping tool made up of a die and punch, which, by closing, deforms the segment and thus forms the reinforcement beam. The shaping tool then includes the appropriate shapes to punch and form the profile segment in the desired location(s) so as to create the weak zone(s).

[0044] In one alternative, step C may comprise several sub-steps, namely a sub-step for shaping the entire profile segment, for example by curving, and a sub-step for locally deforming the profile segment by crushing to create the weak zone(s).

[0045] Additional steps can be carried out between steps A, B or C, or after step C, including, for example, but not limited to, surface treatments, heat treatments, or piercings or nut tightening.

[0046] FIG. 2 shows the profile segment 10 after the cutting step B and before the local deformation and curving step C. The profile segment 10 comprises two side walls 103 that are parallel to one another. Two end walls 104 extend between the side walls 103 so as to form a hollow body. In the embodiment described by FIG. 2, the end walls 104 are substantially parallel to one another and substantially perpendicular to the side walls 103.

[0047] Preferably, a profile part will be chosen having a plane of symmetry extending along its longitudinal axis. The profile segments 10 are obtained by cutting the profile part to identical lengths and in such a way as to obtain profile segments 10 that are at least symmetrical in pairs. For example, by defining a plane of reference formed by three axes X, Y and Z, the axis X of which is parallel to the longitudinal axis of the profile and the axes X and Y of which are perpendicular to one another and perpendicular to the axis Z, the shape of the section of the profile part is preferably chosen such that the profile part is symmetrical relative to a plane parallel to the plane XY passing midway through the length of the side wall and the profile segment 10 is obtained by making cuts along planes parallel to a same plane containing the axis Z and symmetrical relative to a plane perpendicular to the axis X.

[0048] FIG. 3 shows a reinforcement beam 1 formed from the profile segment 10 illustrated in FIG. 2. The beam 1 comprises side walls 3 corresponding to the side walls 103 of the profile segment 10, and connecting walls 4 corresponding to the connecting walls 104 of the profile segment. The beam 1 comprises two weak zones 2 made by locally deforming the beam on one of the side walls 3. The deformation is done by locally crushing the beam so as to create pushing in on the side surface. These weak zones 2 reduce the bending resistance of the reinforcement beam 1. In the case of a reinforcement beam 1 intended to be installed in a vehicle door comprising a curved outer panel, and in order to follow the shape of the outer panel, the reinforcement beam 1 is curved. This curving is done by deforming the profile segment 10 of FIG. 2 using a shaping tool made up of a die and a punch, defining a cavity of the reinforcement beam 1 in which the profile segment 10 is placed. The closure of the shaping tool will impart the curve of the reinforcement beam 1. The cavity further comprises protuberances that allow local crushing of the beam 1 so as to form the weak zones 2.

[0049] Alternatively, the reinforcement beam 1 may comprise only one weak zone. In another alternative, the reinforcement beam 1 comprises two weak zones 2 or more than two weak zones 2.

[0050] In another alternative, the weak zone(s) 2 can be made by a punch that tears or at least partially cuts one of the walls 3 or 4 of the reinforcement beam 1.

[0051] Alternatively, the section of the reinforcement beam 1 can have a different shape, for example with a circular, oval or triangular section or a more complex shape. The beam 1 may also have a solid section.

[0052] The reinforcement beam 1 can be made from aluminum or an aluminum alloy, magnesium or a magnesium alloy. In one preferred embodiment, the aluminum alloy is an alloy from series 6000, more preferably alloy 6082. In one preferred embodiment, the elastic limit Rp0.2 of the aluminum alloy, measured by a tensile test according to standard ISO 6892-1, is at least 250 MPa, preferably greater than 320 MPa. In the case of a reinforcement beam 1 for a vehicle door, the weak zone(s) 2 are preferably arranged on the side of the beam 1 oriented toward the outside of the vehicle when the reinforcement beam 1 is installed on the door and the door is installed on the vehicle. Thus, in case of side impact against the vehicle, the beam will deform by bending at the weak zone(s) 2 preferably situated between the middle of the length of the reinforcement beam 1 and one of the ends of said reinforcement beam 1, which will make it possible to decrease the distance over which the reinforcement beam 1 deforms. Intrusions into the passenger area of the vehicle are thus decreased.

[0053] FIG. 4 shows the section of the profile part 10 used to produce the reinforcement beams 1 shown in FIGS. 5 and 6. The profile comprises two side walls 103 that are parallel to one another and 2.5 mm thick, and two end walls 104 that are 2 mm thick. The height of the profile part, i.e., its dimension between the faces of the two side walls 103, is 30 mm.

[0054] FIG. 5 shows a reinforcement beam 1 with a single weak zone 2 made according to the above described method. The weak zone 2 is located in the first third of the length of the reinforcement beam 1. It is made by local deformation at the same time as the curving operation. The sectional view of the weak zone 2 is shown in FIG. 7 and corresponds to section E-E identified in FIG. 5. Section D-D, also visible in FIG. 7, corresponds to part of the reinforcement beam 1 not experiencing a deformation during the curving operation. Section D-D is similar to the section shown in FIG. 4 corresponding to the initial section of the profile part. The local deformation reduces the height of the profile part by 5 mm, which corresponds to a height reduction of 17%.

[0055] FIG. 6 shows a reinforcement beam 1 with two weak zones 2 made according to the above described method. The first weak zone 2 is located in the first third of the length of the reinforcement beam 1 and the second weak zone 2 is located in the last third of the length of the reinforcement beam 1. This reinforcement beam 1 is geometrically distinguishable from the reinforcement beam 1 shown in FIG. 5 only by the second weak zone.

[0056] The presence of the weak zone(s) 2 makes it possible to reduce the intrusion into the passenger compartment. This is of interest for passenger safety.