JP2003312400A - Bumper device - Google Patents
Bumper deviceInfo
- Publication number
- JP2003312400A JP2003312400A JP2002116951A JP2002116951A JP2003312400A JP 2003312400 A JP2003312400 A JP 2003312400A JP 2002116951 A JP2002116951 A JP 2002116951A JP 2002116951 A JP2002116951 A JP 2002116951A JP 2003312400 A JP2003312400 A JP 2003312400A
- Authority
- JP
- Japan
- Prior art keywords
- flange
- tubular body
- side frame
- pipe body
- bumper
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Pending
Links
Landscapes
- Vibration Dampers (AREA)
- Body Structure For Vehicles (AREA)
Abstract
Description
【０００１】[0001]
【発明の属する技術分野】本発明は、薄板の深絞り加工
により成形したクラッシュボックスを備えるバンパ装置
に関する。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a bumper device having a crush box formed by deep drawing a thin plate.
【０００２】[0002]
【従来の技術】車両の衝突時の乗員への衝撃を緩和する
ために、車両のバンパリィンフォースと車体側のサイド
フレーム（サイドメンバー）との間に塑性変形可能なク
ラッシュボックス（衝撃エネルギー吸収体）を介在させ
る。このようなクラッシュボックスの例が特開２００１
−１３８４１公報に開示されるが、この公知例は直管体
を部分的に縮径又は拡径して外径の異なる管部を形成
し、各管部端縁間に形成できる段差を介して該管部相互
を結んだ多段管体を構成するものである。2. Description of the Related Art A crash box (impact energy absorber that can be plastically deformed between a bumper force of a vehicle and a side frame (side member) of a vehicle body is provided in order to reduce an impact on an occupant in a vehicle collision. ) Intervenes. An example of such a crash box is JP 2001
As disclosed in Japanese Laid-Open Patent Publication No. 13841, in this known example, a straight tubular body is partially reduced or expanded in diameter to form tubular portions having different outer diameters, and a step formed between end edges of the respective tubular portions is used. A multi-stage tubular body is formed by connecting the tubular portions together.
【０００３】このクラッシュボックスを備えるバンパ装
置は、車両の衝突時、外径の小さな管部が外径の大きな
管部に押し込まれながら塑性変形し、衝撃エネルギーを
吸収する。In a bumper device provided with this crash box, when a vehicle collides, a pipe portion having a small outer diameter is plastically deformed while being pushed into a pipe portion having a large outer diameter to absorb impact energy.
【０００４】[0004]
【発明が解決しようとする課題】前述した公知例は、管
部の座屈による衝撃エネルギー吸収とは異なり、管部の
押し込みに従って生じる段差の捲れ込みにより衝撃エネ
ルギーを吸収するものであるから、ストロークに対する
荷重線図が段階的右上がりの増加線図となり、エネルギ
ー吸収損失（ロス）がみられる。Unlike the impact energy absorption due to the buckling of the pipe portion, the above-mentioned known example absorbs the impact energy by rolling up the step caused by the pushing of the pipe portion. The load diagram for is a gradual upward rising diagram, and energy absorption loss is seen.
【０００５】加えて、直管体を用いることから、バンパ
リィンフォースへのクラッシュボックスの取付のため
に、直管体の前端にパイプを溶接しかつサイドフレーム
への取付のために、その後端にフランジを溶接する必要
があり、このパイプとのフランジにより、バンパリィン
フォースとサイドフレームへの固定手段並びに直管体の
前後端部の径が限定されるという不具合が生じる。In addition, since a straight pipe is used, a pipe is welded to the front end of the straight pipe for attaching the crash box to the bumper reinforcement and a rear end thereof is attached for attaching to the side frame. It is necessary to weld the flange, and the flange with this pipe causes a problem that the diameter of the front and rear end portions of the straight pipe body and the fixing means to the bumper reinforcement and the side frame is limited.
【０００６】それ故に、本発明は、前述した従来技術の
不具合を解消させることを解決すべき課題とする。Therefore, it is an object of the present invention to solve the above-mentioned problems of the prior art.
【０００７】[0007]
【課題を解決するための手段】本発明は、前述した課題
を解決するために、基本的には、鋼板の深絞りによりフ
ランジと有底付きの管体を形成し、これをクラッシュボ
ックスとする技術手段を用いる。深絞り加工により管体
は加工硬化し、高剛性となり、衝撃エネルギーを、短い
ストロークで、効率よく吸収できる。さらに、管体は有
底であるから、この部分をバンパリィンフォースとの取
付に利用できる利点を奏す。SUMMARY OF THE INVENTION In order to solve the above-mentioned problems, the present invention basically forms a flange and a tube body with a bottom by deep drawing a steel plate, which is used as a crush box. Use technical means. The deep-drawing process hardens the tube to make it highly rigid, and it is possible to absorb impact energy efficiently with a short stroke. Further, since the tubular body has a bottom, this portion has an advantage that it can be used for attachment to the bumper reinforcement.
【０００８】フランジと管体との結合部に塑性変形の起
点となる変形部を予め設けておくとよい。本発明による
クラッシュボックスに衝撃荷重が作用すると、フランジ
と管体との結合部がサイドフレームの内に入り込むよう
にして塑性変形し、結果として、管体の全長の略半分が
サイドフレーム内に入り込みながら、衝撃エネルギーを
吸収する。即ち、フランジと管体との結合部分の初期塑
性変形部が順次加工硬化した管体に移行していくことに
なり、この管体の塑性変形により衝撃エネルギーを効率
よく吸収する。It is preferable to previously provide a deformed portion, which is a starting point of plastic deformation, at the joint between the flange and the pipe body. When an impact load is applied to the crash box according to the present invention, the joint portion between the flange and the pipe body is plastically deformed so as to enter the side frame, and as a result, approximately half of the entire length of the pipe body enters the side frame. While absorbing impact energy. That is, the initial plastic deformation portion of the joint portion between the flange and the tubular body is sequentially transferred to the work-hardened tubular body, and the plastic deformation of the tubular body efficiently absorbs the impact energy.
【０００９】本発明によれば、車両のバンパリィンフォ
ースとサイドフレームとの間に配されるクラッシュボッ
クスを少なくとも有するバンパ装置において、クラッシ
ュボックスが鋼板の深絞り成形により得られた底部付き
の管体と、管体の開口縁より側方に延在するフランジを
含み、フランジがサイドフレームに固定されるバンパ装
置が提供される。According to the present invention, in a bumper device having at least a crash box arranged between a bumper reinforcement of a vehicle and a side frame, the crash box is a tubular body with a bottom obtained by deep drawing of a steel sheet. And a bumper device including a flange extending laterally from the opening edge of the tubular body, the flange being fixed to the side frame.
【００１０】[0010]
【発明の実施の形態】本発明の一例のバンパ装置を構成
するクラッシュボックス１を図１に示す。ＳＰＣ２７０
材の鋼板（板厚：１．８〜２．９mm）を常法に従い深絞
り成形し、円形状の有底の管体２を形成し、その開口縁
に円弧状変形部３を介してフランジ４を形成する。変形
部３は円弧部を作り、板材が反転して底部５の方向に向
き、フランジ４を形成する。フランジ４と円弧部３とは
軸線方向で所定の間隔とする。フランジ４の側縁は起立
部として強度を高めると良い。DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS FIG. 1 shows a crash box 1 which constitutes a bumper device according to an example of the present invention. SPC270
Material steel plate (plate thickness: 1.8 to 2.9 mm) is deep-drawn by a conventional method to form a circular bottomed tubular body 2, and a flange is formed at the opening edge thereof through an arc-shaped deforming portion 3. 4 is formed. The deformed portion 3 forms an arc portion, and the plate material is inverted to face the bottom portion 5 to form the flange 4. The flange 4 and the circular arc portion 3 have a predetermined distance in the axial direction. The side edge of the flange 4 may be a raised portion to enhance strength.
【００１１】円弧部としての変形部３の外径は、サイド
フレーム６の内部に入りかつサイドフレーム６の内壁面
との間に所定の隙間を残す寸法とする。図１に示す例の
管体２の断面形状は、図２に示す如く、真円であるが、
管体２，２′の断面形状については特に限定されない。
管体２の肉厚ｔ１と、フランジ４（サイドフレーム６と
の締結面）の肉厚ｔ２の関係は、ｔ１＜ｔ２である。こ
れにより、フランジ４（サイドフレーム６との締結面）
の締結強度が増し、車両衝突時の座面ちぎれや分断が抑
制できる。管体２は、深絞りによる加工硬化によって、
材料強度を１．２〜３倍に増加することができる。管体
２の筒部のテーパ角度（深絞りの角度）は１０°以下と
する。１０°を超えると、理想的な衝撃エネルギー吸収
となる管体２の塑性変形がおきない。また、加工硬化の
効果も十分でなくなる。管体２に使用する（深絞り前
の）鋼板の引張り強度は４４０MPa 以下とする。４４０
MPa を超えると深絞り成形が困難になる。The outer diameter of the deformable portion 3 as an arc portion is set to a size that enters the inside of the side frame 6 and leaves a predetermined gap with the inner wall surface of the side frame 6. The cross-sectional shape of the tube body 2 of the example shown in FIG. 1 is a perfect circle as shown in FIG.
The cross-sectional shape of the tubular bodies 2 and 2'is not particularly limited.
The relationship between the wall thickness t1 of the tubular body 2 and the wall thickness t2 of the flange 4 (a fastening surface with the side frame 6) is t1 <t2. As a result, the flange 4 (a fastening surface with the side frame 6)
The fastening strength of is increased, and it is possible to prevent the seat surface from breaking and breaking during a vehicle collision. The tube body 2 is processed and hardened by deep drawing,
The material strength can be increased 1.2 to 3 times. The taper angle (angle of deep drawing) of the tubular portion of the tubular body 2 is 10 ° or less. When the angle exceeds 10 °, the plastic deformation of the tube body 2 which causes ideal impact energy absorption does not occur. Further, the effect of work hardening becomes insufficient. The tensile strength of the steel sheet (before deep drawing) used for the tubular body 2 is 440 MPa or less. 440
If it exceeds MPa, deep drawing becomes difficult.
【００１２】管体２の底部５をバンパリィンフォース７
にボルト止めすることで固定される。又、サイドフレー
ム６とフランジ４との固定もボルトを用いて行う。勿
論、他の締結手段を用いても良い。図１に示すように、
バンパリィンフォース７に衝突による荷重（Ｆ）が作用
すると、変形部３を起点とする塑性変形が生じ、管体２
が順次サイドフレーム６の内部へと入り込んでいき、バ
ンパリィンフォース７がフランジ４に接近していく。こ
のような管体２の塑性変形、即ち、管体２が新たな円弧
状の変形部３を作りながら、この変形部３をサイドフレ
ーム６の内部へと送り込んでいく塑性変形が生じる。The bottom portion 5 of the tubular body 2 is attached to a bumper reinforcement 7
It is fixed by bolting to. Further, the side frame 6 and the flange 4 are also fixed by using bolts. Of course, other fastening means may be used. As shown in Figure 1,
When a load (F) due to a collision acts on the bumper reinforcement 7, plastic deformation starts from the deformable portion 3 and the tubular body 2
Sequentially enter the inside of the side frame 6, and the bumper reinforcement 7 approaches the flange 4. Such plastic deformation of the tubular body 2, that is, plastic deformation in which the tubular body 2 creates a new arc-shaped deformable portion 3 and sends the deformable portion 3 into the side frame 6, occurs.
【００１３】このような塑性変形は、図３に示すストロ
ーク・荷重線図において荷重上限に沿う直線形状の変形
を示し、ハッチングした如く、短いストロークで、高エ
ネルギー吸収が可能である。図３において、Ａ領域はバ
ンパリィンフォース７によるエネルギー吸収領域、Ｂ領
域はクラッシュボックスによるエネルギー吸収領域を示
す。尚、図４のストローク・荷重線図は、ＳＰＣ２７０
材（引張り強度２７０MPa）の材料を用い、略０°の深
絞り角度で管体２のための深絞りを行い、長さ１５０mm
にしてかつ管体２の肉厚とフランジ４の肉厚の比を１．
５とした管体２を形成し、この管体２を用いて測定し
た。Such plastic deformation shows linear deformation along the load upper limit in the stroke / load diagram shown in FIG. 3, and as shown by hatching, high energy can be absorbed in a short stroke. In FIG. 3, the area A shows the energy absorption area by the bumper reinforcement 7, and the area B shows the energy absorption area by the crush box. In addition, the stroke / load diagram of FIG.
Material (tensile strength 270MPa) is used, deep drawing is performed for the tube 2 at a deep drawing angle of approximately 0 °, and a length of 150mm
And the ratio of the wall thickness of the tube body 2 to the wall thickness of the flange 4 is 1.
The tubular body 2 of No. 5 was formed, and measurement was performed using this tubular body 2.
【００１４】図４は、変形部３Ａの形状を図１の例の変
形部３とはその形状を変えたものであるので、変形部３
Ａについてのみ以下に説明する。変形部３Ａは、底部５
の方向に山部となった第１円弧部３Ａ−１と谷部となっ
た第２円弧部３Ａ−２を連続して形成したものである。
この例において、バンパリィンフォース７に衝撃荷重が
作用すると、第２円弧部３Ａ−２が塑性変形の起点とな
り、この第２円弧部３Ａ−２が管体２の方へ順次移動し
即ち第２円弧部３Ａ−２がサイドフレーム６の内部へと
移動しながら、管体２を塑性変形させる。この例におい
ても、図３に示すストローク・荷重線図が得られる。In FIG. 4, the shape of the deformable portion 3A is different from that of the deformable portion 3 in the example of FIG.
Only A will be described below. The deformed portion 3A has a bottom portion 5.
In this direction, the first circular arc portion 3A-1 which is a peak portion and the second circular arc portion 3A-2 which is a valley portion are continuously formed.
In this example, when an impact load is applied to the bumper reinforcement 7, the second arc portion 3A-2 serves as a starting point of plastic deformation, and the second arc portion 3A-2 sequentially moves toward the tube body 2, that is, the second arc portion 3A-2. While the arcuate portion 3A-2 moves into the inside of the side frame 6, the tubular body 2 is plastically deformed. Also in this example, the stroke / load diagram shown in FIG. 3 is obtained.
【００１５】図５に示す変形部３Ｂは断面Ｌ形の段部３
Ｂ−１となっているもので、この例では管体２側の縁３
Ｂ−２が塑性変形の起点となり、衝撃荷重を受けると、
この部分がサイドフレーム６内へと移動する管体２の塑
性変形が生じ、図３に示す線図が得られる。The deformed portion 3B shown in FIG. 5 is a step portion 3 having an L-shaped cross section.
B-1 and in this example, the edge 3 on the tube body 2 side
When B-2 becomes the starting point of plastic deformation and receives an impact load,
Plastic deformation of the tubular body 2 occurs when this portion moves into the side frame 6, and the diagram shown in FIG. 3 is obtained.
【００１６】図６に示す変形部３Ｃは、管体２とフラン
ジ４との間をテーパ状の片で結合する形状のもので、こ
の例では、内縁３Ｃ−１が塑性変形の起点となり、この
内縁３Ｃ−１が、バンパリィンフォース７に衝撃荷重が
作用すると、管体２の方へ移行しかつサイドフレーム６
の内部へと移動する。管体２の塑性変形が図３のストロ
ーク・荷重線図となる。The deforming portion 3C shown in FIG. 6 has a shape in which the tubular body 2 and the flange 4 are connected by a tapered piece. In this example, the inner edge 3C-1 serves as the starting point of plastic deformation. When an impact load acts on the bumper reinforcement 7, the inner edge 3C-1 moves toward the tubular body 2 and the side frame 6
Move inside. The plastic deformation of the tube body 2 becomes the stroke / load diagram of FIG.
【００１７】図７に示す例は、管体２とフランジ４とを
円弧部３Ｄで結合したもので、この円弧部３Ｄはサイド
フレーム６の内壁部の内側に位置させる。この例におい
ても、円弧部３Ｄが管体２の塑性変形の起点となり、前
述と同様に、バンパリィンフォース７に衝撃荷重が作用
すると、この円弧部３Ｄが管体２の方へ移行しながら、
サイドフレーム６内へと入り込んでいき、管体２を塑性
変形させる。この例においても、図３のストローク・荷
重線図を得ることができる。In the example shown in FIG. 7, the tubular body 2 and the flange 4 are connected by an arc portion 3D, and the arc portion 3D is located inside the inner wall portion of the side frame 6. In this example as well, the arcuate portion 3D serves as the starting point of the plastic deformation of the tubular body 2, and when an impact load is applied to the bumper reinforcement 7 in the same manner as described above, the arcuate portion 3D moves toward the tubular body 2,
The tubular body 2 is plastically deformed by entering into the side frame 6. Also in this example, the stroke / load diagram of FIG. 3 can be obtained.
【００１８】図４乃至図６の例において、バンパリィン
フォース７は断面日の字状の押出型材により形成した
が、図７の例では、バンパリィンフォース７を断面コの
字のスチール板のプレス成型品を用いている。この例に
おいて、バンパリィンフォース７の管体２への取付は、
管体２の側部にバンパリィンフォース７の対向側壁部を
ビス止めすることで行っている。In the examples of FIGS. 4 to 6, the bumper reinforcement 7 is formed of an extrusion material having a cross-section of a letter V. In the example of FIG. 7, the bumper reinforcement 7 is formed by pressing a steel plate having a U-shape in section. It uses molded products. In this example, the attachment of the bumper reinforcement 7 to the tube body 2 is
The side wall of the tubular body 2 is fixed to the side wall of the bumper reinforcement 7 with screws.
【００１９】図４乃至図７に示す管体２は、図１の例と
同じく、鋼板を深絞りすることで成形する。この深絞り
成形により、管体２は加工硬化し、高エネルギー吸収能
を示す塑性変形が可能となり、図３に示すストローク・
荷重線図を得ることができる。又、管体２の底部５とフ
ランジ４をバンパリィンフォース７とサイドフレーム６
への固定手段として用いることができるので、該取付作
業は容易となる。The tube body 2 shown in FIGS. 4 to 7 is formed by deep-drawing a steel plate as in the example of FIG. Due to this deep drawing, the tube body 2 is work hardened, and plastic deformation with high energy absorption capability becomes possible.
A load diagram can be obtained. Further, the bottom portion 5 and the flange 4 of the tubular body 2 are connected to the bumper reinforcement 7 and the side frame 6.
Since it can be used as a fixing means to the above, the attaching work becomes easy.
【００２０】図８に示す例は、管体２の径より大きな上
下方向の寸法を有するバンパリィンフォース７と管体２
との取り付けのため、別部材としての連結部材８を用い
たものである。連結部材８は、管体２の外周面に沿うよ
う管体２がその内に挿入される本体部９とバンパリィン
フォース７の後面部に沿う取付片１０とからなる円筒状
体（フランジ付き）のものである。バンパリィンフォー
ス７は、断面目の字状で中空部材からなり、その後面部
を取付片１０にボルト（図示なし）で固定される。連結
部材８が管体２と同材質のものであるときは、連結部材
８の本体部９を管体２に溶接するが、異なる材質のもの
であるときはボルトやビスを用いて固定する。In the example shown in FIG. 8, the bumper reinforcement 7 and the tubular body 2 have a vertical dimension larger than the diameter of the tubular body 2.
The connection member 8 is used as a separate member for the attachment. The connecting member 8 is a cylindrical body (with a flange) including a main body portion 9 into which the tubular body 2 is inserted so as to follow the outer peripheral surface of the tubular body 2, and a mounting piece 10 along the rear surface portion of the bumper reinforcement 7. belongs to. The bumper reinforcement 7 is formed of a hollow member having a square cross section, and its rear surface is fixed to the mounting piece 10 with a bolt (not shown). When the connecting member 8 is made of the same material as the pipe body 2, the main body 9 of the connecting member 8 is welded to the pipe body 2, but when it is made of a different material, it is fixed by using bolts or screws.
【００２１】図９に示す例は、中空の押出形材よりなる
バンパリィンフォース７の後面部に管体２の外径に相当
する管体挿入孔１１を穿け、管体２をこの孔１１に挿入
し、その底部５とバンパリィンフォース７の前面部の内
壁面とを当接した形で、両者をボルト（図示なし）を用
いて固定している。図４乃至図９に、バンパリィンフォ
ース７と管体２との取付例を示したが、これらの取付例
と管体２の変形部との組合せは任意に選定できる。In the example shown in FIG. 9, a tubular body insertion hole 11 corresponding to the outer diameter of the tubular body 2 is formed in the rear surface of the bumper reinforcement 7 made of a hollow extruded shape, and the tubular body 2 is inserted into this hole 11. The bottom portion 5 and the inner wall surface of the front portion of the bumper reinforcement 7 are inserted into each other and are fixed to each other with bolts (not shown). 4 to 9 show examples of mounting the bumper reinforcement 7 and the tubular body 2, the combination of these mounting examples and the deformed portion of the tubular body 2 can be arbitrarily selected.
【図１】本発明の一例のバンパ装置を示す断面図であ
る。FIG. 1 is a cross-sectional view showing a bumper device of an example of the present invention.
【図２】図１に示す管体の断面図である。FIG. 2 is a cross-sectional view of the tubular body shown in FIG.
【図３】図１に示す例のストローク・荷重関係を示すグ
ラフ図である。FIG. 3 is a graph showing the relationship between stroke and load in the example shown in FIG.
【図４】本発明の第２実施例を示す断面図である。FIG. 4 is a sectional view showing a second embodiment of the present invention.
【図５】本発明の第３実施例を示す断面図である。FIG. 5 is a sectional view showing a third embodiment of the present invention.
【図６】本発明の第４実施例を示す断面図である。FIG. 6 is a sectional view showing a fourth embodiment of the present invention.
【図７】本発明の第５実施例を示す断面図である。FIG. 7 is a sectional view showing a fifth embodiment of the present invention.
【図８】本発明の第６実施例を示す断面図である。FIG. 8 is a sectional view showing a sixth embodiment of the present invention.
【図９】本発明の第７実施例を示す断面図である。FIG. 9 is a sectional view showing a seventh embodiment of the present invention.
１ クラッシュボックス ２ 管体 ３，３Ａ，３Ｂ，３Ｃ，３Ｄ 変形部 ４ フランジ ５ 底部 ６ サイドフレーム ７ バンパリィンフォース ８ 連結部材 ９ 本体部 １０ 取付片 １１ 孔 1 crash box 2 tubes 3,3A, 3B, 3C, 3D Deformation part 4 flange 5 bottom 6 side frame 7 Bumping Force 8 connecting members 9 Main body 10 mounting pieces 11 holes
───────────────────────────────────────────────────── フロントページの続き (72)発明者 羽田 真一 愛知県刈谷市朝日町２丁目１番地 アイシ ン精機株式会社内 (72)発明者 北 恭一 富山県新湊市奈呉の江12番地の３ アイシ ン軽金属株式会社内 (72)発明者 布野 和信 富山県新湊市奈呉の江12番地の３ アイシ ン軽金属株式会社内 (72)発明者 安土 一成 富山県新湊市奈呉の江12番地の３ アイシ ン軽金属株式会社内 ─────────────────────────────────────────────────── ─── Continued front page (72) Inventor Shinichi Haneda Aichi, 2-chome, Asahi-cho, Kariya city, Aichi prefecture Within Seiki Co., Ltd. (72) Inventor Kyoichi Kita 3 Aishi, 12 E, Nagure, Shinminato City, Toyama Prefecture Light Metal Co., Ltd. (72) Inventor Kazunobu Nuno 3 Aishi, 12 E, Nagure, Shinminato City, Toyama Prefecture Light Metal Co., Ltd. (72) Inventor Kazunari Azuchi 3 Aishi, 12 E, Nagure, Shinminato City, Toyama Prefecture Light Metal Co., Ltd.
Claims (6)
レームとの間に配されるクラッシュボックスを少なくと
も有するバンパ装置において、クラッシュボックスが鋼
板の深絞り成形により得られた底部付きの管体と、管体
の開口縁より側方に延在するフランジを含み、フランジ
がサイドフレームに固定されるバンパ装置。1. A bumper device having at least a crash box arranged between a bumper reinforcement and a side frame of a vehicle, wherein the crash box is a tubular body with a bottom portion obtained by deep drawing of a steel sheet, and a tubular body. Bumper device including a flange extending laterally from an opening edge of the flange, the flange being fixed to the side frame.
ンフォース側に谷部となっている第１の変形部が設けら
れている請求項１に記載のバンパ装置。2. The bumper device according to claim 1, wherein a first deforming portion which is a valley portion on the bumper reinforcement side is provided at a joint portion between the pipe body and the flange.
ォース側に山部となっている第２の変形部が設けられて
いる請求項２に記載のバンパ装置。3. The bumper device according to claim 2, further comprising a second deforming portion which is a mountain portion on the bumper reinforcement side and which is continuous with the first deforming portion.
傾斜壁部である請求項１に記載のバンパ装置。4. The bumper device according to claim 1, wherein the connecting portion between the pipe body and the flange portion is a step portion or an inclined wall portion.
動可能な請求項２乃至４の何れかに記載のバンパ装置。5. The bumper device according to claim 2, wherein the deformable portion is movable to the hollow portion of the side frame.
定される請求項５に記載のバンパ装置。6. The bumper device according to claim 5, wherein a bottom portion of the pipe body is fixed to a bumper reinforcement.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2002116951A JP2003312400A (en) | 2002-04-19 | 2002-04-19 | Bumper device |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2002116951A JP2003312400A (en) | 2002-04-19 | 2002-04-19 | Bumper device |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JP2003312400A true JP2003312400A (en) | 2003-11-06 |
Family
ID=29534311
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP2002116951A Pending JP2003312400A (en) | 2002-04-19 | 2002-04-19 | Bumper device |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP2003312400A (en) |
Cited By (9)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2006143087A (en) * | 2004-11-24 | 2006-06-08 | Nissan Motor Co Ltd | Coupling structure of shock absorbing member |
| JP2006298253A (en) * | 2005-04-22 | 2006-11-02 | Futaba Industrial Co Ltd | Shock absorbing device |
| JP2006347527A (en) * | 2004-11-24 | 2006-12-28 | Kobe Steel Ltd | Bumper device and bumper stay |
| JP2006347265A (en) * | 2005-06-14 | 2006-12-28 | Toyota Motor Corp | Vehicular impact absorbing member |
| JP2007203325A (en) * | 2006-02-01 | 2007-08-16 | Kobe Steel Ltd | Joined structure |
| JP2007284039A (en) * | 2006-03-22 | 2007-11-01 | Kobe Steel Ltd | Bumper structure and frame structure |
| KR100848986B1 (en) | 2006-06-02 | 2008-07-30 | 지엠 글로벌 테크놀러지 오퍼레이션스, 인코포레이티드 | Motor vehicle chassis for a motor vehicle |
| US8814235B2 (en) | 2009-11-16 | 2014-08-26 | Aisin Seiki Kabushiki Kaisha | Shock absorber and bumper device for vehicle |
| JP2022148216A (en) * | 2021-03-24 | 2022-10-06 | トヨタ自動車株式会社 | Bumper reinforcement |
-
2002
- 2002-04-19 JP JP2002116951A patent/JP2003312400A/en active Pending
Cited By (11)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2006143087A (en) * | 2004-11-24 | 2006-06-08 | Nissan Motor Co Ltd | Coupling structure of shock absorbing member |
| JP2006347527A (en) * | 2004-11-24 | 2006-12-28 | Kobe Steel Ltd | Bumper device and bumper stay |
| JP2006298253A (en) * | 2005-04-22 | 2006-11-02 | Futaba Industrial Co Ltd | Shock absorbing device |
| JP2006347265A (en) * | 2005-06-14 | 2006-12-28 | Toyota Motor Corp | Vehicular impact absorbing member |
| JP2007203325A (en) * | 2006-02-01 | 2007-08-16 | Kobe Steel Ltd | Joined structure |
| JP4684113B2 (en) * | 2006-02-01 | 2011-05-18 | 株式会社神戸製鋼所 | Bonding structure |
| JP2007284039A (en) * | 2006-03-22 | 2007-11-01 | Kobe Steel Ltd | Bumper structure and frame structure |
| KR100848986B1 (en) | 2006-06-02 | 2008-07-30 | 지엠 글로벌 테크놀러지 오퍼레이션스, 인코포레이티드 | Motor vehicle chassis for a motor vehicle |
| US8814235B2 (en) | 2009-11-16 | 2014-08-26 | Aisin Seiki Kabushiki Kaisha | Shock absorber and bumper device for vehicle |
| JP2022148216A (en) * | 2021-03-24 | 2022-10-06 | トヨタ自動車株式会社 | Bumper reinforcement |
| JP7364613B2 (en) | 2021-03-24 | 2023-10-18 | トヨタ自動車株式会社 | Banparin Force |
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