JP2017061316A - Vehicular bumper reinforcement material - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicular bumper reinforcement material that can prevent local fracture and deterioration of energy absorption performance without preventing reduction in the weight as a frame structure comprising an aluminum alloy extrusion shape with a hollow cross section.SOLUTION: A vehicular bumper reinforcement material comprises an aluminum alloy extrusion shape 1a with a hollow cross section that is constituted by a pair of flanges 2, 3 disposed at an interval between them and at least two or more webs 4, 5 connecting the flanges with each other, and has an end in the longitudinal direction that is bent to a vehicle body side in a horizontal surface. One or two or more portions of a part of at least one of the flanges are cut and raised in the vehicular bumper reinforcement material longitudinal direction. The cut and raised piece 7b is bent toward the other opposing flange, and a tip of the piece is connected to the inner surface of the other flange, so as to form a reinforcement flange 7 interconnecting the pair of flanges. The reinforcement flange is provided at the end.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a frame structure that absorbs load energy by deformation in its cross-sectional direction or longitudinal direction.

  As a frame structure having a role of absorbing load (load) energy by deformation in a cross-sectional direction or a longitudinal direction, a frame structure for a vehicle such as an automobile having a role of absorbing load (load) energy at the time of a vehicle body collision. The body is representative. In recent years, aluminum alloys have been used for various automotive parts in response to the demand for weight reduction of automobile bodies, and a structure in which aluminum alloy hollow extruded shapes are applied to these vehicle frame structures is also seen. It is getting to be.

  In particular, as a bumper reinforcement as a frame structure that is attached to the front and rear of a vehicle, an aluminum alloy extruded shape with a hollow cross section is used relatively frequently, regardless of whether it is a closed cross section or an open cross section. ing. Such an aluminum alloy hollow extruded shape can form a uniform hollow cross-sectional structure in the longitudinal direction regardless of whether it is a closed cross-section or an open cross-section in the manufacturing stage by hot extrusion of an aluminum alloy. There is also an advantage that the degree of freedom in setting the wall thickness is high. In addition, due to the characteristics of aluminum alloy, the frame structure made of extruded aluminum alloy has a load energy absorption efficiency due to deformation in the cross-sectional direction and longitudinal direction compared to steel bumper reinforcement. Has the advantage of high.

  FIG. 7 is a schematic diagram showing a mounting relationship of a front bumper reinforcing material with a vehicle body made of an aluminum alloy extruded shape having a general hollow section according to a conventional example. FIG. 7A is a plan view of the right half side from the center of the bumper reinforcing member 21a, and FIG. 7B is a cross-sectional view taken along the line E-E in FIG. In FIG. 7A, the left half surface of the bumper reinforcing member 21a has an outer shape and a cross-sectional shape that are line-symmetric with respect to the center line.

  The bumper reinforcing member 21a according to the conventional example of FIG. 7A has a longitudinal direction of the bumper reinforcing member 21a that is the left and right direction in the drawing, that is, ends (both ends) 28 on both sides in the vehicle width direction. It is bent toward the vehicle body side in a horizontal plane due to restrictions on the installation space of the bumper reinforcement 21a that comes from the design. As a result, when the bumper reinforcing member 21a is viewed in plan, both ends in the longitudinal direction have an arc shape or an inclined shape with respect to the linear shape at the central portion.

  As shown in FIG. 7B, the bumper reinforcing member 21a itself is composed of a pair of flanges 22 and 23 arranged in parallel to each other, and at least two or more webs 24 and 25 connecting these flanges. This is a frame structure made of an extruded aluminum alloy having a hollow cross section. The pair of flanges are arranged as a collision surface side flange 22 on the vehicle body front side (upper side in FIG. 7B) and a rear side flange 23 on the vehicle body rear side (lower side in FIG. 7B). .

  The cross-sectional shape of the bumper reinforcing member 21a made of an aluminum alloy extruded shape member having such a hollow cross section is intended to increase (satisfy) the collision energy absorption performance at the time of a vehicle body collision. In the example of FIG. 7 (b), a hollow cross section having a daily cross-sectional shape in which a collision surface side flange 22, a rear side flange 23, webs 24 and 25, and a middle rib 26 for reinforcement is provided at the center of the hollow cross section. The example used is shown.

  The bumper reinforcing member 21a is supported on the vehicle body side via a bumper stay 29 disposed on the rear side of the back side flange 23 (the lower side in FIG. 7B). Specifically, the rear side flange 23 is fixed by the mounting flange 30 and the bolt 30a on the tip end side of the stay 29. A radiator R is provided at the center of the vehicle body on the back side of the bumper reinforcement 21a, and the engine is cooled by using the air that has passed above and below the bumper reinforcement 21a.

  Since the safety standards for vehicle collisions in recent years have become stricter, the bumpy stay 29 has been required to have a certain load resistance and energy absorption amount, and in order to achieve both energy absorption performance and weight reduction at the time of collision. For this, it has become effective to use an aluminum alloy extruded shape having a hollow cross section in which the longitudinal direction of the vehicle body is the extrusion direction. Since this structure has a closed cross-section hollow structure having a vertical wall parallel to the collision direction, it is possible to achieve both an increase in deformation load and a reduction in weight. Generally, on the front side and the rear side of the bumper stay 29, In many cases, the mounting flange 30 is attached by welding or the like, and is attached to the bumper reinforcing member 21a and a vehicle body (side member) (not shown) through this.

  In addition, the bumper reinforcing material 21a is naturally required to be lighter, and the thickness of the bumper reinforcing material 21a is being reduced to reduce the weight of the component. However, in recent years, due to these thinnings, remarkable cross-sectional deformation such as buckling in the vicinity of the collision part, and breakage easily occur at fastening parts with other parts. The impact energy absorption performance of the bumper reinforcement 21a is lowered, and the target performance may not be satisfied, which is often a problem.

  A portion of the bumper reinforcing material that is likely to cause such local deformation includes a linear central portion that absorbs collision energy by bending deformation of the bumper reinforcing material 21a. If a local buckling or extreme cross-section deformation occurs when colliding with such a part, the section modulus will be greatly reduced, the deformation load will be reduced, and the energy absorption at the time of the collision will be reduced. become. In the case where the bent (inclined) end portion 28 of the bumper reinforcing member 21a is broken at the bolt joint portion 30a with the vehicle body or the stay 29 connected to the vehicle body, the deformation load is also greatly increased. As a result, the amount of energy absorption is greatly reduced.

  In order to prevent the deterioration of the collision energy absorption performance, it is necessary to increase the thickness of the bumper reinforcing material 21a at the breakable risk portion or the portion where the cross-sectional deformation or buckling occurs. However, since an ordinary extruded shape has a constant cross section in the longitudinal direction, it is not possible to thicken only a part of the longitudinal direction. Therefore, in the case of increasing the thickness, the entire portion in the longitudinal direction including the unnecessary portion is increased in thickness, so that the weight is significantly increased and the lightening target cannot be achieved.

  Therefore, as can be seen in the following Patent Documents 1 to 6, by adding a partial (local) reinforcing material to the end 28 side or the center side of the bumper reinforcing material 21a, the thickness is locally increased. Attempts have been made to increase both the energy absorption performance at the time of collision and weight reduction.

JP 2006-1449 A JP 2009-241688 A JP 2010-89783 A JP 2003-48498 A Patent No. 4413129 Japanese Patent No. 4723948

  The addition of a partial (local) reinforcing material to the end portion 28 side or the central portion side of the bumper reinforcing material 21a improves the reliability such as welding for connecting (bonding, fixing) the reinforcing material. Has the problem of being easily influenced. In addition, an increase in the number of parts such as reinforcing materials, labor and costs for welding, and the like in order to ensure this reliability are actually serious problems.

  Further, with respect to the bumper reinforcing material 21a, in recent years, there is a tendency to increase the height (vertical width) of the bumper reinforcing material 21a in order to cope with a collision with a vehicle having a different vehicle height such as SUV. As a result, the influence on the cooling performance of the radiator R, which is completely different from the strength and rigidity requirements, is increasing. Specifically, depending on the positional relationship with the radiator R disposed on the back side of the bumper reinforcing material 21a, the bumper reinforcing material 21a inhibits the flow of air to the radiator R, so that efficient cooling cannot be performed. Has also occurred.

  Local breakage, cross-sectional deformation, buckling, etc. are likely to occur depending on the part in this way, not only for bumper reinforcement, but also for local load loading and breakage on design and structure. The same applies to the vehicle frame. In addition, these problems are not caused by a collision, but are also the same in a frame structure of a structure in which local load from design and structure is likely to occur.

  Therefore, the object of the present invention is to prevent the local breakage and the decrease in energy absorption performance without sacrificing light weight as a frame structure made of an aluminum alloy extruded profile having a hollow cross section, An object of the present invention is to provide a frame structure having improved air permeability to the back surface.

  The gist of the frame structure of the present invention for achieving the above object is to provide a hollow cross-section aluminum alloy composed of a pair of flanges spaced apart from each other and at least two webs connecting the flanges. In the frame structure that is made of an extruded shape and absorbs load energy by deformation in the cross-sectional direction or the longitudinal direction, either one or a part of both of the pair of flanges is one place or two places or more, The frame structure is cut and raised in the longitudinal direction, and the cut and raised pieces are bent toward the other opposing flange, and the tip is connected to the inner surface of the other flange, and the pair of flanges That is, it is a reinforcing flange that connects each other.

As this frame structure, it is preferable that the cut-and-raised piece of the reinforcing flange is inclined with respect to the pair of flange surfaces and connects the pair of flanges obliquely.
Moreover, it is preferable that the reinforcing flange is provided so that the tip of the cut and raised piece of the reinforcing flange is located closer to the center in the longitudinal direction of the frame structure than the position of the cut and raised piece. .

The frame structure is a vehicle bumper reinforcing material, and an end portion in the longitudinal direction of the vehicle bumper reinforcing material is bent to the vehicle body side in a horizontal plane, and the pair of flanges are collision surfaces on the vehicle body front side. A side flange and a rear side flange on the rear side of the vehicle body, and the reinforcing flange is provided at one or both of the longitudinal center portion and the end portion of the vehicle bumper reinforcing material, One or both of the collision surface side flange and the rear surface side flange are cut or raised over one or more locations in the longitudinal direction of the vehicle bumper reinforcing material. The portion is bent toward the other opposing flange, and is connected to the inner surface of the other flange to be the reinforcing flange that connects the pair of flanges. Rukoto is preferable.
The reinforcing flange is provided at an end portion in the longitudinal direction of the vehicle bumper reinforcing member, and a part of the collision surface side flange is cut and raised, and an inner surface of the rear side flange is provided. It is preferable that it is connected.
Moreover, it is preferable that the said reinforcement flange is also connected with the front-end | tip of the bumper stay arrange | positioned behind the said back side flange.
In addition, the reinforcing flange is provided in a central portion in the longitudinal direction of the vehicle bumper reinforcing material, and one or both of the collision surface side flange and the back surface side flange are provided at one place. Or, two or more places are cut and raised along the longitudinal direction of the frame structure, and the cut and raised portions are bent toward the other opposing flange and then connected to the inner surface of the other flange. The reinforcing flange is preferably used.
In addition, it is preferable that an air inlet that penetrates the collision surface side flange and the rear surface side flange in the longitudinal direction of the vehicle body is formed in a central portion in the longitudinal direction of the vehicle bumper reinforcing material.

  According to the frame structure of the present invention, a portion where the local load load or breakage of the frame structure is likely to occur is freely selected, and only the necessary portion is determined by the material or the portion of the frame structure itself. A certain cut-and-raised piece can be efficiently and simply reinforced without reducing the strength of the part of the frame structure.

  For this reason, there is an effect that the frame structure having a mouth-shaped cross-sectional shape can be reinforced by the reinforcing flange (cut-and-raised piece) which is the material of the mouth-shaped cross-sectional shape as it is and while being thinned. . That is, as a frame structure made of an extruded aluminum alloy member having a hollow cross section, the above-described local breakage and reduction in energy absorption performance can be prevented without sacrificing the required weight reduction. In addition, depending on the structure, it is possible to provide a frame structure that easily improves the air permeability to the back surface.

It is a perspective view which shows the principal part of the frame structure which concerns on embodiment of this invention. It is explanatory drawing which shows the aspect which applied FIG. 1 to the bumper reinforcement member end part for vehicles. It is explanatory drawing which shows the aspect which applied FIG. 1 to the bumper reinforcement material center part for vehicles. It is explanatory drawing which shows the other aspect which applied FIG. 1 to the bumper reinforcement material center part for vehicles. It is a perspective view which shows other embodiment of the reinforcement flange of this invention. It is AA sectional drawing of FIG. It is explanatory drawing which shows the conventional bumper reinforcement material for vehicles.

Frame structure:
As shown in FIGS. 1 to 5 showing the embodiment of the present invention, the frame structure 1 of the present invention is composed of an aluminum alloy extruded profile 1a having a hollow section having a uniform shape in the longitudinal direction as a premise. The hollow cross-section aluminum alloy extruded shape 1a or the frame structure 1 includes a pair of (two) flat plate-like flanges 2 and 3 that are spaced apart from each other, and these flanges 2 and 2. It is comprised by the webs 4 and 5 which are at least 2 or more flat plate-like bodies which connect 3 mutually.

  In FIGS. 1 to 5, the flanges 2 and 3 are arranged on the upper and lower sides in the drawing, and in the case of a vehicle front bumper reinforcement, the upper flange 2 serves as a collision surface side flange on the front side of the vehicle body. The lower flange 3 serves as a rear side flange on the rear side of the vehicle body.

(Hollow section shape)
1 to 5 show a rectangular closed cross-sectional shape in which the webs 4 and 5 are orthogonal to the flanges 2 and 3, respectively. However, the hollow cross section formed by these may be a closed cross section or an open cross section as long as the cross section has a substantially hollow shape. Moreover, in FIGS. 1-5, the flanges 2 and 3 and the rectangular cross section shape which the shoulder R (curvature, also called corner R) of the four corners which connects these flanges 2 and 3 mutually is very small are shown. However, it is not limited to such a rectangle, and a cross-sectional shape such as a substantially rectangular cross-sectional shape or an ellipse having a large shoulder R is appropriately selected according to the application and required characteristics.

  1 to 5, the shape of the hollow cross section assumes the area of the flange 2 on the collision surface side or the flange 3 on the rear surface side or the width (height), assuming the case of a vehicle front bumper reinforcement. The rectangle is made relatively large and the area or width (height) of the webs 4 and 5 is relatively small. However, the area or width (height) and relationship of these plates are appropriately selected according to the use of the frame structure.

  1, 3, 4, and 5 show a mouth-shaped cross section without a reinforcing middle rib, and FIG. 2 shows a daily section with a reinforcing middle rib 6 at the center of the hollow section. Show. Other examples of the reinforcing cross-sectional shape of the intermediate rib include cross-sections such as an eye shape in which the intermediate ribs are parallel to each other, or a square shape in which the intermediate ribs are orthogonal to each other, provided with a reinforcing intermediate rib on the hollow cross-section. It has a shape and is appropriately selected according to the application and required characteristics.

  However, in the present invention, means for reinforcing (reinforcing cross-sectional shape) using the intermediate rib 6 or the flanges 2, 3, webs 4, 5, which are generally used for increasing the crushing strength, bending rigidity and bending strength of the frame structure. There is an effect that a frame structure having a mouth-shaped cross-section can be applied as it is without using the thickening means. That is, there is an effect that the frame structure having a mouth-shaped cross-sectional shape can be reinforced as it is or with a thin wall by the reinforcing flange (cut-and-raised piece) that is the material itself.

  That is, according to the frame structure of the present invention, the part of the frame structure that is prone to the local load load or breakage is freely selected, and only the required part is used as the material of the frame structure itself or Reinforcing flanges (cut-and-raised pieces) that are parts can be efficiently and easily reinforced without reducing the strength of the parts of the frame structure. For this reason, as a frame structure made of an extruded aluminum alloy having a hollow cross section, the above-described local breakage and reduction in energy absorption performance can be prevented without sacrificing the required weight reduction.

(Flange, web)
The individual flanges 2 and 3 and the webs 4 and 5 do not necessarily have to be flat plates or plate-like bodies having flat surfaces as shown in FIGS. Where necessary, a surface having an uneven surface, a curved surface, or a surface having a partially different thickness may be used as a part of the frame structure 1 such as a body part of the vehicle body, or the size or shape of the frame structure 1. Alternatively, it is allowed as appropriate according to the required characteristics.

  Further, the flanges 2 and 3 and the webs 4 and 5 do not have to be parallel to each other in a strict sense, and are inclined slightly to each other, for example, a trapezoidal cross section, as long as the parallel cross section or the general cross section has a hollow shape. Appropriate design changes, such as matching or curving each other, are designed according to the part of the frame structure 1 such as the body part used, the size and shape of the frame structure 1, or the required characteristics. Top allowed.

(Thickness of flange etc.)
Assuming a general frame, there are many cases where the thickness (plate thickness) of the flanges 2 and 3 is about 2 mm in terms of bending or crushing strength of the frame. However, in the case of such a thickness, there are many cases in which breakage occurs at the bolt joint, which has been a problem. In the present invention, it is also assumed that a reinforcing flange (cut and raised piece) is joined to such a bolt joint portion, and in this case, the thickness of the bolt joint portion can be significantly increased. Therefore, the thickness of the flange of the bolt joint is thin, and there is a great advantage that the problem can be avoided even if bolt breakage is a problem. This point is the same even when a crushing strength such as a bumper reinforcement is required, and in the present invention, it is selected from the range of 2 to 10 mm which is the thickness range of the flanges 2 and 3 that are normally used. However, the thickness of the flanges 2 and 3 that are actually designed can be made thinner than the conventional design thickness. The thicknesses of the flanges 2 and 3 do not need to be the same, and the flange 2 on the collision surface side may be thick and the flange 3 on the back side may be thin. In contrast to the thickness of the flanges 2 and 3, the thickness of the webs 4 and 5 and the middle rib 6 is the same as or thinner than the thickness of the flanges 2 and 3. However, it is preferable to select from the thickness range of the flanges 2 and 3. In this way, the thickness (plate thickness) can be freely changed according to the part, which is a great advantage that the frame structure is made of the extruded aluminum alloy 1a having a hollow cross section.

(Aluminum alloy)
The aluminum alloy used as the frame structure and the bumper reinforcing material of the present invention is preferably a high-strength aluminum alloy in order to satisfy weight reduction, strength, rigidity, and energy absorption characteristics within the plate thickness range. Moreover, it is preferable that it is an aluminum alloy which is easy to extrude (it is easy to manufacture) to a hollow shape material. As an Al alloy that satisfies these required characteristics, a general-purpose (standard) aluminum alloy having a relatively high yield strength, such as 5000 series, 6000 series, and 7000 series, which is generally used for this kind of structural member application, is used. These aluminum alloy hot-extruded hollow profiles, which are aluminum alloy extruded hollow profiles whose mechanical properties are tempered by solution hardening and artificial aging treatment, are used. However, a 7000 series high strength aluminum alloy is suitable as a bumper reinforcing material having a large load and impact such as a vehicle body collision.

Reinforcing flange:
Below, the structure of the reinforcement flange which is the characteristics of this invention is demonstrated using FIGS.

(Figure 1)
FIG. 1 is directed to a bumper reinforcing member 21a having a rectangular cross section without an intermediate rib. FIG. 1 (a) shows a frame structure 1 (aluminum alloy) at one part of one flange 2 (of the surface). A case in which one of the reinforcing flanges 7 is locally (partially) formed by cutting and raising over the longitudinal direction of the extruded hollow profile 1a) is shown.

  In the case of FIG. 1 (a), a part of the flange 2 is cut and raised in the longitudinal direction of the frame structure 1 into a generally U-shaped (U-shaped) shape in plan view, and the cut-and-raised piece 7b. The cut-and-raised piece 7b is bent in the direction of the other flange 3 facing, the tip of the cut-and-raised piece 7b is bent with the flat surface 7a parallel to the other flange 3, and the flat surface 7a is It is joined to the inner surface (wall). As a result of providing such a reinforcing flange 7, one opening (notch) 2 a is formed in the portion of the flange 2 provided with the cut and raised pieces.

  In FIG. 1 (b), a part (of the surface) of one flange 2 is cut and raised along the longitudinal direction of the frame structure 1, and the pair of (two) reinforcing flanges 7 are locally ( The case of (partially) forming is shown.

  In the case of FIG. 1B, a part of one flange 2 is formed in two locations facing each other with a space therebetween (facing each other) in the longitudinal direction of the frame structure 1 in a plan view. It cuts and raises in the shape of a character, and is made into cut and raised pieces 7b and 7b. Then, the cut and raised pieces 7b and 7b are bent in the direction of the other flange 3 facing each other, and the tips of the cut and raised pieces 7b and 7b are bent with flat surfaces 7a and 7a parallel to the other flange 3, respectively. Each flat surface 7 a is joined to the inner surface (wall) of the flange 3. As a result of providing such a reinforcing flange 7, an opening (notch) 2a that is larger than double the case of FIG. 1A is formed in the portion of the flange 2 provided with the cut and raised pieces. The

  FIG. 1 (c) shows a pair (two) of a part of each of the flanges 2 and 3 (one side) cut out and raised along the longitudinal direction of the frame structure 1 in two places in total. The case where the reinforcing flange 7 is locally (partially) formed is shown.

  In the case of FIG. 1 (c), both the flanges 2 and 3 are cut and raised in the longitudinal direction of the frame structure 1 into a generally U-shaped shape in plan view, and opposed cut and raised pieces 7b and 7b. It is said. Then, the cut and raised pieces 7b and 7b are bent in the direction of the other flanges 2 and 3 facing each other, and the tips of the cut and raised pieces 7b and 7b are flat surfaces 7a and 7a parallel to the other flanges 2 and 3, respectively. And the respective flat surfaces 7a are joined to the inner surfaces (walls) of the flanges 2 and 3, respectively. As a result of providing such a reinforcing flange 7, openings (notches) 2a and 3a are formed in the portions of the flanges 2 and 3 provided with the cut and raised pieces, respectively.

(Position and number of reinforcing flanges 7)
The position (parts) and the number of locally (partially) reinforcing flanges 7 formed on the frame structure 1 (aluminum alloy extruded hollow profile 1a) are one or two (one or two or more). The position is selected appropriately from a position where local breakage is likely to occur or load is likely to concentrate. In the case of the bumper reinforcing material, as described above, it is the curved (inclined) end portion 28 or the straight central portion of the bumper reinforcing material 21a. In FIG. 1, the position where the reinforcing flange 7 is formed is an example including any of various cases in which either the central part or the end part of the frame structure 1 or both the central part and both end parts are provided. It has become.
Here, the central part referred to in the present invention means not only the central part in the strict sense but also the vicinity of the central part in the longitudinal direction and the hollow cross section of the frame structure 1.

(Configuration of reinforcing flange 7)
In FIGS. 1A to 1B, in common, a part of one flange extends in the longitudinal direction of the frame structure 1 (aluminum alloy extruded hollow member 1a) toward the other flange. It is cut and raised in a generally U shape in plan view. For this reason, the cut-and-raised piece 7b is cut and raised into a rectangular shape or a rectangular shape in plan view. Then, the cut-and-raised piece 7b is bent toward the other opposing flange, and the distal end 7a is connected to the inner surface of the other flange as a joint, and the reinforcing flange 7 connecting the pair of flanges, Has been. In the drawing, the cut-and-raised piece 7b is provided at the substantially central portion of the flange surface, but the position on the provided flange surface may be on one side of the flange in the width direction. Further, the cut-and-raised piece 7b may not be parallel to the flange end as shown, but may be inclined obliquely.

  Here, the cut-and-raised piece 7b serving as the reinforcing flange 7 is an inclined surface that faces the other flange that is inclined (inclined) with respect to the flanges 2 and 3. Moreover, the front-end | tip of this inclined surface 7b becomes the flat surface 7a parallel to the flanges 2 and 3 surface connected with the other flange inner surface. Thus, the reinforcing flange 7 connects the pair of flanges 2 and 3 obliquely with respect to the flange surfaces.

  The flat surface 7a connected to the other flange inner surface is joined (fixed) to the other flange inner surface by known or widely used welding means. For this joining, a mechanical fastening means such as bolt fastening or rivet fastening may be used, or it may be used in combination with welding, but welding is the simplest and most reliable. Incidentally, the “connection” used in the present invention means such “joining”.

(Cutting angle)
1 (a) to 1 (b), the cut-and-raised piece 7b of the reinforcing flange 7 is inclined with respect to the surfaces of the pair of flanges 2 and 3 in common. Connected diagonally. Then, the cut-raised angle (bending angle, tilt angle) of the cut-and-raised piece 7b with respect to the flanges 2 and 3 surfaces, that is, the angle of inclination, is relative to the flanges 2 and 3 surfaces. The angle is in the range of 20 to 70 degrees. Such a cut-and-raised angle is also determined by the length (cut-and-raised length) of the cut-and-raised piece 7b in the longitudinal direction of the frame structure 1, and the required crushing strength with respect to the assumed load load, and the cut-and-raised piece It is determined by the relationship between the extending direction of 7b and the load direction of the load.

  In the frame structure 1 shown in FIGS. 1 to 5, when the use is a front bumper reinforcing material for a vehicle, the upper flange 2 is a collision surface side flange on the front side of the vehicle body and the lower flange 3 is on the rear side of the vehicle body. It becomes the back side flange. In this case, the assumed load direction of the load is basically from the upper side to the lower side of each figure. However, as shown in FIG. 2A, which will be described later, when a vehicle or the like collides obliquely forward on the end 8 side of the bumper reinforcing member 1a, the collision load is applied to the frame structure 1. The load is from the arrow in the diagonal direction B (from the upper right to the lower left in FIG. 2), which is significantly inclined from the vertical direction. In a vehicle collision, there are more collisions from such an oblique direction than a frontal collision. In FIG. 2, by selecting and adjusting the cut-and-raised angle of the cut-and-raised piece 7b of the reinforcing flange 7 of the present invention against such an oblique load, the reinforcing flange 7 (the cut-and-raised piece 7b) is selected. The extending direction is arranged substantially parallel to the load direction. Thus, by selecting and adjusting the cut-and-raised angle of the cut-and-raised piece 7b of the reinforcing flange 7 from the range of 20 degrees or more and less than 90 degrees with respect to the flanges 2 and 3, the reinforcing flange 7 (cut-and-raised piece) It is possible to freely adjust the extending direction of 7b), such as whether it is generally opposed to the assumed load direction or arranged in parallel.

  In addition, in the case of an offset collision or the like, when a vehicle collides with the left side of the vehicle (not shown), an arrow C in FIG. A tensile force toward the inside of the vehicle body in the longitudinal direction as shown in FIG. 6 acts, and a high shear load is applied to the bolt joint. The cut-and-raised piece 7b of the reinforcing flange 7 of the present invention increases the breaking strength of the bolt joint by increasing the thickness of the bolt joint, and the tensile load C is applied to the rear side via the reinforcement flange 7. Propagation from the flange 3 to the collision surface side flange 2 can also improve the deformation strength itself.

  That is, the reinforcing flange 7 is formed by connecting a pair of flanges 2 and 3 obliquely with respect to these flange surfaces, thereby assuming the portion of the frame structure 1 to be installed and the assumed load and load load direction. On the other hand, the reinforcing flange 7 (cut-and-raised piece 7b) can be partially and freely reinforced. For this reason, the extension position, the number, and the size of the reinforcing flange 7 (the cut-and-raised piece 7b) with respect to the load direction of the main load, which is assumed (designed) as the frame structure, from the use and shape thereof. And, the extending direction and the cut and raised angle can be freely adjusted, the crushing strength of the part locally reinforced by the reinforcing flange 7 is effectively increased, the local breakage is prevented, and the energy absorption amount is increased. It becomes possible to improve.

  In addition, the frame structure 1 of the present invention has a role of absorbing load energy by deformation in the cross-sectional direction or the longitudinal direction. On the other hand, the reinforcing flange 7 is formed by connecting the pair of flanges 2 and 3 obliquely with respect to the flange surfaces, thereby not only reinforcing the local rigidity and strength but also various types. This also has an effect of enhancing the energy absorption effect due to the deformation of the frame structure 1 by promoting the deformation in the cross-sectional direction and the longitudinal direction with respect to the load applied from the specific direction. In order to exert this effect, it is preferable to select the angle of the cut and raised piece 7b from an inclination angle of 20 degrees or more and less than 90 degrees with respect to the flanges 2 and 3 surfaces.

  Of course, depending on the case, the load direction of the assumed load is assumed to be from the upper side to the lower side of each figure, and the cut-and-raised angle of the cut-and-raised piece 7b is set to 90 with respect to the flanges 2 and 3. It is also possible to use a degree (right angle).

(Reinforcement flange size and shape)
As the size of the reinforcing flange 7 (cut-and-raised piece 7b + flat portion 7a), the length in the longitudinal direction of the frame structure 1, the width in the width direction of the frame structure 1 hollow shape member 1a, and The shape is designed according to the reinforcing effect and the size and shape of the portion (local) to be reinforced. 1 (a) and 1 (b), in common, a part of one flange 2 is cut and raised in a generally U shape in plan view, and the cut and raised piece 7b is rectangular in plan view. Or it is a rectangular shape, but this is because it corresponds to the flange shape or rectangular hollow cross section of the frame structure 1 to be reinforced.

  The cut-and-raised piece 7b of the reinforcing flange 7 does not necessarily have a flat surface. As shown in FIGS. 5 and 6, a reinforcing bead, a bent flange at the end, or the like may be formed or reinforced. . 5A and 5B, a U-shaped concave groove reinforcing bead 7c shown in the AA cross section of FIG. 6A is formed on the same reinforcing flange 7 (cut-and-raised piece 7b) as FIG. 1A. The embodiment is shown in a perspective view. 6 (b) and 6 (c) show a flange 7d on both ends of the cut and raised piece 7b of the same reinforcing flange 7 as in FIG. 1 (a), as shown in the AA cross section of FIG. Each of the embodiments in which the flange 7e is formed is shown. FIG. 6B is a U-shaped cross-section obtained by bending the upward flange 7d on both sides, and FIG. 6C is a view of further bending a lateral flange 7e at the tip of the flange 7d in FIG. 6B. Each of the added reverse HAT cross-sectional aspects is shown.

  Such a reinforcing bead and a bending flange can be easily formed at the timing of press molding or the like in the cutting and raising process of the reinforcing flange described later. The shape of these reinforcing ribs and the position to be applied are conveniently selected depending on the rigidity or strength required for the reinforcing flange depending on the part. And when such a reinforcement bead and a bending flange are provided, it becomes possible to increase the reinforcement effect of the cut-and-raised piece 7b efficiently. That is, even if the reinforcing flange 7 is thin as the thickness of the flanges 2 and 3, it is possible to increase the bending rigidity and bending strength of the cut and raised piece 7b itself. For this reason, when the thickness of the flanges 2 and 3 is small, when the thickness of the reinforcing flange 7 is thin, the crushing strength is low and there is no point in meaning that the reinforcement is meaningless.

  Incidentally, in the present invention, openings (notches) 2a and 3a are formed in the flanges 2 and 3 provided with the cut and raised pieces, respectively. The strength reduction of a few local sites is sufficiently compensated by the reinforcing effect of the reinforcing flange 7. However, it is not necessary to make the size of the cut and raised piece 7b larger than the local size to be reinforced, and the size of the cut and raised piece 7b is too small compared to the local size to be reinforced. Therefore, the reinforcing effect of the reinforcing flange 7 is weakened.

(Processing of reinforcing flange)
The reinforcing flange 7 of the present invention has a flange surface in a plan view using a known or general-purpose cutting tool from the outer surface side that is the upper side of the flange 2 in FIG. 1 or the outer surface side that is the lower side of the flange 3. Cut into a generally U-shape and cut and raise the cut piece 7b. At this time, as a series or continuous work process, the cut and raised pieces 7b are bent toward the other flange facing each other, and the tip 7a is bent into a flat surface parallel to the other flange surface. This bending process is performed by inserting a tool from the upper surface of the flange 2 or the outer surface side, which is the lower side of the flange 3, into the hollow section, or the length of the frame structure 1 (aluminum alloy extruded profile 1a). Whether the tool is inserted into the hollow cross section from the direction end face side to perform the work or both of them is selected as appropriate according to the tool to be used and the work procedure.

(Direction of reinforcing flange 7)
Here, a series of processing such as bending processing of the cut-and-raised piece 7b and the tip 7a with high accuracy without making an extra hole for mounting the reinforcing flange 7 in the flanges 2, 3 and the webs 4, 5 In order to perform the work, it is preferable to work by inserting a tool into the hollow cross section from the end face side in the longitudinal direction of the frame structure 1 (aluminum alloy extruded profile 1a). For such efficient work, the direction of the reinforcing flange 7 is important from the viewpoint of workability for providing the reinforcing flange 7.

  As the direction of the reinforcing flange 7 in this viewpoint, as shown in the embodiment of the bumper reinforcing material in FIGS. 2 to 4, the tip 7 a of the cut-and-raised piece 7 b is more than the position of the cut-and-raised piece 7 b itself. It is preferable that the bent piece 7b is located closer to the center in the longitudinal direction (inner side of the vehicle body) and the bent piece 7b is positioned on the end 8 side in the longitudinal direction of the frame structure 1 (outer side of the vehicle body). The direction of the reinforcing flange 7 of the bumper reinforcing material in FIGS. 2 to 4 is determined (designed) from the viewpoint of the workability of the reinforcing flange 7.

  For example, as shown in FIG. 2, the direction of the two reinforcing flanges 7 and 7 on the end 8 side arranged in parallel is such that the tip 7a of the cut-and-raised piece 7b is more than the position of the cut-and-raised piece 7b. It is located near the center in the longitudinal direction (inside the vehicle body). Also, as shown in FIGS. 3 and 4, the two reinforcing flanges 7 and 7 facing each other (facing each other) on the center side also have the tip 7a of each cut and raised piece 7b positioned at the position of the cut and raised piece 7b. It is located closer to the center in the longitudinal direction of the frame structure (inside the vehicle body).

  As described above, the reinforcing flange 7 of the present invention can easily hold the vicinity of the processed portion of the reinforcing flanges 7 and 7 with a tool by considering the direction and shape of the reinforcing flange 7 and 7 during design, and can be used for cutting and bending or bending. Since it can be machined relatively freely and easily even with tools, shape accuracy can be ensured and machining (working) efficiency is high.

  In addition, in the case of FIGS. 1, 3, and 4, since it is a mouth-shaped cross section without the intermediate rib for reinforcement, there is no problem of this intermediate rib. However, in FIG. 2, which will be described later, in which the middle rib 6 is provided, in the cross-sectional shape such as the day shape, the eye shape, the rice field shape, etc., in which the reinforcing middle rib 6 is provided at the center of the hollow section, the middle rib 6 is This hinders the cutting and raising process of the cut and raised piece 7b. Of course, the middle flange 6 corresponding to the portion where the reinforcing flange is provided may be partially removed by cutting or the like, and then the reinforcing flange 7 may be provided. However, the cost associated with cutting is high, and the processing itself becomes difficult. In this regard, when selecting a cross section of a Japanese mold having the middle rib 6, two cut-and-raised portions are set on both sides of the middle rib 6, and two reinforcing flanges 7 are set. it can.

  As described above, according to the frame structure 1 of the present invention, a portion where the local load load or breakage of the frame structure 1 is likely to occur is freely selected, and only the necessary portion is selected from the frame structure 1. The cut and raised pieces 7b, 7a, which are their own materials or parts, can be reinforced efficiently and simply without reducing the strength of the parts of the frame structure 1.

  For this reason, as the frame structure 1 made of the aluminum alloy extruded profile 1a having a hollow cross section, it is possible to prevent the above-described local breakage and reduction in energy absorption performance without sacrificing the required weight reduction. .

Bumper reinforcement for vehicles:
Next, an embodiment of the present invention in which the frame structure 1 of FIG. 1 is applied to a vehicle bumper reinforcing material will be described below with reference to FIGS.

  The plan view or perspective view of FIGS. 2 to 4 shows only the right half side or the opposite left half side from the center of the vehicle bumper reinforcing member 1a. In this case, the bumper reinforcing material 1a and the radiator R have an outer shape and a structure that are line-symmetric with respect to the center line. Therefore, the structure of the vehicle bumper reinforcing material 1a and the mounting method to the vehicle body, and particularly the shape and position of the reinforcing flange 7 on both end sides of the bumper reinforcing material 1a are the same structure symmetrical with respect to each other with respect to the center line. Have a shape. Therefore, many of the parts described below exist in a pair on the left and right, but even in such a case, the symbols are not enumerated as “both ends 8, 8, both stays 9, 9”, etc. It shows only by a code | symbol.

(Figure 2)
FIG. 2 shows an example in which the reinforcing structure of the frame structure shown in FIG. 1A is applied to both ends in the longitudinal direction of the vehicle front bumper reinforcing member 1a.
FIG. 2A is a plan view of only the right half side from the center of the vehicle bumper reinforcing member 1a, and shows only the inside of the hollow section from which the web is removed. The vertical direction in the figure indicates the longitudinal direction of the vehicle body (the upper side in the figure is the front side of the vehicle body).
FIG. 2B is a cross-sectional view taken along the line AA in FIG. 2A, and the vertical direction in the figure indicates the vehicle longitudinal direction (the upper side in the figure is the front side of the vehicle body).
2 (c) is a perspective view of FIG. 2 (a). To be exact, the left half side from the center of the vehicle bumper reinforcing member 1a, which is line-symmetric with FIG. 2 (a) (see FIG. 2 (a)). It is a perspective view which shows 2 (a) opposite side). The longitudinal direction in the figure indicates the longitudinal direction of the vehicle body (the front side in the figure is the front side of the vehicle body).

  In FIG. 2A, the bumper reinforcing member 1a has the configuration of the reinforcing flange 7 in the hollow frame structure 1 described with reference to FIG. Here, in the longitudinal direction (vehicle width direction) end portion 8 of the bumper reinforcing material 1a, the collision surface side flange 2 where the reinforcing flange 7 is cut and raised is on the upper side in the figure, and the rear side flange on which the tip of the reinforcing flange 7 is joined. 3 is arranged (stand-up) parallel to each other at a distance from each other on the lower side of the figure, facing the vehicle longitudinal direction (centerline direction). At the same time, when the hollow frame structure 1 is viewed in plan, both end portions 8 in the longitudinal direction are bent to the vehicle body side in a horizontal plane.

  As shown in FIG. 2B, the upper web 4 and the lower web 5 that connect these flanges 2 and 3 in the longitudinal direction extend in the width direction of the vehicle body (the front-rear direction in FIG. 2B). And the rectangular hollow cross section is comprised over the longitudinal direction of the bumper reinforcement 1a. The middle rib 6 is located at an intermediate position between the webs 4 and 5 (the center of the hollow cross section), and is parallel to the flanges 2 and 3 to connect them in the longitudinal direction. The longitudinal direction of the bumper reinforcement 1a In the meantime, a hollow shape of a Japanese mold is formed. When the bumper reinforcing member 1a is viewed in cross section from the vehicle width direction, the middle rib 6 is parallel to or substantially in parallel with the collision load direction from the upper side of the figure (from the front side of the vehicle body) as shown in FIG. It arrange | positions in parallel and the local fracture | rupture of the bumper reinforcement 1a is suppressed.

  The bumper reinforcement 1a is supported on the vehicle body side via a bumper stay 9 disposed on the rear side of the back side flange 3 (the lower side in FIG. 2B). Specifically, the rear side flange 3 is fixed by the mounting flange 10 and the bolt 10a on the tip end side of the stay 9. For fixing the bumper reinforcing material 1a and the bumper stay 9, in addition to the bolt joint 10a, fixing means such as rivet fastening and welding joint is appropriately selected, but bolt joint is the mainstream in consideration of exchangeability. A radiator R is provided at the center of the vehicle body on the back side of the bumper reinforcement 1a, and the engine is cooled by using the air that has passed above and below the bumper reinforcement 1a.

(Reinforcing flange 7)
In FIG. 2, the reinforcing flange 7 described with reference to FIG. 1 is selected at the curved (inclined) end 8 side of the bumper reinforcing member 1a and sandwiches the middle ribs 6 at both ends of the bumper reinforcing member 1a. Two each, a total of four bumper reinforcements 1a are provided. That is, with the middle rib 6 left as it is, two reinforcing flanges 7 are arranged side by side at the positions (portions) of the flanges 2 on both sides of the middle rib 6 and a total of four bumper reinforcing members 1a are provided.

  The position where the reinforcing flange 7 is provided is selected on the both ends 8 side of the bumper reinforcing material 1a because the local collision (the local collision load on the part) This is because, as described above, when the load is generated, local breakage occurs at the bolt joint 10a portion with the stay 9, and the energy absorption amount is likely to decrease.

  Reinforcing flanges 7 are bumper reinforcements at two locations (a total of four locations) of the impact surface side flange 2 arranged on the front side of the vehicle at both ends 8 of the bumper reinforcement 1a with the middle rib 6 interposed therebetween. It is cut and raised over the longitudinal direction of the material 1a (aluminum alloy extruded hollow shape material 1a) and locally (partially) formed. In the case of FIG. 2, a part of the collision surface side flange 2 is arranged in the longitudinal direction of the bumper reinforcing member 1 a in a generally U shape (planar shape) in plan view, with the middle rib 6 interposed therebetween. Cut and raised at two places to form a cut-and-raised piece 7b. The cut-and-raised piece 7b is bent in the direction of the opposite back side flange 3, and the cut-and-raised (folded) angle is 50 to 70 degrees with respect to the flanges 2 and 3. The angle is oblique. The tip of the cut-and-raised piece 7b is further bent with the flat surface 7a parallel to the back side flange 3, and the flat surface 7a is joined to the inner surface (wall) of the back side flange 3. Two openings (notches) 2a are formed in the portion of the collision surface side flange 2 provided with such cut and raised pieces.

  As a result, the reinforcing flange 7 connects the collision surface side flange 2 and the back surface side flange 3 on the vehicle width direction end side obliquely with respect to these flange surfaces. As a result, the load applied locally (partially) due to the collision of the vehicle body or the like is also distributed to the reinforcing flange 7 on the curved (tilted) both ends 8 side of the bumper reinforcing material 1a. It is possible to increase the crushing strength, prevent local breakage, and improve the amount of energy absorption. That is, as shown in FIG. 2A, the bumper reinforcing material 1a is reinforced against the collision load when another vehicle or the like collides with the both ends 8 side of the bumper reinforcing material 1a from the obliquely inclined direction indicated by the arrow B. The extending direction of the flange 7 (the cut-and-raised piece 7b) can be adjusted so as to be arranged substantially in parallel. For this reason, it is possible to increase the energy absorption amount by assuming the weakest load direction among the assumed collision loads, increasing the crushing strength to the maximum to prevent local breakage. .

  Here, as shown in FIGS. 2 (a) and 2 (b), the reinforcing flange 7 is further connected to the bumper stays 9, 9 at the joint 7 a with the back side flange 3 of the reinforcing flange 7. It is preferable to connect to the bumper stay 9 arranged on the rear side of the rear flange 3. With such a joining configuration, it is possible to increase the plate thickness of the mounting flange 10 at the joint portion with the bumper stay 9 by the amount of the reinforcing flange 7 and increase the shear fracture strength at the bolt joint portion. it can.

  When joined in this way, the joint strength can be ensured without using welding only with the bolt fastening 10a that is generally used, and the problem of strength reduction due to the influence of welding heat when welding is used can be eliminated. And it becomes difficult to produce the fracture | rupture in a bolt surface by making the plate | board thickness of the attachment flange 10 thick. Further, in addition to the bumper stay 9, even when a traction hook or the like is fastened to this portion, the effect of improving the strength of the joint (breaking suppression) can be obtained by increasing the thickness of the mounting flange 10. Furthermore, in the case of an offset collision or the like, when a vehicle collides with the left side of the vehicle (not shown), the tensile force transmitted to the rear flange is propagated to the collision surface side flange via the reinforcing flange 7 to improve the deformation strength itself. I can do it.

(Figure 3)
FIG. 3 shows an example in which the reinforcing structure of the frame structure shown in FIG. 1B is applied to the central portion of the vehicle front bumper reinforcing member 1a.
FIG. 3 (a) is a plan view of only the right half side from the center of the vehicle bumper reinforcing material 1a, and the vertical direction in the figure is the longitudinal direction of the vehicle body (the upper side in the figure is the front side of the vehicle body). is there.
FIG. 3B is a perspective view as seen from the direction of arrow C in FIG. 3A, and the left-right direction in the figure indicates the front-rear direction of the vehicle body (the right side in the figure is the front side of the vehicle body).

  In the case of FIG. 3, the cross-sectional shape of the bumper reinforcing member 21 a is a mouth-shaped cross-sectional shape that does not have a middle rib, and the linear center portion is the position where the reinforcing flange 7 is formed. This is because, in the case of such a rectangular cross-section, when a load is applied due to a local collision at the center, local breakage is likely to occur in the hollow cross-sectional structure. FIG. 3 differs from FIG. 2 in the formation position and configuration of the reinforcing flange 7 and the configuration itself of the bumper reinforcing material 1a and the like is the same, and the description thereof is omitted.

  In addition, when the cross-sectional shape of the bumper reinforcing material 21a is a cross-sectional shape having the center rib portion 6, as described above, two flanges may be formed by cutting and raising on both sides of the intermediate rib. One cut and raised flange may be created only on one side via the. Even in this case, the local reinforcing effect can be obtained as in the case of the rectangular cross section.

  FIG. 3A also shows a structure for a bumper reinforcing member 21a having a rectangular cross section that does not have an intermediate rib. A part 6a of the collision surface side flange 2 is cut and raised, and the two cut and raised flanges 7 are connected to each other. Each of the shapes facing (facing) each other with a gap is cut and raised in the longitudinal direction of the vehicular bumper reinforcing material 1a in a generally U-shape in plan view. Further, the cut and raised pieces 7b are formed with the cut and raised (bending) angles of the cut and raised flanges set at an angle of 60 to 80 degrees (oblique) with respect to the flanges 2 and 3 surfaces. Then, the cut and raised pieces 7b are bent in the direction of the opposed back side flanges 3, and the ends of the cut and raised pieces 7b are bent with the flat surfaces 7a parallel to the back side flange 3, respectively. The flat surface 7 a is joined to the inner surface (wall) of the back side flange 3 to form two reinforcing flanges 7.

  According to such a configuration, each reinforcing flange 7 connects the collision surface side flange 2 and the rear surface side flange 3 at the center in the vehicle width direction obliquely with respect to these flange surfaces. When the vehicle bumper reinforcing material 1a is viewed in plan, the reinforcing flanges 7 are arranged substantially parallel to the load of the collision load caused by the frontal collision of the vehicle or the like at the center of the bumper reinforcing material 1a. Although the reinforcement effect is the highest, it is desirable to set the flange angle slightly obliquely from the viewpoint of workability such as joining the reinforcing flange tip 7a to the flange and handling of the tool during bending. From this relationship, the cut-and-raised angle of the cut-and-raised flange is the cut-and-raised piece 7b having an angle (oblique) of 60 to 80 degrees with respect to the flanges 2 and 3. In this configuration as well, the reinforcing flange 7 is disposed substantially parallel to the load of the collision load caused by the frontal collision of the vehicle or the like at the center of the bumper reinforcing member 1a. It is possible to increase the crushing strength of the material, prevent local breakage, and improve the amount of energy absorption.

  Further, in the embodiment of FIG. 3, as shown in FIGS. 3A and 3B, the rear side flange 3 between (in the vicinity of) the joints 7a of the reinforcing flange 7 at the center in the vehicle width direction of the vehicle bumper reinforcing member 1a. In addition, an air inlet 11 penetrating the flange 3 is formed. By the intake port 11 and the opening (notch) 2a of the collision surface side flange 2, the collision surface side flange 2 and the rear surface flange 3 are arranged in the longitudinal direction of the vehicle body at the center in the longitudinal direction of the bumper reinforcement 1a. An intake port is formed therethrough. As a result, when the vehicle travels, the cool air coming from the front passes through the opening 2a and passes through the intake port 11 and goes straight to the radiator R located at the rear, so that the cooling efficiency of the radiator R is improved.

  When the air inlet 11 is formed in the rear flange 3, it is desirable to reinforce the air inlet 11 by providing a vertical flange 11a with the peripheral edge of the air inlet bent around the upper side of the drawing. . Such a vertical flange may be provided around the opening (notch) 2a of the collision surface side flange 2 by bending the peripheral edge to the lower side of the drawing.

(Fig. 4)
FIG. 4 is an example in which the reinforcing structure of the frame structure is applied to the central portion of the vehicle front bumper reinforcing member 1a as in FIG. 3, but, contrary to FIG. The mode which has cut and raised is shown.
FIG. 4A is a plan view of only the right half side from the center of the vehicle bumper reinforcing material 1a, and the vertical direction in the figure is the longitudinal direction of the vehicle body (the upper side in the figure is the front side of the vehicle body). is there.
FIG. 4B is a perspective view as seen from the direction of arrow C in FIG. 3A, and the horizontal direction in the figure indicates the vehicle longitudinal direction (the right side in the figure is the front side of the vehicle).
FIG. 4C is a partially enlarged cross-sectional view showing an X portion of FIG.

  In FIG. 4 as well, the cross-sectional shape of the bumper reinforcing member 21a is a mouth-shaped cross-sectional shape having no intermediate rib. Also in the case of FIG. 4, the straight central portion of the bumper reinforcing material 1 a is the formation position of the reinforcing flange 7. This is because, as in FIG. 3, when a load is applied due to a local collision at the center, local breakage is likely to occur in the hollow cross-sectional structure. FIG. 4 differs from FIG. 3 in the formation position and configuration of the reinforcing flange 7 and the configuration of the other vehicle bumper reinforcing material 1a is the same, and the description thereof is omitted.

  In the longitudinal center portion of the back side flange 3 of the bumper reinforcing material 1a of FIG. 4, each of the two reinforcing flanges 7 is cut and raised into a pair of substantially U-shaped shapes opposed to the back side flange 3, and the cut and raised (bending) angles are formed. Are cut and raised pieces 7b having an angle (oblique) of 60 to 80 degrees with respect to the flanges 2 and 3. The cut and raised pieces 7b are bent in the direction of the collision surface side flange 2 facing each other, and the ends of the cut and raised pieces 7b are bent with the flat surface 7a parallel to the collision surface side flange 2, respectively. These flat surfaces 7a are joined to the inner surface (wall) of the collision surface side flange 2, respectively. As a result of providing such a reinforcing flange 7, an opening (notch) 3a larger than double the case of FIG. 2 is formed in the portion of the back side flange 3 provided with the cut and raised pieces. The

  According to such a configuration, the reinforcing flange 7 connects the collision surface side flange 2 and the rear surface side flange 3 at the center in the vehicle width direction obliquely with respect to these flange surfaces. As a result, when the vehicle bumper reinforcing member 1a is viewed in plan, the reinforcing flange 7 is disposed substantially in parallel with the load of the collision load caused by the frontal collision of the vehicle or the like at the center of the bumper reinforcing member 1a. Will be. For this reason, it is possible to increase the crushing strength of the bumper reinforcing material 1a, prevent local breakage, and improve the energy absorption amount.

  Further, in the embodiment of FIG. 4, as shown in FIGS. 4A and 4B, the collision surface between the joints 7a of the reinforcing flanges 7 at the center in the vehicle width direction of the vehicle bumper reinforcing member 1a (near). An intake port 11 that penetrates the flange 2 is formed in the side flange 2. Through the intake port 11 and the opening (notch) 3a of the rear flange 3, the impact surface side flange 2 and the rear flange 3 are penetrated in the longitudinal direction of the vehicle body at the center in the longitudinal direction of the bumper reinforcement 1a. An air inlet is formed. As a result, when the vehicle travels, the cool air coming from the front passes through the air inlet 11 and passes through the opening 2a and goes straight to the radiator R located at the rear, so that the cooling efficiency of the radiator R is improved.

  In the case of FIG. 4, each reinforcing flange 7 is cut and raised from the rear side flange 3 of the bumper reinforcing member 1 a, and its tip is joined to the collision surface side flange 2. In addition, the opening area becomes large, and it is possible to effectively take in air around the trim surface without using a separate part for windproofing.

  When the air inlet 11 is formed in the collision surface side flange 2, a vertical flange 11a in which the peripheral edge of the air inlet is bent at the lower side of the drawing is also provided around the air inlet 11 for reinforcement. Is desirable. Such a vertical flange may be provided around the opening (notch) 3a of the back side flange 3 by bending the peripheral edge to the upper side of the drawing.

  Furthermore, in order to make the intake port 11 act as a more reliable intake port, another part such as a hood made of resin or the like may be set so as to cover the outer peripheral portion of the intake port 11. Further, the vertical flange 11a formed by burring around the air inlet 11 is bent 180 degrees to perform each joint 7a of each reinforcing flange 7 and caulking joint 11b as shown in FIG. 4C. May be.

  In the above-described embodiment of the present invention, the embodiment in which the reinforcing structure of the hollow frame structure described in FIG. 1C is applied to the vehicle bumper reinforcing material is omitted, but the embodiment of FIGS. As described above, it can be formed at both ends in the longitudinal direction of the vehicle bumper reinforcement or in the vicinity of the center.

  In the above-described embodiment of the present invention, the reinforcing flange is formed at one or two portions of the frame structure, two at each longitudinal end of the vehicle bumper reinforcing material, or at the center in the longitudinal direction. Although the aspect formed in one place was demonstrated, this invention is not limited to these, The site | part which forms a reinforcement flange can be suitably selected how many, how many, or several pairs.

  As described above, according to the frame structure of the present invention, as a frame structure made of an extruded aluminum alloy having a hollow cross section, the local breakage and the decrease in energy absorption performance can be prevented without sacrificing weight reduction. In addition, it is possible to provide a frame structure with improved air permeability to the back surface. For this reason, as a vehicle frame structure such as a vehicle bumper reinforcement, it is most suitable for a frame structure that absorbs load energy by deformation in the cross-sectional direction or the longitudinal direction.

  R: Radiator, 1: Frame structure, 1a: Bumper reinforcement, 2: (Impact surface side) flange, 2a: Opening, 3: (Back side) flange, 3a: Opening, 4, 5: Web, 6 : Middle rib, 6a: space without medium rib, 6b: end of middle rib, 7: reinforcing flange, 7a: flat part, 7b: cut and raised piece, 8: both ends in the longitudinal direction, 9: bumper stay, 10: mounting flange, 10a : Bolt fastening, 11: intake port, 11a: vertical flange, 11b: caulking joint

Claims (8)

A pair of flanges which are vehicular bumper reinforcements whose longitudinal ends are bent toward the vehicle body in a horizontal plane, and are spaced apart from each other, and at least two or more webs connecting these flanges In the bumper reinforcing material for a vehicle that absorbs load energy by deformation in the cross-sectional direction or the longitudinal direction of the aluminum alloy extruded shape member having a hollow cross-section configured by
One or both of the pair of flanges are partly cut or raised over one or more locations in the longitudinal direction of the vehicle bumper reinforcement,
After this cut-and-raised piece is bent toward the opposite flange,
The tip is connected to the inner surface of the other flange,
It is a reinforcing flange that connects the pair of flanges,
The vehicle bumper reinforcing material is characterized in that the reinforcing flange is provided at the end portion.   2. The reinforcing flange according to claim 1, wherein a part of a collision surface side flange of the pair of flanges is cut and raised, and is connected to an inner surface of the rear surface side flange. Bumper reinforcement for vehicles.   The vehicular bumper reinforcing material according to claim 2, wherein the reinforcing flange is also connected to a tip of a bumper stay disposed behind the rear side flange.   The cut and raised pieces of the reinforcing flange are inclined with respect to the flange surfaces of the pair of flanges, and approach the rear side flange from the end side in the longitudinal direction of the vehicle bumper reinforcing material toward the center side. Vehicle bumper reinforcement as described in 2.   The bumper reinforcing material for a vehicle according to claim 1, 2 or 3, wherein the cut and raised pieces of the reinforcing flange are inclined with respect to the pair of flange surfaces.   The said reinforcement flange is provided so that the front-end | tip of the said cut and raised piece of the said reinforcement flange may be located near the center part of the longitudinal direction of the said frame structure rather than the position of this cut and raised piece. Vehicle bumper reinforcement.   The vehicular bumper reinforcing material according to any one of claims 1 to 6, wherein a tip end of the cut and raised piece is a flat surface joined to the inner surface of the other flange.   The bumper reinforcing material for vehicles according to any one of claims 1 to 7, wherein the reinforcing flange and the inner surface of the other flange are welded.

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