Side beam for a vehicle

Abstract

This invention relates to a side beam for a vehicle, wherein the side beam is capable of absorbing impact during a lateral collision of the vehicle to minimize the extent of side beam intrusion into the interior and protect vehicle occupants and the battery. The side beam for a vehicle includes: an inner panel; an outer panel connected to the inner panel; and a first buffer member disposed between the inner and outer panels and having a plurality of closed cross-sections arranged along the width direction of the side beam. The first buffer member includes a body formed by bending a single plate and at least one partition member connecting two surfaces of the body. A plurality of protrusions may be formed on the body and the partition member.

Description

Technical Field

[0001] The present invention relates to a side beam for a vehicle, which is capable of absorbing impact, for example, during a lateral collision of the vehicle, to minimize the extent to which the side beam penetrates the interior and to protect the occupants and the battery. Background Technology

[0002] Typically, the side body of a vehicle, such as an electric vehicle, includes a side beam extending longitudinally along the lower portion of the side body and a pillar having one end connected to the side beam and the other end extending in the height direction of the vehicle. The pillar serves as a support for the body, and the side beam serves as an important body structure to withstand frontal and side impacts.

[0003] The side beam may include an inner panel and an outer panel. Here, when the interior of the side beam is hollow, buckling may occur under various impact conditions. Therefore, the interior of the side beam is reinforced in various ways. For example, reinforcing members may be included inside the side beam.

[0004] However, conventional side beams have a very brittle structure and cannot adequately absorb lateral impact energy during a side collision. In a side collision, the side beams deform severely due to stress concentration, increasing their penetration into the interior and thus causing greater damage to the pelvis among the occupants.

[0005] In addition, in the case of electric vehicles, it is necessary not only to protect the occupants, but also to protect the batteries located in the large space on the floor surface.

[0006] (Patent Document 1): JP 6439401 B2 Summary of the Invention

[0007] Technical issues

[0008] This disclosure provides a side beam for a vehicle that is capable of absorbing impact during, for example, a lateral collision of the vehicle, to minimize the extent to which the side beam penetrates the interior and protect the occupants and the battery.

[0009] Technical solution

[0010] In one aspect of the invention, a side beam for a vehicle may include: an inner panel of the side beam; an outer panel of the side beam connected to the inner panel of the side beam; and a first buffer member disposed between the inner panel of the side beam and the outer panel of the side beam and having a plurality of closed cross sections arranged along the width direction of the side beam, wherein the first buffer member includes a body formed by bending a single plate and at least one partition member connecting two surfaces of the body, and a plurality of protrusions are formed on the body and the partition member.

[0011] The side beam for a vehicle may include a second buffer member that is inserted into one of a plurality of closed cross sections of a first buffer member and extends along the width direction of the first buffer member.

[0012] Beneficial effects

[0013] As described above, according to this disclosure, by arranging a buffer member inside the side beam and providing a shape for absorbing impact, the impact during a side collision of the vehicle can be absorbed by the deformation of the buffer member itself and the support stiffness, so as to minimize the extent to which the side beam penetrates into the interior, thereby safely protecting the occupants and the battery. Attached Figure Description

[0014] Figure 1 This is a cross-sectional view of a side beam for a vehicle according to a first embodiment of the present disclosure.

[0015] Figure 2 yes Figure 1 The figure shows an exploded perspective view of the first buffer component.

[0016] Figure 3 This diagram illustrates a method for assembling a side beam for a vehicle according to a first embodiment of the present disclosure.

[0017] Figure 4 This is a cross-sectional view of a side beam for a vehicle according to a second embodiment of the present disclosure.

[0018] Figure 5 yes Figure 4 The figure shows a three-dimensional view of the first buffer component.

[0019] Figure 6 This is a diagram illustrating the operation of a side beam for a vehicle according to a second embodiment of the present disclosure.

[0020] Figure 7 and Figure 8 The diagram illustrates the deformation form by analyzing the side beam for a vehicle according to the second embodiment of the present disclosure.

[0021] Figure 9 This is a cross-sectional view of a side beam for a vehicle according to a third embodiment of the present disclosure.

[0022] Figure 10 This diagram illustrates a method for assembling a side beam for a vehicle according to a third embodiment of the present disclosure.

[0023] Figure 11 This is a cross-sectional view of a side beam for a vehicle according to the fourth embodiment of this disclosure.

[0024] Figure 12 It is illustrated in Figure 11 The figure shows a perspective view and an enlarged view of the installation state of the second buffer component.

[0025] Figure 13 This diagram illustrates a method for assembling a side beam for a vehicle according to a fourth embodiment of the present disclosure.

[0026] Figure 14 This is a diagram illustrating the operation of a side beam for a vehicle according to a fourth embodiment of the present disclosure.

[0027] Figure 15 and Figure 16 The diagram illustrates the deformation form by analyzing the side beam for a vehicle according to the fourth embodiment of this disclosure. Detailed Implementation

[0028] In the following, exemplary embodiments of the present disclosure will be described in detail with reference to the accompanying drawings. It should be noted that when giving reference numerals to components in each of the drawings, the same components will be represented by the same reference numerals even if shown in different drawings.

[0029] Figure 1 This is a cross-sectional view of a side beam for a vehicle according to a first embodiment of the present disclosure, and Figure 2 yes Figure 1 The figure shows an exploded perspective view of the first buffer component.

[0030] According to a first embodiment of the present disclosure, a side beam for a vehicle may include an inner panel 1, an outer panel 2, and a first buffer member 3.

[0031] For example, a vehicle such as an electric vehicle may include a side beam located in the lower portion of its side surface. The side beam can be mounted on the vehicle body by attaching an internal panel 1 of the side beam to, for example, a central floor panel (not shown) or a rear floor panel (not shown).

[0032] The inner panel 1 of the side beam can be connected to a portion of the inner panel of the pillar (not shown) extending along the height direction Z of the vehicle body. However, the connection of the inner panel of the pillar is not limited to this, and for example, the inner panel of the pillar can be connected to the outer panel 2 of the side beam.

[0033] The inner panel 1 of the side beam can be connected to the outer panel 2 of the side beam.

[0034] The side beams can be integrally connected by welding the inner panel 1 and the outer panel 2 of the side beam at their lower or upper ends.

[0035] Additionally, the upper or lower end portion of the side beam can be sealed by applying a seal (not shown) along the longitudinal direction X of the vehicle body.

[0036] The first buffer member 3 can be disposed between the inner panel 1 of the side beam and the outer panel 2 of the side beam.

[0037] For example, such as Figure 1 and Figure 2 As illustrated, the first buffer member 3 may include a body 31 formed by bending a single plate and a separating member 32 connecting the two surfaces of the body. Figure 1 and Figure 2 An example of a first buffer member with a separator member is illustrated.

[0038] More specifically, after the plate extends from one end to a predetermined length to form the first surface P1, and then along the first direction ( Figure 1 The plate is then bent once in a clockwise direction. Subsequently, the plate is further extended to a predetermined length to form the second surface P2, and then bent again in the same direction, i.e., once in the first direction. The body 31 is then completed by extending to a predetermined length to form the third surface P3 and terminating at the other end.

[0039] The second surface P2 can form a support surface located between the first surface P1 and the third surface P3 on both sides, and is located on the opposite side of the open surface of the main body 31.

[0040] In this way, after forming a desired number of flat surfaces by repeatedly extending the plate to a predetermined length and then bending it, the two ends of the plate can be bent in either a first direction (clockwise) or a second direction (counterclockwise) to form a flange F.

[0041] Figure 1 and Figure 2 The following example is illustrated: In this example, the flange F is formed by bending the two ends of the plate in a first direction or a second direction, respectively, and thus the body 31 has a generally hat-shaped cross-sectional shape.

[0042] In the side beam for a vehicle according to the first embodiment of the present disclosure, the main body 31 of the first buffer member 3 may be provided with a plurality of protrusions 33, which extend along the width direction Y of the vehicle body or side beam and are arranged to be spaced apart from each other along the longitudinal direction X of the first buffer member or main body.

[0043] More specifically, the plurality of protrusions 33 may be formed on two surfaces of the body 31, namely the first surface P1 and the third surface P3. The protrusions may extend from the flange F to a length greater than half the length of the first and third surfaces of the body.

[0044] Therefore, the plurality of protrusions 33 can be formed in the first buffer member 3 adjacent to the inner panel 1 of the side beam, rather than adjacent to the outer panel 2 of the side beam.

[0045] In this way, the multiple protrusions 33 formed on the main body 31 can increase the amount of load that can be absorbed by increasing the stiffness of the first buffer member 3 in the width direction Y of the vehicle body or side beam.

[0046] The partition member 32 can be bent so that the individual plate has an approximately U-shaped cross-sectional shape, and the flange F for joining with the body 31 can be formed at both ends.

[0047] Here, considering the joining part, such as the welded part W formed by welding, the extension length of the flange F can be in the range of approximately 10 mm to 15 mm. Additionally, the interior angle in the bent portion can be in the range of approximately 90° to 120°.

[0048] In the side beam for a vehicle according to the first embodiment of the present disclosure, the partition member 32 of the first buffer member 3 may be provided with a plurality of protrusions 34, which extend along the height direction Z of the vehicle body or side beam and are arranged to be spaced apart from each other along the longitudinal direction X of the first buffer member or partition member.

[0049] More specifically, the plurality of protrusions 34 may be formed as two flanges F connecting the partition member 32. The protrusions may extend to the same length as the partition member in the height direction Z.

[0050] The plurality of protrusions 34 can be configured to protrude toward the inner panel 1 of the side beam or toward the outer panel 2 of the side beam.

[0051] The plurality of protrusions 34 formed on the partition member 32 as described above can increase the rigidity of the partition member itself to maintain the function of the partition member in preventing the two surfaces (e.g., P1 and P3) of the body 31 from widening during a lateral collision.

[0052] The main body 31 and the partition member 32 can be made of a metal material such as steel, and can be molded together with the plurality of protrusions 33 and 34 by forming or bending using pressing, roll forming, a combination of pressing and roll forming, etc.

[0053] When the main body 31 or the partition member 32 is manufactured by roll forming, even ultra-high strength steel with a tensile strength of about 980 MPa or higher can be molded without difficulty. In addition, compared with forming by pressing, roll forming has the advantages of easy compensation for springback and reduction of the corner radius of the main body or partition member.

[0054] The main body 31 and the partition component 32 can be connected to each other by welding or other means.

[0055] More specifically, one flange F of the partition member 32 can be fixed to the inner surface of the first surface P1 of the body 31 by welding, such as spot welding, laser welding, or arc welding using carbon dioxide. The other flange of the partition member can be fixed to the inner surface of the third surface P3 of the body by welding, such as spot welding, laser welding, or arc welding using carbon dioxide.

[0056] The length of the partition member 32 in the height direction Z can be formed to be equal to the length of the second surface P2 of the main body 31 in the height direction Z between the first surface P1 and the third surface P3, and the partition member and the second surface of the main body can be spaced apart from each other at a predetermined distance.

[0057] Therefore, the first surface P1 and the third surface P3 of the main body 31 can remain horizontal and can be arranged parallel to each other. Therefore, compared with a structure in which the first surface and the third surface of the main body are inclined, there are advantages in that the ability to absorb collision energy is improved and the load on the vertically received cross section is increased.

[0058] However, the length of the partition member 32 in the height direction Z is not limited to this. For example, the length of the partition member in the height direction can be made longer than the length of the second surface P2 of the body 31 in the height direction, so that the partition member slightly widens the body.

[0059] Therefore, the first buffer member 3 itself can have a first closed cross section C1 separated by the partition member 32. In other words, a first closed cross section can be formed between the partition member and the second surface P2 of the body 31.

[0060] The first buffer member 3 may have a length sufficient to almost fill the interior of the side beam of the vehicle body in the longitudinal direction X.

[0061] The first buffer member 3 has a partition member 32, which has a shape with multiple bends and is formed in the first buffer member 3, thereby ensuring stiffness to resist impact energy acting on the front and rear and impact energy acting on the side of the side beam.

[0062] The flange F provided on the main body 31 of the first buffer member 3 can be connected to the inner panel 1 of the side beam by welding, such as bidirectional spot welding. Therefore, a welded portion W can be formed between the flange of the first buffer member and the inner panel of the side beam.

[0063] Therefore, a second closed cross section C2 can be formed between the first buffer member 3 and the inner panel 1 of the side beam.

[0064] In the side beam for a vehicle according to the first embodiment of this disclosure, an adhesive can be applied to the outer surface of the second surface P2 provided on the main body 31 of the first buffer member 3 to bond it to the inner surface of the outer panel 2 of the side beam. Therefore, a bonding portion B can be formed between the supporting surface of the first buffer member and the outer panel of the side beam.

[0065] However, the formation of the joint is not limited to this, and optionally, the joint between the supporting surface of the first buffer member 3 and the outer panel 2 of the side beam can be omitted.

[0066] According to the first embodiment of the present disclosure, the side beam for a vehicle employs a first buffer member 3, which has a shape with multiple bends and is reinforced by a partition member 32 therein, so that it can be constructed with a plurality of closed cross sections C1 and C2 having a rectangular cross section inside the side beam and arranged along the width direction Y of the vehicle body or the side beam.

[0067] In this way, the side beam for a vehicle according to the first embodiment of the present disclosure has the advantage that, for example, even if steel is used, it is easy to construct a plurality of closed cross sections C1 and C2 arranged along the width direction Y.

[0068] The multiple closed cross sections C1 and C2 can supplement the support stiffness of the side beam itself, directly receive the impact during a side collision of the vehicle, and help minimize the extent to which the side beam penetrates into the interior.

[0069] For example, when the impact is transmitted through the outer panel 2 of the side beam to the first buffer member 3 during a side collision of the vehicle, the plurality of closed cross sections C1 and C2 reduce the transmitted impact by utilizing the support stiffness of the complementary linkage structure, and absorb most of the reduced residual impact when the first buffer member is pushed toward the inner panel 1 of the side beam and begins to deform.

[0070] Therefore, the side beam for a vehicle according to the first embodiment of this disclosure includes a first buffer member 3, which can effectively absorb the impact generated by compressive deformation inside the side beam, thereby increasing the bearing stiffness of the side beam itself, and maximizing the impact absorption capacity by inducing stable compressive deformation during a collision. Thus, the extent to which the side beam penetrates into the interior during a lateral collision of the vehicle can be minimized, which has the advantage of maximizing the protection of occupants and battery safety.

[0071] Furthermore, in the side beam for a vehicle according to the first embodiment of this disclosure, the collision performance of the side beam can be ensured by adjusting the material of the plate forming the first buffer member 3, as well as the strength or thickness of that material. For example, by using ultra-high strength steel of 980 MPa or higher, an optimal combination for reducing the weight of the side beam can be achieved.

[0072] More specifically, the inner panel 1 of the side beam, the outer panel 2 of the side beam, and the first buffer member 3 may be made of 1470 martensitic (MART) steel or 1180 transformation-induced plasticity (TRIP) steel with a thickness of about 1.2 mm to 1.9 mm, manufactured by the applicant.

[0073] Here, 1470MART steel is a type of steel with a tensile strength of 1470MPa or higher and a yield strength of 1050MPa or higher to improve collision safety, and 1180TRIP steel is a type of steel with improved elongation while ensuring a tensile strength of 1180MPa or higher and a yield strength of 850MPa or higher.

[0074] For example, for the inner panel 1 and the outer panel 2 of the side beam, 1470MART steel or 1180TRIP steel can be used alone, or a mixture of both 1470MART steel and TRIP steel can be used. For the first buffer member 3, 1180TRIP steel can be used alone.

[0075] In addition, the plate constituting the first buffer member 3 may have a thickness greater than that of the inner panel 1 and the outer panel 2 of the side beam.

[0076] Furthermore, the thickness of the plate constituting the main body 31 in the first buffer member 3 can be greater than the thickness of the plate constituting the partition member 32. For example, at least the first surface P1 and the third surface P3 of the main body can have a thickness ranging from 1.7 mm to 1.9 mm, and the partition member can have a thickness ranging from 1.2 mm to 1.4 mm.

[0077] Therefore, compared to the case where the thickness of the plate constituting the main body 31 is thinner than or equal to the thickness of the plate constituting the partition member 32, the advantage is that the ability to absorb collision energy is improved and the load on the vertically received cross section is increased.

[0078] In this way, by combining the strength or thickness of the plates that form the first buffer member 3, the ability to absorb the impact of the side beam can be maximized.

[0079] In addition, by forming a plurality of protrusions 33 along the load direction in the main body 31 of the first buffer member 3, the deformation load of the main body is increased, thereby doubling the ability to absorb the collision energy between the first buffer member and the side beam.

[0080] In addition, the application of steel allows for economical forming, bending, or rolling processes with high material error rates, which can reduce molding costs during production. Furthermore, compared to aluminum, the application of steel can significantly reduce material costs.

[0081] Therefore, the side beam for a vehicle according to the first embodiment of this disclosure can ensure excellent crash performance, reduce costs in terms of materials and construction methods due to the use of steel, and can be lightweight and structurally robust.

[0082] Figure 3 This diagram illustrates a method for assembling a side beam for a vehicle according to a first embodiment of the present disclosure.

[0083] The vehicle body is assembled by connecting and joining the bottom body assembly and the side structure assembly. Here, the inner panel 1 of the side beam is included in the bottom body assembly, and the outer panel 2 of the side beam is included in the side structure assembly.

[0084] The inner panel 1 of the side beam can be connected to, for example, the central floor panel or the rear floor panel. For the connection, a joint such as welding is applied, and thus a welded portion W can be formed between the central floor panel or the rear floor panel and one side surface of the inner panel of the side beam.

[0085] The first buffer member 3 can be prepared by the following steps: molding the main body 31 by machining a single plate of metal such as steel; molding the partition member 32 by machining another single plate of metal such as steel; and joining the main body and the partition member together.

[0086] The main body 31 and the partition member 32 can be bent or molded by forming or bending the plate using methods such as pressing or rolling. Additionally, the plurality of protrusions 33 and 34 can be molded onto the main body and the partition member.

[0087] The two ends of the plate forming the main body 31 can be bent in a first direction (clockwise) or a second direction (counterclockwise) to form a flange F.

[0088] Additionally, one flange F of the partition member 32 can be fixed to the inner surface of the first surface P1 of the main body 31 by welding, such as spot welding, laser welding, or arc welding using carbon dioxide. The other flange F of the partition member can be fixed to the inner surface of the third surface P3 of the main body by welding, such as spot welding, laser welding, or arc welding using carbon dioxide.

[0089] Therefore, the first buffer member 3 may have a first closed cross section C1 separated by the separating member 32.

[0090] Subsequently, in the side beam for a vehicle according to the first embodiment of this disclosure, the first buffer member 3 can be connected to the vehicle body bottom assembly, i.e., the inner panel 1 of the side beam. In this case, the connection between the first buffer member and the inner panel of the side beam can be achieved, for example, by bidirectional spot welding, so that a welded portion W can be formed between the flange F of the first buffer member and the other surface of the inner panel of the side beam. Therefore, the connection between the first buffer member and the inner panel of the side beam has the advantage of enhanced bonding strength.

[0091] Therefore, a second closed cross section C2 can be formed between the first buffer member 3 and the inner panel 1 of the side beam. In this way, the first buffer member can form multiple closed cross sections C1 and C2 arranged along the width direction Y within the side beam by itself and in combination with the inner panel of the side beam.

[0092] Optionally, the first buffer member 3 and the outer panel 2 of the side beam can be joined together. In this case, since one side of the first buffer member or one side of the outer panel of the side beam may be obscured, and therefore it is difficult to perform normal bidirectional spot welding, the second surface P2 of the first buffer member can be bonded to one side of the outer panel of the side beam using an adhesive for the structure, and a joining portion B may be provided.

[0093] Finally, the inner panel 1 and the outer panel 2 of the side beam can be integrally and structurally stablely joined by means of a welded part W formed by applying a combination such as bidirectional spot welding at their upper and lower ends.

[0094] Therefore, the connection between the bottom body components and the side structure components was completed.

[0095] Figure 4 This is a cross-sectional view of a side beam for a vehicle according to a second embodiment of the present disclosure, and Figure 5 yes Figure 4 The figure shows a three-dimensional view of the first buffer component.

[0096] According to the second embodiment of this disclosure, a side beam for a vehicle may include an inner panel 1, an outer panel 2, and a first buffer member 3.

[0097] Here, the only difference in the side beam for a vehicle according to the second embodiment of the present disclosure is that a plurality of partition members 32 of the first buffer member 3 are provided, and the remaining components can be constructed and used in the same manner as described in the first embodiment of the present disclosure above, and therefore, a detailed description of the configuration and operation of the remaining components will be omitted.

[0098] The first buffer member 3 can be disposed between the inner panel 1 of the side beam and the outer panel 2 of the side beam.

[0099] For example, such as Figure 4 and Figure 5 As illustrated, the first buffer member 3 may include a body 31 formed by bending a single plate and a plurality of separating members 32 connecting the two surfaces of the body. Figure 4 and Figure 5 An example of a first buffer member with three separating members is illustrated.

[0100] In the side beam for a vehicle according to the second embodiment of the present disclosure, the main body 31 of the first buffer member 3 may be provided with a plurality of protrusions 33, which extend along the width direction Y of the vehicle body or side beam and are arranged to be spaced apart from each other along the longitudinal direction X of the first buffer member or main body.

[0101] In this way, the plurality of protrusions 33 can increase the amount of load that can be absorbed by increasing the stiffness of the first buffer member 3 in the width direction Y of the vehicle body or side beam.

[0102] The partition member 32 can be bent so that the individual plate has an approximately U-shaped cross-sectional shape, and the flange F for joining with the body 31 can be formed at both ends.

[0103] In the side beam for a vehicle according to the second embodiment of the present disclosure, the partition member 32 of the first buffer member 3 may be provided with a plurality of protrusions 34, which extend along the height direction Z of the vehicle body or side beam and are arranged to be spaced apart from each other along the longitudinal direction X of the first buffer member or partition member.

[0104] More specifically, the plurality of protrusions 34 may be formed as flanges F connecting the two sides of the partition member 32. The protrusions may extend to the same length as the partition member in the height direction Z.

[0105] The plurality of protrusions 34 can be configured to protrude toward the inner panel 1 of the side beam or toward the outer panel 2 of the side beam.

[0106] The plurality of protrusions 34 formed on the partition member 32 as described above can increase the rigidity of the partition member itself to maintain the function of the partition member in preventing the two surfaces (e.g., P1 and P3) of the body 31 from widening during a lateral collision.

[0107] The main body 31 and the partition member 32 can be made of a metal material such as steel, and can be molded together with the plurality of protrusions 33 and 34 by forming or bending using pressing, roll forming, a combination of pressing and roll forming, etc.

[0108] The main body 31 and the partition component 32 can be connected to each other by welding or other means.

[0109] More specifically, one flange F of the partition member 32 can be fixed to the inner surface of the first surface P1 of the body 31 by welding, such as spot welding or laser welding. The other flange of the partition member can be fixed to the inner surface of the third surface P3 of the body by welding, such as spot welding or laser welding.

[0110] The length of the partition member 32 in the height direction Z can be formed to be equal to the length of the second surface P2 of the body 31 in the height direction Z, and one of the partition members and the second surface of the body can be spaced apart from each other at a predetermined distance.

[0111] For example, such as Figure 4 and Figure 5 As illustrated, when including three partition members 32, the first buffer member 3 may include a first partition member 32a, a second partition member 32b, and a third partition member 32c.

[0112] The first partition member 32a can be positioned relatively closer to the second surface P2 of the main body 31. The first partition member can be initially fixed to the inner surfaces of the first surface P1 and the third surface P3 of the main body by welding.

[0113] In this way, the first buffer member 3 can form a first closed cross section C1 between the first separating member 32a and the second surface P2 of the body 31.

[0114] Subsequently, the second partition member 32b is positioned further away from the second surface P2 of the main body 31 than the first partition member 32a, and can be fixed to the inner surfaces of the first surface P1 and the third surface P3 of the main body by welding.

[0115] In this way, the first buffer member 3 can form a third closed cross section C3 between the first partition member 32a and the second partition member 32b. In other words, the third closed cross section C3 is formed between the partition members, and the number of partition members can be increased or decreased depending on the number of partition members.

[0116] Since the plurality of separating members 32 are connected to the main body and spaced apart from each other within the main body 31, the first buffer member 3 itself may have at least a first closed cross section C1 and a third closed cross section C3.

[0117] The first buffer member 3 may have a length sufficient to almost fill the interior of the side beam of the vehicle body in the longitudinal direction X.

[0118] The first buffer member 3 has a plurality of partition members 32, which have a shape with multiple bends and are formed in the first buffer member 3, thereby ensuring stiffness to resist impact energy acting on the front and rear and impact energy acting on the side of the side beam.

[0119] The flange F provided on the main body 31 of the first buffer member 3 can be connected to the inner panel 1 of the side beam by welding, such as bidirectional spot welding. Therefore, a welded portion W can be formed between the flange of the first buffer member and the inner panel of the side beam.

[0120] Therefore, a second closed cross section C2 can be formed between the first buffer member 3 and the inner panel 1 of the side beam.

[0121] For example, in the case of including three partition members 32, the first buffer member 3 may have a second closed cross section C2 separated by the two surfaces of the main body 31, the third partition member 32c, and the inner panel 1 of the side beam.

[0122] Of course, an additional third closed cross section C3 can be separated between the second partition member 32b and the third partition member 32c.

[0123] In the side beam for a vehicle according to the second embodiment of this disclosure, an adhesive can be applied to the outer surface of the second surface P2 provided on the main body 31 of the first buffer member 3 to bond it to the inner surface of the outer panel 2 of the side beam. Therefore, a bonding portion B can be formed between the supporting surface of the first buffer member and the outer panel of the side beam.

[0124] However, the formation of the joint is not limited to this, and optionally, the joint between the supporting surface of the first buffer member 3 and the outer panel 2 of the side beam can be omitted.

[0125] According to the second embodiment of the present disclosure, the side beam for a vehicle employs a first buffer member 3, which has a shape with multiple bends and is reinforced by a plurality of partition members 32 therein, so that it can be constructed with a plurality of closed cross sections C1, C2 and C3 having a rectangular cross section inside the side beam and arranged along the width direction Y of the vehicle body or the side beam.

[0126] The number of closed cross sections is not limited to the examples above. However, as the number of dividing members 32 increases, the support stiffness and impact performance can be improved, but considering the increase in weight and cost, two to six closed cross sections can be provided inside the side beam.

[0127] In this way, the side beam for a vehicle according to the second embodiment of the present disclosure has the advantage that, for example, even when steel is used, it is easy to construct a plurality of closed cross sections C1, C2 and C3 arranged along the width direction Y.

[0128] The multiple closed cross sections C1, C2 and C3 can supplement the support stiffness of the side beam itself, directly receive the impact during a side collision of the vehicle, and help minimize the extent to which the side beam penetrates into the interior.

[0129] For example, when the impact is transmitted through the outer panel 2 of the side beam to the first buffer member 3 during a side collision of the vehicle, the plurality of closed cross sections C1, C2 and C3 can reduce the transmitted impact by utilizing the support stiffness of the complementary linkage structure, and absorb most of the reduced residual impact when the first buffer member is pushed toward the inner panel 1 of the side beam and begins to deform.

[0130] Similar to the first embodiment, in the side beam for a vehicle according to the second embodiment of the present disclosure, the collision performance of the side beam can be ensured by adjusting the material of the plate forming the first buffer member 3 and the strength or thickness of the material.

[0131] In addition, by forming a plurality of protrusions 33 along the load direction in the main body 31 of the first buffer member 3, the deformation load of the main body 31 is increased, thereby doubling the ability to absorb the collision energy between the first buffer member and the side beam.

[0132] In addition, in the construction methods using steel, forming, bending or rolling can be used economically and with a high material error rate, which is expected to reduce molding costs during production. At the same time, compared with aluminum, the material cost can be significantly reduced by using steel.

[0133] Therefore, the side beam for a vehicle according to the first embodiment of this disclosure can ensure excellent crash performance, reduce costs in terms of materials and construction methods due to the use of steel, and can be lightweight and structurally robust.

[0134] At the same time, refer to Figure 3 The described assembly method can also be applied to the assembly method of a side beam for a vehicle according to the second embodiment of this disclosure.

[0135] However, when assembling the side beam for a vehicle according to the second embodiment of the present invention, the plurality of partition members 32 may be welded and connected to the body 31 of the first buffer member before the first buffer member 3 is connected to the inner panel 1 of the side beam.

[0136] Figure 6 This diagram illustrates the operation of a side beam for a vehicle according to a second embodiment of the present disclosure, and illustrates the behavioral aspects in the performance verification results by analyzing the side beam for a vehicle according to the second embodiment of the present disclosure.

[0137] The applicant performs performance analysis by simulating a side beam for a vehicle according to a second embodiment of the present disclosure.

[0138] For example, according to a second embodiment of the present disclosure, the crushing behavior of a side beam of a vehicle having a first buffer member 3 made of, for example, steel was compared with respect to the performance of bearing a certain level of collision load by assuming a side collision of the vehicle and impacting the side beam in the width direction Y.

[0139] like Figure 6 As illustrated in the figure, in the side beam according to the second embodiment of the present disclosure, even if the outer panel 2 of the side beam deforms during a lateral collision of the vehicle, the first buffer member 3 can maximize its shock absorption capacity by inducing stable compression deformation by means of the plurality of partition members 32, and increase the support stiffness of the first member by forming a plurality of protrusions 33 that are relatively adjacent to the interior of the vehicle body in the width direction, thereby clearly confirming that remaining space is ensured in the side beam.

[0140] Meanwhile, the third partition member 32c of the inner panel 1 of the adjacent side beam in the first buffer member 3 can resist the impact load of the side beam during a small overlap collision (only 25% of the driver or passenger side of the entire width of the vehicle collides with an obstacle at a speed of 64 km / h).

[0141] Therefore, the partition member (e.g., 32c) of the inner panel 1 of the adjacent side beam in the first buffer member 3 can be disposed in the body 31 between at least a portion of the protrusion 33 formed on the first surface P1 and a portion of the protrusion 33 formed on the third surface P3.

[0142] Figure 7 and Figure 8 The diagram illustrates the deformation form by analyzing the side beam for a vehicle according to the second embodiment of the present disclosure.

[0143] Figure 7 The illustration shows the load on the cross-section of a side beam a for a vehicle according to a second embodiment of the present disclosure, which has a buffer member made of aluminum extrusion material of the same weight, and a side beam b having a first buffer member 3 made of, for example, steel, according to a related technology.

[0144] Here, the side beam a of the related technology is in the form of a tubular member with a rectangular cross-section, having four partition walls arranged along the width direction Y of the side beam and spaced apart from each other at equal intervals in the side beam, and including a buffer member made of aluminum extrusion material having the same weight as the first buffer member 3 used in the second embodiment of this disclosure.

[0145] Reference Figure 7It can be seen that related technology a has a slight advantage in the load of the vertically received cross section at the start of the collision, but in this disclosure b, the load of the vertically received cross section is greater in the total deformation.

[0146] The side beam a of the related technology has a cross-sectional load of up to 0.8MN, while the side beam b of this disclosure has a cross-sectional load of nearly 1.1MN.

[0147] Furthermore, in the side beam b of this disclosure, the entire behavior stops at a displacement of approximately 135 mm, indicating that it absorbs greater impact energy within a shorter displacement than the side beam a of the related art, where the entire behavior stops at a displacement exceeding 140 mm.

[0148] Figure 8 The illustration shows the ability of a side beam a, which has a buffer member made of aluminum extrusion material of the same weight, to absorb displacement energy between a side beam b, which has a first buffer member 3 made of, for example, steel, according to a second embodiment of the present disclosure for a vehicle.

[0149] Reference Figure 8 When absorbing the same impact energy of approximately 77 MJ to the maximum extent, it is clearly shown that in the side beam b of this disclosure, the entire behavior stops at a displacement of approximately 135 mm, and the ability to absorb energy by deformation is relatively superior to that of the side beam a of the related art, in which the entire behavior stops at a displacement of more than 140 mm.

[0150] Therefore, the side beam for a vehicle according to this disclosure includes a first buffer member 3, which can effectively absorb the impact generated by compressive deformation within the side beam, thereby increasing the bearing stiffness of the side beam itself, and maximizing the impact absorption capacity by inducing stable compressive deformation during a collision. Thus, the extent to which the side beam penetrates into the interior during a lateral collision of the vehicle can be minimized, which has the advantage of maximizing the protection of occupants and battery safety.

[0151] Figure 9 This is a cross-sectional view of a side beam for a vehicle according to a third embodiment of the present disclosure.

[0152] According to the third embodiment of this disclosure, a side beam for a vehicle may include an inner panel 1, an outer panel 2, a first buffer member 3, and a second buffer member 4.

[0153] Here, the only difference in the side beam for a vehicle according to the third embodiment of this disclosure is that a second buffer member 4 is added and the second buffer member 4 is disposed in the first buffer member 3, and the remaining components can be constructed and used in the same manner as described in the first and second embodiments of this disclosure above, and therefore, a detailed description of the configuration and operation of the remaining components will be omitted.

[0154] The second buffer member 4 can be formed as an elongated shape with a predetermined length in the longitudinal direction X of the side beam, and can also be formed as a U-shaped member with a certain width in the width direction X of the side beam and open downwards. Therefore, the second buffer member can divide the interior of the closed cross section (e.g., C2) of the first buffer member 3 in two.

[0155] For example, the second buffer member 4 can be bent multiple times, such that a single plate with a predetermined width and length has a generally U-shaped cross-sectional shape and has flanges F formed at its two ends for joining. Of the two flanges, one flange may have a length shorter than the other flange in the height direction Z.

[0156] In addition, the second buffer member 4 can be integrally formed by machining a single sheet of metal such as steel. The second buffer member can be molded using a press through forming, bending, rolling, or other processes.

[0157] For example, when the second buffer member 4 is manufactured by roll forming, even ultra-high strength steel with a tensile strength of approximately 980 MPa or higher can be molded without difficulty. Furthermore, compared to forming by pressing, roll forming has the advantages of easily compensating for springback and reducing the corner radius of the second buffer member.

[0158] Here, the thickness of the plate of the second buffer member 4 can be greater than the thickness of the plate of the partition member 32.

[0159] Optionally, in the side beam for a vehicle according to the third embodiment of the present disclosure, the second buffer member 4 may be provided with a plurality of protrusions (not shown) that extend along the width direction Y of the vehicle body or side beam and are arranged to be spaced apart from each other along the longitudinal direction X of the second buffer member.

[0160] The second buffer member 4 can be inserted into and fixedly installed in one of the plurality of closed cross sections of the first buffer member 3. For example, the second buffer member can be disposed in an inner closed cross section (e.g., C2) separated by the inner panel 1 of the side beam, or disposed in the closed cross section of the plurality of closed cross sections closest to the first buffer member.

[0161] Of the two flanges of the second buffer member 4, one flange with a relatively shorter length along the height direction Z can be fixed to the partition member 32 by welding or the like, and the other flange with a relatively longer length along the height direction Z can be inserted between the flange of the first buffer member 3 and the inner panel 1 of the side beam and fixed by three-layer welding or the like. However, the fixing method is not limited to the example described above.

[0162] Therefore, compared with the case where only the first buffer member 3 is provided, the side beam including the second buffer member 4 has the advantages of improved ability to absorb collision energy and increased load on the vertically received cross section.

[0163] In this case, the width of the second buffer member 4 can be equal to the length of the corresponding closed cross section C2 in the width direction Y within the first buffer member 3.

[0164] The second buffer member 4, formed and arranged in this way, can form the interior of the first buffer member 3.

[0165] According to the third embodiment of this disclosure, the side beam for a vehicle includes a first buffer member 3 and a second buffer member 4, and the stiffness of the first buffer member in the width direction Y of the vehicle body or side beam can be increased by inserting the second buffer member into the inner closed cross section C2 of the first buffer member to increase the amount of load that can be absorbed.

[0166] Therefore, the increased load on the vertically received cross section during a side impact can maximize the ability to absorb the impact of the side beam, and the extent to which the side beam penetrates into the interior can be suppressed to the greatest extent possible by stably ensuring the remaining space after maximum deformation, thus safely protecting the occupants and the battery.

[0167] Figure 10 This diagram illustrates a method for assembling a side beam for a vehicle according to a third embodiment of the present disclosure.

[0168] The method for assembling a side beam for a vehicle according to the third embodiment of this disclosure can be similarly applied to the reference... Figure 3 The described method is a method for assembling a side beam for a vehicle according to a first embodiment of this disclosure.

[0169] However, when assembling the side beam for a vehicle according to the third embodiment of the present disclosure, the second buffer member 4 and the partition member 32 can be connected to each other by welding before the first buffer member 3 is connected to the inner panel 1 of the side beam, and then the partition member 32 of the second buffer member and partition member assembly can be connected to the main body 31.

[0170] In this case, another flange of the second buffer member 4, which has a relatively long length in the height direction Z, can contact a flange of the first buffer member 3.

[0171] Subsequently, the first buffer member 3, in which the second buffer member 4 is inserted, can be connected to the inner panel 1 of the side beam. Another flange of the second buffer member, which has a relatively long length in the height direction Z, can be inserted between the flange of the first buffer member and the inner panel of the side beam and fixed by means of triple welding or the like.

[0172] Optionally, the joint portion B can be formed by combining the first buffer member 3 and the outer panel 2 of the side beam.

[0173] Finally, the inner panel 1 and the outer panel 2 of the side beam can be integrally and structurally stablely joined by means of a welded part W formed by applying a combination such as bidirectional spot welding at their upper and lower ends.

[0174] Figure 11 This is a cross-sectional view of a side beam for a vehicle according to the fourth embodiment of this disclosure, and Figure 12 It's a diagram. Figure 11 The figure shows a perspective view and an enlarged view of the installation state of the second buffer component.

[0175] According to the fourth embodiment of this disclosure, a side beam for a vehicle may include an inner panel 1, an outer panel 2, a first buffer member 3, and a second buffer member 5.

[0176] Here, the side beam for the vehicle according to the fourth embodiment of this disclosure differs only in the shape and arrangement of the second buffer member 5, and the remaining components can be constructed and used in the same manner as described in the third embodiment of this disclosure above, and therefore, a detailed description of the configuration and operation of the remaining components will be omitted.

[0177] The second buffer member 5 can be formed from a tubular member with a generally polygonal cross-section, having a predetermined length in the width direction X of the side beam and a predetermined width in the longitudinal direction X of the side beam. Therefore, the second buffer member can have at least one hollow portion therein.

[0178] For example, the second buffer member 5 can be formed into a closed cross-section with an overall rectangular shape by using a metal such as steel.

[0179] More specifically, the second buffer member 5 may be made of a plate of 1470MART steel, 1180TRIP steel, etc., with a thickness of about 1.7mm to 1.9mm produced by the applicant.

[0180] For example, in the case of steel, the second buffer member 5 may include: a main body portion 51, which is formed by bending a single plate having a predetermined width and length two or more times and then welding the joined end portions to have at least one closed cross section; and a plate 52, which is fixed to close one side of the main body portion.

[0181] The accompanying drawings illustrate a second buffer member 5 with two rectangular closed cross sections, but the shape of the closed cross sections can be adjusted according to design conditions. When machining, methods such as roll forming can be used.

[0182] For example, when the main body 51 of the second buffer member 5 is manufactured by roll forming, even ultra-high strength steel with a tensile strength of about 980 MPa or higher can be molded without difficulty. In addition, roll forming is easier to compensate for springback compared to pressing, and the corner radius of the main body can be reduced, thereby ensuring high deformation resistance against impact loads.

[0183] One side surface of plate 52 can be welded, for example, by arc welding, to one side of the main body 51. Therefore, the second buffer member 5 can have at least one hollow portion, wherein one side is closed and the other side is open.

[0184] like Figure 11 and Figure 12 As shown in the diagram, the other side surface of plate 52 can be fixed to the inner panel 1 of the side beam by welding, such as spot welding, laser welding or arc welding using carbon dioxide.

[0185] Here, the thickness of the plate of the second buffer member 5 can be greater than the thickness of the plate of the partition member 32 constituting the first buffer member 3.

[0186] The second buffer member 5 can be inserted into and fixedly installed in one of the plurality of closed cross sections of the first buffer member 3. For example, the second buffer member can be disposed in an inner closed cross section (e.g., C2) separated by the inner panel 1 of the side beam, or disposed in the closed cross section of the plurality of closed cross sections closest to the first buffer member.

[0187] Therefore, as described above, the plate 52 of the second buffer member 5 can be fixed to the inner panel 1 of the side beam by welding or the like. However, the fixing method is not limited to the example described above.

[0188] The second buffer member 5 can be installed on the inner panel 1 of the side beam at a position corresponding to the transverse member (not shown) of the vehicle body.

[0189] However, the arrangement and number of the second buffer members 5 are not limited to the examples described and illustrated above. However, due to the increase in the number of second buffer members, the support stiffness and impact performance can be improved, but considering the increase in weight and cost, one to five second buffer members can be installed inside the side beam.

[0190] Therefore, compared with the case where only the first buffer member 3 is provided, the side beam including the second buffer member 5 has the advantages of improved ability to absorb collision energy and increased load on the vertically received cross section.

[0191] In this case, the width of the second buffer member 5 may be shorter than the length of the corresponding closed cross section C2 in the width direction Y within the first buffer member 3, and the main body portion 51 of the second buffer member may be spaced apart from the partition member 32.

[0192] The second buffer member 5, formed and arranged in this manner, can form the interior of the first buffer member 3.

[0193] According to the fourth embodiment of this disclosure, the side beam for a vehicle includes a first buffer member 3 and a second buffer member 5, and the stiffness of the first buffer member in the width direction Y of the vehicle body or side beam can be increased by inserting the second buffer member into the inner closed cross section C2 of the first buffer member to increase the amount of load that can be absorbed.

[0194] Furthermore, in the case of electric vehicles, the second buffer member 5 can locally increase the supporting stiffness against collision energy during a side collision to ensure the remaining space in the side beam, thereby adequately protecting the battery that is widely distributed in the lower part of the vehicle body.

[0195] Therefore, the increased load on the vertically received cross section during a side impact can maximize the ability to absorb the impact of the side beam and minimize the extent to which the side beam penetrates the interior, thus safely protecting the occupants and the battery.

[0196] Figure 13 This diagram illustrates a method for assembling a side beam for a vehicle according to a fourth embodiment of the present disclosure.

[0197] The method for assembling a side beam for a vehicle according to the fourth embodiment of this disclosure can be similarly applied to the reference... Figure 10 The method described is for assembling a side beam for a vehicle according to a third embodiment of this disclosure.

[0198] The first buffer member 3 can be prepared by the following steps: molding the main body 31 by machining a single plate of metal such as steel; molding the partition member 32 by machining another single plate of metal such as steel; and joining the main body and the partition member together.

[0199] The second buffer member 5 can be prepared by the following steps: machining a single plate of metal such as steel; bending the plate two or more times; welding the joined end portions to mold the main body 51; and then attaching a plate 52 of metal such as steel to one side of the main body.

[0200] Before connecting the first buffer member 3 to the inner panel 1 of the side beam, the second buffer member 5 is fixed to the inner panel 1 of the side beam by welding, such as spot welding, laser welding, or arc welding using carbon dioxide.

[0201] Subsequently, the first buffer member 3 can be connected to the inner panel 1 of the side beam to which the second buffer member 5 is fixed. In this case, the connection between the first buffer member and the inner panel of the side beam can be achieved, for example, by bidirectional spot welding, so that a welded portion W can be formed between the flange F of the first buffer member and the other surface of the inner panel of the side beam.

[0202] Optionally, the joint portion B can be formed by combining the first buffer member and the outer panel 2 of the side beam.

[0203] Finally, the inner panel 1 and the outer panel 2 of the side beam can be integrally and structurally stablely joined by means of a welded part W formed by applying a combination such as bidirectional spot welding at their upper and lower ends.

[0204] Figure 14 This diagram illustrates the operation of a side beam for a vehicle according to a fourth embodiment of the present disclosure, and illustrates the behavioral aspects in the performance verification results by analyzing the side beam for a vehicle according to the fourth embodiment of the present disclosure.

[0205] The applicant performs performance analysis by simulating a side beam for a vehicle according to a fourth embodiment of the present disclosure.

[0206] For example, according to the fourth embodiment of this disclosure, the crushing behavior of a side beam of a vehicle having a first buffer member 3 and a second buffer member 5 made of, for example, steel was compared for the performance of absorbing a certain level of collision load by assuming a side collision of the vehicle and impacting the side beam in the width direction Y.

[0207] like Figure 14As illustrated, in the side beam according to the fourth embodiment of this disclosure, even if the outer panel 4 of the side beam deforms during a lateral collision of the vehicle, the first buffer member 3 can maximize its shock absorption capacity by inducing stable compressive deformation through the plurality of partition members 32, and the support stiffness of the first buffer member is increased by forming a plurality of protrusions 33 relatively adjacent to the interior of the vehicle body in the width direction. Furthermore, it can be clearly confirmed that remaining space in the side beam is ensured by adding high deformation resistance to the collision load in the second buffer member 5.

[0208] Figure 15 and Figure 16 The diagram illustrates the deformation form by analyzing the side beam for a vehicle according to the fourth embodiment of this disclosure.

[0209] Figure 15 The illustration shows the load on the cross-section of a side beam a for a vehicle according to a fourth embodiment of the present disclosure, which has a side beam a having a buffer member made of aluminum extrusion material and a side beam b having a first buffer member 3 and a second buffer member 5 made of, for example, steel.

[0210] Here, the side beam a of the related technology is in the form of a tubular member with a rectangular cross-section, and includes a buffer member made of extruded aluminum material, which has four partition walls arranged along the width direction Y of the side beam and spaced apart from each other at equal intervals.

[0211] Reference Figure 15 It can be seen that related technology a has a slight advantage in the load of the vertically received cross section at the start of the collision, but in this disclosure b, the load of the vertically received cross section is greater in the total deformation.

[0212] The side beam a of the related technology has a cross-sectional load of up to 0.8MN, while the side beam b of this disclosure has a cross-sectional load of up to 1.4MN.

[0213] Furthermore, in the side beam b of this disclosure, the entire behavior stops at a displacement of approximately 130 mm, indicating that it absorbs greater impact energy within a shorter displacement than the prior art side beam a, in which the entire behavior stops at a displacement exceeding 140 mm.

[0214] Figure 16 The illustration shows the ability of a side beam a, which has a buffer member made of aluminum extrusion material according to a related technology, to absorb displacement energy between a side beam b, which has a first buffer member 3 and a second buffer member 5 made of, for example, steel, according to a fourth embodiment of the present disclosure.

[0215] Reference Figure 16When absorbing the same impact energy of approximately 77 MJ to the maximum extent, it is clearly shown that in the side beam b of this disclosure, the entire behavior stops at a displacement of approximately 130 mm, and the ability to absorb impact by deformation is relatively superior to that of the side beam a of the related art, in which the entire behavior stops at a displacement of more than 140 mm.

[0216] Therefore, the side beam for a vehicle according to this disclosure includes buffer members 3 and 4, which can effectively absorb the impact generated by compressive deformation within the side beam, thereby greatly increasing the bearing stiffness of the side beam itself and maximizing the impact absorption capacity by inducing stable compressive deformation during a collision. Thus, during a side collision of the vehicle, the extent to which the side beam penetrates into the interior can be minimized by stably ensuring the remaining space after maximum deformation, which has the advantage of maximizing the protection of occupants and battery safety.

[0217] In addition, by forming a plurality of protrusions 33 along the load direction in the main body 31 of the first buffer member 3, the deformation load of the main body is increased, thereby doubling the ability to absorb the collision energy between the first buffer member and the side beam.

[0218] In addition, in the construction methods using steel, forming, bending or rolling can be used economically and with a high material error rate, which is expected to reduce molding costs during production. At the same time, compared with aluminum, the material cost can be significantly reduced by using steel.

[0219] Therefore, the side beam for a vehicle according to the fourth embodiment of this disclosure can ensure excellent crash performance, reduce costs in terms of materials and construction methods due to the use of steel, and can be lightweight and structurally robust.

[0220] The spirit of this disclosure has been described for illustrative purposes above. Those skilled in the art will understand that various modifications and variations can be made without departing from the essential characteristics of this disclosure.

[0221] For example, the embodiments described and illustrated above in this disclosure can be combined with each other, and each embodiment may optionally further incorporate some components of other embodiments if necessary.

[0222] Therefore, the exemplary embodiments disclosed in this application and the accompanying drawings are not intended to limit the spirit of this disclosure, but rather to describe it. The scope of this disclosure is not limited to these exemplary embodiments. The scope of this disclosure should be interpreted by the appended claims, and should be construed as including all equivalents of the appended claims within the scope of this disclosure.

[0223] Figure Labels

[0224] 1: Internal panel of side beam 2: External panel of side beam

[0225] 3: First buffer component; 4 & 5: Second buffer components

[0226] 31: Main body; 32: Dividing components

[0227] 33, 34: Protrusions; 51: Main body

[0228] 52: Board

[0229] B: Connecting parts C1, C2, C3: Closed cross-section

[0230] F: Flange; W: Welded part

Claims

1. A side beam for a vehicle, comprising: Side beam internal panel; An outer panel for the side beam, which is connected to an inner panel for the side beam; as well as A first buffer member is disposed between the inner panel and the outer panel of the side beam and has a plurality of closed cross sections arranged along the width direction of the side beam. The first buffer member includes a main body formed by bending a single plate and at least one partition member connecting two surfaces of the main body. A plurality of protrusions are formed on the main body and the partition member. The side beam further includes a second buffer member, which is inserted into one of the plurality of closed cross sections of the first buffer member and extends along the width direction of the first buffer member. The second buffer member is disposed in a second closed cross section formed between the first buffer member and the inner panel of the side beam.

2. The side beam according to claim 1, wherein, The body includes a support surface positioned opposite the open surface of the body and located between the two surfaces. The supporting surface of the main body and the separating member are spaced apart from each other to form a first closed cross section between the supporting surface and the separating member.

3. The side beam according to claim 2, wherein, The length of the separating member in the height direction is formed to be equal to the length of the supporting surface between the two surfaces in the height direction.

4. The side beam according to claim 2, wherein, A flange disposed on the main body is joined to the inner panel of the side beam, and a welded portion is formed between the flange and the inner panel of the side beam. A second closed cross section is formed between the first buffer member and the inner panel of the side beam.

5. The side beam according to claim 1, wherein, The thickness of the plate constituting the main body is greater than the thickness of the plate constituting the partition member.

6. The side beam according to claim 1, wherein, The plurality of protrusions of the body extend from two surfaces of the body along the width direction of the side beam and are arranged to be spaced apart from each other along the longitudinal direction of the body.

7. The side beam according to claim 6, wherein, The plurality of protrusions of the partition member extend along the height direction of the side beam and are arranged to be spaced apart from each other along the length direction of the partition member.

8. The side beam according to claim 7, wherein, When multiple partition members are included, at least one of the multiple partition members is disposed within the body between the portion in which the protrusion is formed on one side and the portion in which the protrusion is formed on the other side.

9. The side beam according to claim 1, wherein, At least the first buffer member is made of a plate of ultra-high strength steel of 980 MPa or higher.

10. The side beam according to claim 1, wherein, The second buffer member is formed by bending two sides to have a certain width in the width direction of the side beam, and One flange of the second buffer member is fixed to the partition member of the first buffer member that is closest to the inner panel of the side beam, and the other flange of the second buffer member is fixed to the inner panel of the side beam.

11. The side beam according to claim 10, wherein, The plurality of protrusions extending along the width direction of the side beam and arranged to be spaced apart from each other along the length direction of the second buffer member are formed on the second buffer member.

12. The side beam according to claim 1, wherein, The second buffer member is formed of a cylindrical member having a predetermined length in the width direction of the side beam and a predetermined width in the longitudinal direction of the side beam. The second buffer member is fixed to the inner panel of the side beam.

13. The side beam according to claim 12, wherein, The second buffer component includes: The main body portion, wherein the main body portion is formed having at least one closed cross-section; and A plate, said plate being fixed to the main body portion to close one side of the main body portion, and The plate is fixed to the inner panel of the side beam.

14. The side beam according to claim 13, wherein, The main body is formed by bending a single plate with a predetermined width and length two or more times and then welding the joined end portions together.

15. The side beam according to claim 12, wherein, The second buffer member is disposed on the inner panel of the side beam at a position corresponding to the transverse member of the vehicle body.

16. The side beam according to any one of claims 1 to 15, wherein, The second buffer member is formed to be thicker than the thickness of the separating member constituting the first buffer member.

17. The side beam according to any one of claims 1 to 15, wherein, The second buffer member is made of a plate of ultra-high strength steel with a strength of 980 MPa or higher.

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