JP2010047226A - Bumper device for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a bumper device for a vehicle capable of further increasing a generated load in relation with shock absorption of a collision in a collision with a mating vehicle whose ends of a vehicle body in a vehicle longitudinal direction are bent in a vehicle width direction. <P>SOLUTION: A bumper reinforce 12 that extends in a vehicle width direction and whose both ends 12a are joined with a pair of side members 11 extending in a vehicle longitudinal direction is provided. The bumper reinforce 12 has a pair of projections T arranged between joining positions of the side members 11 and the center O in a vehicle width direction and protruding toward the vehicle front, and is formed so that the entire area in the vehicle width direction between the projections T retract from the projections T toward the vehicle rear side. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a vehicle bumper device.

  Conventionally, a bumper inhose applied to a vehicle bumper device extends in the vehicle width direction, and both ends thereof are coupled to a pair of coupling members (such as side members) extending in the vehicle front-rear direction.

Various types of bumper in horses are known. For example, the bumper-in hose described in Patent Document 1 is composed of a roll-formed high-tensile steel plate having a constant cross-sectional shape in the longitudinal direction, and is bent into an arc shape in the vehicle width direction so as to have a constant radius of curvature. Has been. The bumper-in hose described in Patent Document 2 is made of an extruded material of an aluminum alloy, and is bent (so-called two-node bending) so that both end portions are inclined toward the vehicle body. Therefore, this bumper inhose has a linear shape at the center in the vehicle width direction, which is the inner side of both bending moldings. Furthermore, the bumper-in hose described in Patent Document 3 is made of steel and has a protrusion that is enlarged in the vehicle height direction in accordance with the coupling position of both coupling members (frame rails 88).
Japanese Patent No. 2846983 JP 2007-261426 A JP-T-2004-533960

  By the way, in Patent Document 1, because it is a bumper inhose that is bent so as to have a constant radius of curvature, for example, when the front of the vehicle body collides with a counterpart vehicle that is gently bent in the vehicle width direction, When the input load to the bumper-in hose due to the impact of the collision is concentrated at one point in the center in the vehicle width direction, the bumper-in hose is easily broken, and the generated load related to shock absorption is reduced. For example, when the thickness of the steel plate is increased in order to give the bumper inn hose sufficient strength, the mass of the bumper inn hose is inevitably increased.

  Further, in Patent Document 2, since the center part in the vehicle width direction is a straight bumper-in hose, for example, when the front part of the vehicle body collides with the opponent vehicle that is gently bent in the vehicle width direction, Since the input load to the bumper-in hose due to the impact is generally concentrated at the center of the linear shape, the generated load related to the impact absorption is also lowered.

  Furthermore, in patent document 3, although it has a projection part according to the coupling | bonding position of both coupling members, since the expansion by this projection part is a vehicle height direction, the vehicle width direction center part protrudes most ahead of a vehicle. It will not change. Therefore, for example, when the front part of the vehicle body collides with the opponent vehicle that is gently bent in the vehicle width direction, the input load to the bumper inhose due to the impact of the collision is concentrated at one point in the center part in the vehicle width direction. As a result, the generated load related to shock absorption is also lowered.

  An object of the present invention is to provide a vehicular bumper device that can further increase a generated load related to shock absorption when the vehicle front-rear direction end portion collides with a counterpart vehicle that is bent in the vehicle width direction. Is to provide.

  In order to solve the above-mentioned problems, the invention according to claim 1 is for a vehicle including a bumper inhose that extends in the vehicle width direction and is coupled to a pair of coupling members whose both ends extend in the vehicle front-rear direction. In the bumper device, the bumper inhose is arranged between a coupling position of each coupling member and the center of the bumper innose in the vehicle width direction, and has at least a pair of convex portions protruding outward in the vehicle front-rear direction. The gist is that the entire range in the vehicle width direction sandwiched between the both convex portions is formed so as to be retracted inward in the vehicle longitudinal direction from the convex portions.

  According to this configuration, in the bumper rein hose supported at two locations by the pair of coupling members, for example, when a vehicle front-rear direction end of a vehicle body collides with a counterpart vehicle bent in the vehicle width direction, the collision Since the input load to the bumper inhose due to the impact of the above is concentrated at two points of the pair of convex portions, the generated load related to the impact absorption can be increased. And a bumper inn hose can be given sufficient intensity | strength and a vehicle deformation amount can be reduced. Alternatively, the bumper-in hose having the required strength can be further reduced in weight.

The invention according to claim 2 is characterized in that, in the vehicle bumper device according to claim 1, the convex portion has a flat portion formed by flatly forming a front end surface on the outer side in the vehicle front-rear direction.
According to this configuration, for example, when the vehicle longitudinal direction end portion of the vehicle body collides with a counterpart vehicle that is bent in the vehicle width direction, a part of the input load to the bumper inn hose due to the impact of the collision is It can be received by a surface in the flat portion of the convex portion. For this reason, it is possible to suppress the deformation of each of the convex portions, and to further increase the generated load related to shock absorption.

  According to a third aspect of the present invention, in the vehicle bumper device according to the first or second aspect, the bumper-in hose is coupled to the first frame that forms an outer shape in the vehicle front-rear direction and the first frame. A second frame that forms at least one hollow portion between the first frame and forms an outer shape on the inner side in the vehicle front-rear direction, wherein both the convex portions are formed on the first frame. The gist.

  According to this configuration, since the both convex portions that mainly determine the generated load related to shock absorption are formed on the first frame, only the first frame needs to be changed according to the required strength specification. The second frame can be shared by different vehicle types. Thereby, the labor of the classification of parts according to a vehicle model can be reduced. Alternatively, since only the first frame needs to be changed according to the design of the vehicle, the degree of freedom in design can be improved.

  According to a fourth aspect of the present invention, in the vehicle bumper device according to the third aspect, the pair of coupling members are coupled to both ends of the second frame, and the second frame includes a vehicle height. A protruding wall is formed in the middle portion in the vertical direction and protrudes outward in the vehicle longitudinal direction and extends in the vehicle width direction. The convex portion is arranged in the intermediate portion in the vehicle height direction and is mounted on the inner side in the vehicle longitudinal direction. The gist of the present invention is that a concave wall that is recessed in a shape and abuts against the protruding wall is formed.

  According to this configuration, for example, when the vehicle longitudinal direction end portion of the vehicle body collides with a counterpart vehicle that is bent in the vehicle width direction, a part of the input load to each convex portion due to the impact of the collision is applied to the convex portion. It can be transmitted directly from the concave wall of the part to the protruding wall. The load transmitted to the protruding wall is supported by the pair of coupling members that support the second frame at two locations. For this reason, it is possible to suppress the deformation of each of the convex portions, and to further increase the generated load related to shock absorption.

  The present invention provides a vehicle bumper device capable of further increasing the generated load related to the impact absorption of the collision when the vehicle longitudinal direction end portion of the vehicle body collides with a counterpart vehicle bent in the vehicle width direction. can do.

DESCRIPTION OF EXEMPLARY EMBODIMENTS Hereinafter, an embodiment of the invention will be described with reference to the drawings.
FIG. 1 is a plan view showing a vehicle bumper device according to this embodiment applied to a front portion of a vehicle such as an automobile. As shown in the figure, on both sides in the vehicle width direction, side members 11 as a pair of coupling members made of, for example, a metal plate and having a hollow structure with a substantially square cross section and extending in the vehicle front-rear direction are disposed. Yes. These side members 11 constitute a part of the body. And each edge part 12a of the bumper inn hose 12 extended in the vehicle width direction is attached to the front end of each said side member 11. As shown in FIG. The bumper-in hose 12 is bent at a position P closer to the vehicle width direction center O than each side member 11, and each end portion 12a is arranged in the vehicle front-rear direction inner side (vehicle body side) toward the vehicle width direction outer side. Incline towards). Further, the bumper inhose 12 forms a straight portion 12b between the positions P and extending linearly in the vehicle width direction.

  The bumper-in hose 12 bent in this way (so-called two-node bending) is covered with a resin bumper cover 13 disposed on the front side thereof. The bumper cover 13 determines the design of the front portion of the vehicle. The bumper inhose 12 is bent along the outer shape of the bumper cover 13.

  Next, the bumper-in hose 12 will be further described with reference to FIGS. 2A is an enlarged view showing the right half of FIG. 1, and FIG. 2B is a front view of FIG. 2A viewed from the front of the vehicle (in the view of the arrow A in FIG. 1). Equivalent). 3A and 3B are cross-sectional views taken along lines AA and BB in FIG. 2A, respectively.

  As shown in FIG. 3, the bumper-in hose 12 includes a first frame 21 made of a metal plate extending in the vehicle width direction and having an outer shape in the vehicle front-rear direction (front side), and the first frame 21. And a second frame 22 made of a metal plate extending in the vehicle width direction and having an outer shape in the vehicle longitudinal direction (rear side). The bumper-in hose 12 is coupled to the pair of side members 11 at both ends of the second frame 22.

  The second frame 22 has U-shaped frame portions 22a and 22b arranged side by side in the vehicle height direction, and is connected via a connecting piece 22c as a protruding wall to the front of the vehicle over the entire length in the vehicle width direction. It is formed into a constant cross section with an open cross-sectional W shape. Note that the connecting piece 22c is disposed at an intermediate portion in the vehicle height direction of the second frame 22, extends in a long shape in the vehicle width direction, and is relative to the rear ends of the frame portions 22a and 22b. It protrudes toward the front of the vehicle.

  On the other hand, the first frame 21 includes a straight frame portion 21a having a U-shaped cross section that opens to the rear of the vehicle in the range of the straight portion 12b in the vehicle width direction (see FIG. 3A). Both open end portions of the frame portion 21a are joined to the upper surface of the frame portion 22a and the lower surface of the frame portion 22b, for example, by welding, and the intermediate portion in the vehicle height direction is joined to the opposing surface of the connecting piece 22c, for example, for welding. Are joined to the second frame 22.

  Further, the first frame 21 includes a contact piece 24 that contacts the connecting piece 22c in the range of the end portions 12a in the vehicle width direction, and on the vehicle front-rear direction outer side (front side) above the contact piece 24. A convex wall 25 projecting in a trapezoidal shape is provided, and a convex wall 26 projecting in a trapezoidal shape on the vehicle longitudinal direction outside (front side) below the contact piece 24 is further provided (see FIG. 3B). These convex walls 25 and 26 have the same shape as each other except that they are vertically symmetrical. That is, the first frame 21 is formed in an M-shaped cross section that opens to the rear of the vehicle within the range of each end 12a in the vehicle width direction. In the first frame 21, the open end portions of the convex walls 25 and 26 are joined to the upper surface of the frame portion 22a and the lower surface of the frame portion 22b, for example, by welding in the range of the end portions 12a in the vehicle width direction. At the same time, the abutting piece 24 is joined to the opposing surface of the connecting piece 22c, for example, by welding, and joined to the second frame 22.

  The convex walls 25 and 26 are formed so that the projection length from the abutment piece 24 is maximized at each position P to form convex portions 27 and 28, respectively, and from each position P toward the front side in the vehicle width direction. Accordingly, the projecting length from the contact piece 24 is gradually shortened. The front end surfaces of the convex portions 27 and 28 at the position P spread flat in the vehicle width direction and the vehicle height direction to form flat portions 27a and 28a. When the two convex portions 27 and 28 at each position P are collectively expressed as “convex portion T”, the entire range (straight line) of the first frame 21 (bumper-in hose 12) sandwiched between the convex portions T on both sides (straight line). The frame portion 21a has a concave shape that is retracted inward (rear side) in the vehicle longitudinal direction from the convex portion T.

  The first frame 21 is recessed in the shape of a table on the rear side of the vehicle together with the abutment piece 24 and the convex walls 25 and 26 continuous to the contact piece 24 at the intermediate portion in the vehicle height direction. Concave wall 29 is formed. The bumper-in hose 12 forms a pair of hollow portions C1 and C2 communicating between the first and second frames 21 and 22 in the vehicle width direction. These hollow portions C1 and C2 have the same shape and are juxtaposed in the vehicle height direction. The opening area of the hollow portions C1 and C2 is maximized at each position P where the convex portions 27 and 28 are disposed.

  Here, a cross-sectional width (a distance between the first and second frames 21 and 22 in a plan view) of the bumper-in hose 12 in the present embodiment will be described. As shown in FIG. 1, the cross-sectional width of the bumper rein hose 12 at the straight portion 12b is a, the cross-sectional width of the bumper rein hose 12 at the position P (convex portion T) is b, and the bumper rein at the tip of the end 12a. When the cross-sectional width of the hose 12 is represented by c, the distances a to c are set so as to satisfy the relationship “b> a> c”. In particular, the relationship of “a> c” is that the end 12 a is tapered to follow the outer shape of the bumper cover 13. In other words, the gap between the bumper-in hose 12 and the bumper cover 13 is made more uniform by tapering the end 12a. However, if the interference with the bumper cover 13 is avoided, the relationship of “c> a” may be used.

  Next, the operation when the vehicle front-rear direction end of the vehicle body collides with the opponent vehicle V that is gently bent so that the center protrudes outward in the vehicle width direction will be described. The collision with the opponent vehicle V is a collision with the front portion of the opponent vehicle V at the time of a frontal collision, and is a collision with the rear portion of the opponent vehicle V at the time of a rear-end collision.

  FIG. 4 shows a conventional bumper-in hose 91 that is bent in an arc shape in the vehicle width direction so as to have a constant radius of curvature, and another conventional one that is bent at two ends so that both end portions are inclined toward the vehicle body. It is explanatory drawing showing the bending moment which generate | occur | produces at the time of a collision when the bumper-in-hose 92 and the bumper-in-hose 12 of this embodiment are each considered as the both end support beam by the both side members 11. FIG. In order to simplify the explanation, these bumper-in hoses 91, 92, and 12 have the same cross-sectional shape (cross-sectional second moment) that is different only in the load input point due to the impact of the collision. To be there. As is clear from the figure, in the bumper rein hose 91 bent in an arc shape, the generated load is the lowest because the input load is concentrated at one point in the center in the vehicle width direction. In addition, in the bumper-in-hose 92 bent two-nodes, the input load is approximately equally distributed in the vehicle width direction, but the generated load is still low because the bending moment at the center in the vehicle width direction is maximized. On the other hand, in the bumper-in hose 12 of the present embodiment, the generated load is increased by concentrating the input load at two points (both convex portions T) adjacent to both side members 11 in the vehicle width direction.

  FIG. 5 is a graph showing the transition of the load with respect to the deformation amount (stroke) in each bumper inn hose 91, 92, 12. As is apparent from the figure, the input load is generated in the order of the bumper rein hose 91 in which one point is concentrated, the bumper rein hose 92 in which the input load is evenly distributed, and the bumper rein hose 12 in the present embodiment in which the two points are concentrated. It is confirmed that the load increases.

  Next, the operation of this embodiment will be described. When an impact is applied from the front due to a vehicle collision or the like, the impact is transmitted from the bumper cover 13 to the both side members 11 (body) via the bumper-in hose 12. At this time, if the input load due to the impact of the collision is small, the bumper-in hose 12 is elastically deformed in accordance with the deformation of the bumper cover 13, thereby buffering the impact transmitted to the body and the occupant. If the input load due to the impact of the collision is large, both the side members 11 are plastically deformed together with the bumper-in hose 12 after the bumper-in hose 12 is elastically deformed, thereby buffering the shock transmitted to the body and the occupant. To do.

As described above in detail, according to the present embodiment, the following effects can be obtained.
(1) In the present embodiment, in the bumper inhose 12 supported by the pair of side members 11 at two locations, for example, the opponent vehicle V in which the vehicle longitudinal direction end of the vehicle body is gently bent in the vehicle width direction In the case of a collision, the load applied to the bumper in hose 12 due to the impact of the collision is concentrated at the two points of the both convex portions T, so that the generated load related to the impact absorption can be increased. And the bumper-in hose 12 can be given sufficient intensity | strength, and a vehicle deformation amount can be reduced. Alternatively, the bumper-in hose 12 having a required strength can be further reduced in weight.

  (2) In the present embodiment, the convex portions 27 and 28 have flat portions 27a and 28a formed by flatly forming the front end surface, so that when the vehicle collides with the opponent vehicle V, the bumper in is caused by the impact of the collision. A part of the input load to the hose 12 can be received by the surface at the flat portions 27a and 28a of the convex portions 27 and 28. For this reason, it is possible to suppress the deformation of each of the convex portions 27 and 28 and to further increase the generated load related to shock absorption.

  (3) In the present embodiment, the connecting piece 22c is formed on the rear side (second frame 22) of the bumper-in hose 12, and the concave wall 29 that contacts the connecting piece 22c is formed on the convex portion T. Thus, when the vehicle collides with the opponent vehicle V, a part of the input load to each convex portion T due to the impact of the collision can be directly transmitted from the concave wall 29 to the connecting piece 22c. The load transmitted to the connecting piece 22c is supported by the pair of side members 11 that support the second frame 22 at two locations. For this reason, deformation of each convex portion T can be suppressed, and as a result, the generated load related to shock absorption can be further increased.

  (4) In the present embodiment, only the first frame 21 is changed according to the required specification of the strength by forming the both convex portions T that mainly determine the generated load related to shock absorption on the first frame 21. The second frame 22 can be shared by different vehicle types. Thereby, the labor of the classification of parts according to a vehicle model can be reduced. Alternatively, since only the first frame 21 needs to be changed according to the design of the vehicle, the degree of freedom in design can be improved.

  (5) In this embodiment, the both ends 12a of the bumper-in hose 12 are tapered along the bumper cover 13, so that the gap between the bumper-in hose 12 and the bumper cover 13 is more uniform. Can be For example, in a vehicle collision from an oblique direction, the shock absorption by the bumper in-hose 12 can be quickly started from the initial stage where the bumper cover 13 collides, and the deformation amount of the bumper cover 13 and thus the deformation of the vehicle. The amount can be reduced.

Moreover, by tapering the both ends 12a of the bumper inn hose 12, the design of the bumper cover 13 can be followed, and the degree of design freedom can be increased.
In addition, you may change the said embodiment as follows.

  The second frame 22 of the bumper-in hose 12 may be formed of a light metal extruded material such as an aluminum alloy. Moreover, as shown in FIGS. 6A to 6D, a second frame 31 having a substantially B-shaped cross section, a second frame 32 having a substantially cross-sectional shape in cross section, and a substantially sun-shaped cross section made of a light metal extruded material. The second frame 33, the second frame 34 having a substantially square cross section, and the like may be employed.

  A bumper inhose having two or more pairs of convex portions may be used. In this case, for example, when the vehicle front-rear direction end of the vehicle body collides with the opponent vehicle V that is gently bent in the vehicle width direction, it is caused by the impact of the collision at the pair of convex portions that first contact the opponent vehicle V. The input load to the bumper inhose 12 can be received intensively, and then the input load can be received supplementarily by the other pair of convex portions.

-In the said embodiment, you may employ | adopt the bumper inn hose which omitted the 2nd flame | frame, ie, the so-called open cross-section hose without a hollow part.
In the above-described embodiment, a crash box that absorbs impact energy by plastic deformation (such as bellows deformation or turning deformation) in the axial direction may be interposed between the bumper inhose 12 and each side member 11.

The present invention may be applied to the rear portion of the vehicle.
Next, the technical idea that can be grasped from the above embodiment and other examples will be described below.
In the vehicle bumper device according to any one of claims 1 to 4,
A bumper device for a vehicle, wherein both ends of the bumper inhose are tapered along a bumper cover that covers the bumper inhose. According to this configuration, the both ends of the bumper inhose are tapered along the bumper cover, so that the gap between the bumper inhose and the bumper cover can be made more uniform. . For example, in a vehicle collision from an oblique direction, shock absorption by the bumper inhose can be quickly started from the initial stage in which the bumper cover collides, and the deformation amount of the bumper cover, and thus the deformation amount of the vehicle Can be reduced.

The top view which shows one Embodiment of this invention. (A) and (b) are the enlarged views which show the right half of FIG. 1, and the A arrow view of FIG. (A) and (b) are sectional drawings which followed the AA line and BB line of Fig.2 (a). Explanatory drawing showing the bending moment which generate | occur | produces with the collision with various bumper in hoses and the other party vehicle. The graph which shows the relationship between the deformation amount and load of various bumper in hoses. (A)-(d) is a cross-sectional view which shows the modification of this invention.

Explanation of symbols

  T, 27, 28 ... convex part, C1, C2 ... hollow part, 11 ... side member (joining member), 12 ... bumper-in hose, 12a ... end part, 21 ... first frame, 22, 31, 32, 33 , 34 ... second frame, 22c ... connecting piece (protruding wall), 27a, 28a ... flat part, 29 ... concave wall.

Claims (4)

In a vehicle bumper device including a bumper inhose that extends in the vehicle width direction and is coupled to a pair of coupling members whose both ends extend in the vehicle front-rear direction,
The bumper in horse is
In the vehicle width direction, it is disposed between the coupling position of each coupling member and the center of the bumper inhose, and includes at least a pair of convex portions projecting outward in the vehicle front-rear direction,
A vehicular bumper device, wherein the entire range in the vehicle width direction sandwiched between the both convex portions is formed so as to be retracted inward in the vehicle front-rear direction than the convex portions. The vehicle bumper device according to claim 1,
The bumper device for a vehicle, wherein the convex portion has a flat portion formed by flatly forming a front end surface on the outer side in the vehicle front-rear direction. The vehicle bumper device according to claim 1 or 2,
The bumper in horse is
A first frame having an outer shape in the vehicle front-rear direction;
A second frame coupled to the first frame, forming at least one hollow portion with the first frame and forming an outer shape in the vehicle front-rear direction;
The bumper device for vehicles, wherein the both convex portions are formed on the first frame. The vehicle bumper device according to claim 3,
The pair of coupling members are coupled to both ends of the second frame,
The second frame is formed with a protruding wall that is disposed in the vehicle height direction intermediate portion and protrudes outward in the vehicle longitudinal direction and extends in the vehicle width direction,
The bumper device for vehicles, wherein the convex portion is formed with a concave wall disposed in a middle portion in the vehicle height direction and recessed in a trapezoidal shape on the inner side in the vehicle front-rear direction so as to contact the protruding wall.

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