JP4114468B2

JP4114468B2 - Bumper support structure for vehicles

Info

Publication number: JP4114468B2
Application number: JP2002353299A
Authority: JP
Inventors: 浩治佐伯
Original assignee: Toyota Motor Corp
Current assignee: Toyota Motor Corp
Priority date: 2002-12-05
Filing date: 2002-12-05
Publication date: 2008-07-09
Anticipated expiration: 2022-12-05
Also published as: JP2004182139A

Description

【０００１】
【発明の属する技術分野】
本発明は車両用バンパ支持構造に関し、特に、自動車等の車両において連結部材を介してバンパリインフォースメントを車体に固定する車両用バンパ支持構造に関する。
【０００２】
【従来の技術】
従来、自動車等の車両において連結部材を介してバンパリインフォースメントを車体に固定する車両用バンパ支持構造においては、軽金属の押出し成形にて形成されるバンパステーを、箱形の本体部と、バンパリインフォースメント（バンパビームともいう）の断面内に突出する突出部と、車体フレームを上下から挟持する挟持部とで構成し、挟持部と車体フレームとしてのサイドメンバの上下面とにボルトを貫通させ、ナットで締付けて固定する構成が知られている（例えば、特許文献１参照。）。
【０００３】
【特許文献１】
特開平９−８６３０９号公報（段落［００１０］、図１）
【０００４】
【発明が解決しようとする課題】
しかしながら、特許文献１のような構成では、連結部材としてのバンパステーの車幅方向に沿った長さ（幅）が、サイドメンバの車幅方向に沿った長さ（幅）と略一致している。この結果、衝突時に衝突体とバンパステーとに挟まれて潰れるバンパリインフォースメントの範囲が狭くなるため、バンパリインフォースメントの変形によるエネルギ吸収量が小さくなり、衝突時のエネルギ吸収量が小さくなる。
【０００５】
本発明は上記事実を考慮し、衝突時のエネルギ吸収量を大きくできる車両用バンパ支持構造を提供することが目的である。
【０００６】
【課題を解決するための手段】
請求項１記載の本発明は、車体の車幅方向両端部近傍に車体前後方向に沿って延設された左右のサイドメンバに、車幅方向に沿って延設されたバンパリインフォースメントを車幅方向両側の連結部材を介して固定する車両用バンパ支持構造であって、
前記連結部材は軽合金の押出材で構成されており、前記連結部材は少なくとも、前記サイドメンバにおける両側壁の車両前後方向への延長線上に形成された車幅方向両側の主縦壁と、前記サイドメンバにおける先端部の車幅方向両側のフランジ縁部近傍から互いに開く方向へ延設された車幅方向両側の補助縦壁と、を有し、車幅方向内側の前記補助縦壁は肉厚が前記他の縦壁部に比べて最も薄く、車両前後方向から作用する荷重に対して、前記他の縦壁より変形し易いことを特徴とする。
【０００７】
従って、バンパリインフォースメントを、サイドメンバにおける両側壁の車両前後方向への延長線上に形成された連結部材の車幅方向両側の主縦壁で支持することができると共に、サイドメンバにおける先端部の車幅方向両側のフランジ縁部近傍から互いに開く方向へ延設された連結部材の車幅方向両側の補助縦壁でも支持することができる。この結果、衝突時に潰れるバンパリインフォースメントの範囲が広くなる。また、連結部材が軽合金の押出材で構成されているため、車幅方向両側の主縦壁と車幅方向両側の補助縦壁の各板厚を変えることで、各壁の変形を容易にコントロールすることができる。このため、衝突時のエネルギ吸収量を大きくできる。また、車幅方向内側の補助縦壁は肉厚が他の縦壁部に比べて最も薄く、車両前後方向から作用する荷重に対して、他の縦壁より変形し易い。この結果、衝突時に最初に荷重を受ける車幅方向内側の補助縦壁が、他の縦壁より容易に変形することによって、この部位に荷重が集中するのを防止することができる。即ち、連結部材に作用する荷重を確実に分散できる。
【０００８】
請求項２記載の本発明は、請求項１記載の車両用バンパ支持構造において、前記連結部材の後壁の車幅方向内側に設けられ、前記車幅方向内側の補助縦壁と繋がる円弧状に湾曲した連結部を有することを特徴とする。
【０００９】
従って、請求項１記載の内容に加えて、衝突時に最初に荷重を受ける車幅方向内側の補助縦壁と繋がる連結部が容易に変形することによって、取付部を設けた後壁に荷重が集中するのを防止できる。
【００１０】
請求項３記載の本発明は、請求項１、２の何れかに記載の車両用バンパ支持構造において、前記車幅方向内側の主縦壁の肉厚が前記車幅方向外側の主縦壁の肉厚に比べて薄く、車両前後方向から作用する荷重に対して、前記車幅方向内側の主縦壁が前記車幅方向外側の主縦壁より変形し易いことを特徴とする。
【００１１】
従って、請求項１、２の何れかに記載の内容に加えて、車幅方向内側の主縦壁の肉厚が車幅方向外側の主縦壁の肉厚に比べて薄いため、車両前後方向から作用する荷重に対して、車幅方向内側の主縦壁が車幅方向外側の主縦壁より変形し易い。この結果、衝突時に先に荷重を受ける車幅方向内側の主縦壁が、車幅方向外側の主縦壁より容易に変形することによって、この部位に荷重が集中するのを防止することができる。即ち、連結部材に作用する荷重を確実に分散できる。
【００１２】
【発明の実施の形態】
本発明における車両用バンパ支持構造の第１実施形態を図１〜図４に従って説明する。
【００１３】
なお、図中矢印ＵＰは車両の上方方向を、矢印ＦＲは車両の前方方向を、矢印ＩＮは車幅方向内側方向を示す。
【００１４】
図３に示される如く、本実施形態では、車体後部の下部における車幅方向両端部近傍に車体前後方向に沿ってサイドメンバとしての車幅方向両側のリヤサイドメンバ１０が配設されており、これらのリヤサイドメンバ１０の車両前後方向から見た断面形状は矩形状とされている。また、車体後端下部には車幅方向に沿ってリヤバンパのバンパリインフォースメント１４が配設されている。なお、バンパリインフォースメント１４は車両後方へ向かって凸形状に円弧状に湾曲しており、車幅方向から見た断面形状は矩形状とされている。
【００１５】
バンパリインフォースメント１４の前壁１４Ａにおける車幅方向両端部近傍には、連結部材としてのバンパリインフォースアーム１６が取付けられており、バンパリインフォースアーム１６が、ロアバックパネル２０を挟んでリヤサイドメンバ１０の後端部に形成された車幅方向内側に延びる内フランジ１０Ａと、車幅方向外側に延びる外フランジ１０Ｂとに連結されている。
【００１６】
また、バンパリインフォースアーム１６は、軽合金としてのアルミ合金の押出材で構成されており、押出し方向は車両上下方向（図３の矢印Ａ方向または矢印Ａ方向と逆方向）とされている。
【００１７】
図１に示される如く、バンパリインフォースアーム１６は、ロアバックパネル２０を挟んでリヤサイドメンバ１０に固定される後壁２２と、バンパリインフォースメント１４の前壁１４Ａに固定される前壁２４とを備えている。
【００１８】
また、バンパリインフォースアーム１６は、サイドメンバ１０における内側壁１０Ｃの車両後方への延長線上に形成された車幅方向内側の主縦壁２６を備えており、車幅方向内側の主縦壁２６は、後壁２２と前壁２４とに架設されている。
【００１９】
また、バンパリインフォースアーム１６は、サイドメンバ１０における外側壁１０Ｄの車両後方への延長線上に形成された車幅方向外側の主縦壁２８を備えており、車幅方向外側の主縦壁２８は、後壁２２と前壁２４とに架設されている。
【００２０】
また、バンパリインフォースアーム１６は、サイドメンバ１０における内フランジ１０Ａの車幅方向内側縁部近傍から車両内側斜め後方へ延設された車幅方向内側の補助縦壁３０と、サイドメンバ１０における外フランジ１０Ｂの車幅方向外側縁部近傍から車両外側斜め後方へ延設された車幅方向外側の補助縦壁３２と、を備えている。即ち、車幅方向内側の補助縦壁３０と車幅方向外側の補助縦壁３２は、サイドメンバ１０における先端部の内フランジ１０Ａの車幅方向内側縁部近傍と、外フランジ１０Ｂの車幅方向外側縁部縁部近傍と、から車両後方へ向って互い車幅方向へ開く方向へ延設されており、それぞれ後壁２２と前壁２４とに架設されている。
【００２１】
バンパリインフォースアーム１６の前壁２４における車幅方向内側の補助縦壁３０との連結部２４Ａの車幅方向内側は取付部２４Ｂとなっており、取付部２４Ｂがボルト３６とナット３８によってバンパリインフォースメント１４の前壁１４Ａに固定されている。また、バンパリインフォースアーム１６の前壁２４における車幅方向外側の補助縦壁３２との連結部２４Ｃの車幅方向外側は取付部２４Ｄとなっており、取付部２４Ｄがボルト４０とナット４２によってバンパリインフォースメント１４の前壁１４Ａに固定されている。
【００２２】
バンパリインフォースアーム１６の後壁２２における車幅方向内側端部となる車幅方向内側の補助縦壁３０との連結部２２Ａは円弧状に湾曲しており、図１に矢印Ｆで示される如く、車幅方向内側の補助縦壁３０側から荷重が作用した場合には、図２に示される如く、連結部２２Ａが更に湾曲するようになっている。
【００２３】
図１に示される如く、バンパリインフォースアーム１６の後壁２２における車幅方向内側の主縦壁２６との連結部２２Ｂと、連結部２２Ａとの間の部位は、取付部２２Ｃとなっており、取付部２２Ｃがボルト４６とナット４８によってサイドメンバ１０の内フランジ１０Ａに固定されている。
【００２４】
バンパリインフォースアーム１６の後壁２２における車幅方向外側端部となる車幅方向外側の補助縦壁３２との連結部２２Ｄと、バンパリインフォースアーム１６の後壁２２における車幅方向外側の主縦壁２８との連結部２２Ｅと、の間の部位は、取付部２２Ｆとなっており、取付部２２Ｆがボルト５０とナット５２によってサイドメンバ１０の外フランジ１０Ｂに固定されている。なお、バンパリインフォースアーム１６の後壁２２における連結部２２Ｂと連結部２２Ｅとの間は中間部２２Ｇとなっている。
【００２５】
また、バンパリインフォースアーム１６の縦壁２６、２８、３０、３２のうち、車両が後突した場合に、最初に荷重が入る車幅方向内側の補助縦壁３０の肉厚Ｍ１が他の縦壁２６、２８、３２の各肉厚Ｍ２、Ｍ３、Ｍ４に比べて最も薄く設定されている。また、バンパリインフォースアーム１６の主縦壁２６、２８においては、車両が後突した場合に、先に荷重が入る車幅方向内側の主縦壁２６の肉厚Ｍ２が車幅方向外側の主縦壁２８の肉厚Ｍ３に比べて薄く設定されている。
【００２６】
従って、バンパリインフォースアーム１６の壁２６、２８、３０、３２の各肉厚Ｍ２、Ｍ３、Ｍ１、Ｍ４の関係は、例えば、Ｍ１＜Ｍ２＜Ｍ３＜Ｍ４となっている。
【００２７】
なお、バンパリインフォースアーム１６における後壁２２の車幅方向中央部２２Ｇの板厚Ｍ５は、前壁２４の板厚Ｍ６と略同じである。また、後壁２２における取付部２２Ｃの肉厚Ｍ７と取付部２２Ｄの肉厚Ｍ８は、車幅方向中央部２２Ｇの板厚Ｍ５より厚くなっており、荷重作用時に後壁２２における取付部２２Ｃと取付部２２Ｄとが変形し、ロアバックパネル２０及びリヤサイドメンバ１０の内フランジ１０Ａ、外フランジ１０Ｂが変形するのを防止している。
【００２８】
次に、本実施形態の作用を説明する。
【００２９】
本実施形態では、バンパリインフォースメント１４を、リヤサイドメンバ１０における両側壁１０Ｃ、１０Ｄの車両後方向への延長線上に形成されたバンパリインフォースアーム１６の車幅方向両側の主縦壁２６、２８で支持することができると共に、リヤサイドメンバ１０における先端部の内フランジ１０Ａと外フランジ１０Ｂの車幅方向の縁部から互いに開く方向へ延設された車幅方向両側の補助縦壁３０、３２でも支持することができる。この結果、車両後突時に潰れるバンパリインフォースメント１４及びバンパリインフォースアーム１６の車幅方向に沿った範囲が広くなる。
【００３０】
また、本実施形態では、バンパリインフォースアーム１６がアルミ合金の押出材で構成されているため、バンパリインフォースアーム１６の各壁２６、２８、３０、３２の各肉厚Ｍ２、Ｍ３、Ｍ１、Ｍ４の関係を、Ｍ１＜Ｍ２＜Ｍ３＜Ｍ４とすることで、各壁２６、２８、３０、３２の変形を容易にコントロールすることができる。
【００３１】
このため、図６に示される如く、リヤサイドメンバ１０に固定され、リヤサイドメンバ１０と略同じ幅Ｋに設定された鋼鈑製のバンパリインフォースアーム６０を使用した比較構造のエネルギ吸収量（図４の破線で囲まれた領域Ｅ１）に比べ、本実施形態におけるエネルギ吸収量（図４の実線で囲まれた領域Ｅ２＋Ｅ３）を大きくできる。なお、図４の領域Ｅ２はバンパリインフォースメント１４の潰れによるエネルギ吸収量であり、図４の領域Ｅ３はバンパリインフォースアーム１６の潰れによるエネルギ吸収量である。
【００３２】
また、本実施形態のバンパリインフォースアーム１６では、車両が後突した場合に、最初に荷重が入る車幅方向内側の補助縦壁３０の肉厚Ｍ１が他の縦壁２６、２８、３２の肉厚Ｍ２、Ｍ３、Ｍ４がに比べて最も薄く設定されていると共に、連結部２２Ａが円弧状に湾曲しており、図１に矢印Ｆで示される如く、車幅方向内側の補助縦壁３０側から荷重が作用した場合には、図２に示される如く、連結部２２Ａが更に湾曲するようになっている。この結果、車両後方向から作用する荷重に対して、バンパリインフォースアーム１６の車幅方向内側の補助縦壁３０及び連結部２２Ａが、バンパリインフォースアーム１６の他の部位より先に変形することによって、取付部２２Ｃに荷重が集中するのを防止できる。
【００３３】
また、本実施形態では、バンパリインフォースアーム１６の主縦壁２６、２８においては、車両が後突した場合に、先に荷重が入る車幅方向内側の主縦壁２６の肉厚Ｍ２が、車幅方向外側の主縦壁２８の肉厚Ｍ３に比べて薄く設定されている。この結果、車両後方向から作用する荷重に対して、車幅方向内側の主縦壁２６が車幅方向外側の主縦壁２８より先に変形することによって、取付部２２Ｃ側に荷重が集中するのを防止することができる。
【００３４】
即ち、本実施形態では、バンパリインフォースアーム１６に作用する荷重を車幅方向に確実に分散できる。
【００３５】
また、本実施形態では、バンパリインフォースアーム１６の後壁２２における取付部２２Ｃの肉厚Ｍ７と取付部２２Ｄの肉厚Ｍ８が、車幅方向中央部２２Ｇの板厚Ｍ５より厚くなっており、荷重作用時に後壁２２における取付部２２Ｃと取付部２２Ｄとが変形し難くなっている。この結果、ロアバックパネル２０及びリヤサイドメンバ１０の内フランジ１０Ａ、外フランジ１０Ｂが変形するのを防止できる。
【００３６】
また、本実施形態では、図１に示される如く、バンパリインフォースメント１４の支持点Ｐ１と支持点Ｐ２の距離Ｌが長いため、図６に示される比較構造のように、荷重作用時に、バンパリインフォースメント１４が支持点Ｐ３を中心に回転することがない。この結果、車両後突時におけるバンパリインフォースメント１４の車幅方向中央部の車両前方への移動量を低減することができる。このため、車両後突時にバンパリインフォースメント１４が他の部材と当接し、他の部材に損傷を与えるという不具合を低減できる。
【００３７】
更に、本実施形態では、バンパリインフォースアーム１６がアルミ合金の押出材で構成されているため、軽量化ができると共に、左右のバンパリインフォースアーム１６を共通の押出し型により成形できるため、型費を低減できる。
【００３８】
以上に於いては、本発明を特定の実施形態について詳細に説明したが、本発明はかかる実施形態に限定されるものではなく、本発明の範囲内にて他の種々の実施形態が可能であることは当業者にとって明らかである。例えば、上記実施形態では、バンパリインフォースアーム１６の連結部２２Ａを円弧状に湾曲して荷重を分散させたが、これに代えて、図５に示される如く、バンパリインフォースアーム１６の連結部２２Ａを横ト字状とすると共に、車幅方向内側の補助縦壁３０における前壁２４近傍に屈曲部等の脆弱部７０を形成し、荷重作用時には、脆弱部７０を起点に車幅方向内側の補助縦壁３０が二点鎖線で示すように変形することで、荷重を分散させる構成としても良い。
【００３９】
また、上記実施形態では、バンパリインフォースアーム１６を軽合金としてのアルミ合金の押出材で構成したが、バンパリインフォースアーム１６はアルミ合金以外の他の軽合金で構成しても良い。
【００４０】
また、上記実施形態では、本発明の車両用バンパ支持構造を車両のリヤバンパに適用したが、本発明の車両用バンパ支持構造は車両のフロントバンパにも適用可能である。
【００４１】
【発明の効果】
請求項１記載の本発明は、車体の車幅方向両端部近傍に車体前後方向に沿って延設された左右のサイドメンバに、車幅方向に沿って延設されたバンパリインフォースメントを車幅方向両側の連結部材を介して固定する車両用バンパ支持構造であって、連結部材は軽合金の押出材で構成されており、連結部材は少なくとも、サイドメンバにおける両側壁の車両前後方向への延長線上に形成された車幅方向両側の主縦壁と、サイドメンバにおける先端部の車幅方向両側のフランジ縁部近傍から互いに開く方向へ延設された車幅方向両側の補助縦壁と、を有し、車幅方向内側の補助縦壁は肉厚が他の縦壁部に比べて最も薄く、車両前後方向から作用する荷重に対して、他の縦壁より変形し易いため、衝突時のエネルギ吸収量を大きくできると共に、連結部材に作用する荷重を確実に分散できるという優れた効果を有する。
【００４２】
請求項２記載の本発明は、請求項１記載の車両用バンパ支持構造において、連結部材の後壁の車幅方向内側に設けられ、車幅方向内側の補助縦壁と繋がる円弧状に湾曲した連結部を有するため、請求項１に記載の効果に加えて、取付部を設けた後壁に荷重が集中するのを防止できるという優れた効果を有する。
【００４３】
請求項３記載の本発明は、請求項１、２の何れかに記載の車両用バンパ支持構造において、車幅方向内側の主縦壁の肉厚が車幅方向外側の主縦壁の肉厚に比べて薄く、車両前後方向から作用する荷重に対して、車幅方向内側の主縦壁が車幅方向外側の主縦壁より変形し易いため、請求項１、２の何れかに記載の効果に加えて、連結部材に作用する荷重を確実に分散できるという優れた効果を有する。
【図面の簡単な説明】
【図１】本発明の一実施形態に係る車両用バンパ支持構造を示す平断面図である。
【図２】本発明の一実施形態に係る車両用バンパ支持構造の変形状態を示す平断面図である。
【図３】本発明の一実施形態に係る車両用バンパ支持構造を示す車両斜め後方外側から見た斜視図である。
【図４】本発明の一実施形態に係る車両用バンパ支持構造のエネルギ吸収特性を示すグラフである。
【図５】本発明の他の実施形態に係る車両用バンパ支持構造を示す平断面図である。
【図６】比較構造に係る車両用バンパ支持構造を示す平断面図である。
【符号の説明】
１０リヤサイドメンバ（サイドメンバ）
１０Ａリヤサイドメンバの内フランジ
１０Ｂリヤサイドメンバの外フランジ
１０Ｃリヤサイドメンバの内側壁
１０Ｄリヤサイドメンバの外側壁
１４バンパリインフォースメント
１６バンパリインフォースアーム（連結部材）
２２バンパリインフォースアームの後壁
２４バンパリインフォースアームの前壁
２６バンパリインフォースアームの車幅方向内側の主縦壁
２８バンパリインフォースアームの車幅方向外側の主縦壁
３０バンパリインフォースアームの車幅方向内側の補助縦壁
３２バンパリインフォースアームの車幅方向外側の補助縦壁[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a vehicle bumper support structure, and more particularly to a vehicle bumper support structure that fixes a bumper reinforcement to a vehicle body via a connecting member in a vehicle such as an automobile.
[0002]
[Prior art]
Conventionally, in a vehicle bumper support structure in which a bumper reinforcement is fixed to a vehicle body via a connecting member in a vehicle such as an automobile, a bumper stay formed by light metal extrusion molding is used as a box-shaped main body and a bumper reinforcement. It consists of a projecting part projecting in the cross section (also called a bumper beam) and a clamping part that clamps the vehicle body frame from above and below, with bolts passing through the clamping part and the upper and lower surfaces of the side member as the vehicle body frame, A structure that is fastened and fixed is known (for example, see Patent Document 1).
[0003]
[Patent Document 1]
JP-A-9-86309 (paragraph [0010], FIG. 1)
[0004]
[Problems to be solved by the invention]
However, in the configuration as in Patent Document 1, the length (width) along the vehicle width direction of the bumper stay as the connecting member substantially coincides with the length (width) along the vehicle width direction of the side member. . As a result, the range of bumper reinforcement that is crushed between the collision object and the bumper stay at the time of collision becomes narrow, so the amount of energy absorbed by the deformation of the bumper reinforcement is reduced, and the amount of energy absorbed at the time of collision is reduced.
[0005]
In view of the above fact, an object of the present invention is to provide a vehicle bumper support structure that can increase the amount of energy absorbed during a collision.
[0006]
[Means for Solving the Problems]
According to the first aspect of the present invention, the bumper reinforcement extended along the vehicle width direction is provided on the left and right side members extended along the vehicle longitudinal direction in the vicinity of both ends in the vehicle width direction of the vehicle body. A vehicle bumper support structure that is fixed via connecting members on both sides in the direction,
The connecting member is made of a light alloy extruded material, and the connecting member includes at least main vertical walls on both sides in the vehicle width direction formed on an extension line in the vehicle front-rear direction of both side walls of the side member; possess a vehicle width direction on both sides of the auxiliary vertical wall which extends in a direction of opening from each other from the flange edge vicinity of both sides in the vehicle width direction of the front end portion of the side member, wherein the auxiliary vertical wall in the vehicle width direction inner side wall thickness Is thinner than the other vertical wall portion, and is more easily deformed than the other vertical wall with respect to a load acting from the vehicle longitudinal direction .
[0007]
Therefore, the bumper reinforcement can be supported by the main vertical walls on both sides in the vehicle width direction of the connecting member formed on the extension line in the vehicle longitudinal direction of both side walls of the side member, and the vehicle at the tip of the side member. It can also be supported by the auxiliary vertical walls on both sides in the vehicle width direction of the connecting members extending in the direction of opening from the vicinity of the flange edges on both sides in the width direction. As a result, the range of bumper reinforcement that collapses in the event of a collision is widened. In addition, since the connecting member is made of light alloy extruded material, each wall can be easily deformed by changing the plate thickness of the main vertical wall on both sides in the vehicle width direction and the auxiliary vertical wall on both sides in the vehicle width direction. Can be controlled. For this reason, the energy absorption amount at the time of a collision can be enlarged. Further, the auxiliary vertical wall on the inner side in the vehicle width direction is the thinnest than other vertical wall portions, and is more easily deformed than other vertical walls with respect to a load acting from the vehicle longitudinal direction. As a result, the auxiliary vertical wall on the inner side in the vehicle width direction, which receives the load first at the time of the collision, is more easily deformed than the other vertical walls, thereby preventing the load from being concentrated on this portion. That is, the load acting on the connecting member can be reliably dispersed.
[0008]
According to a second aspect of the present invention, in the vehicle bumper support structure according to the first aspect, an arcuate shape is provided on the inner side in the vehicle width direction of the rear wall of the connecting member and is connected to the auxiliary vertical wall on the inner side in the vehicle width direction. A curved connecting portion is provided.
[0009]
Therefore, in addition to the contents of claim 1 , the load is concentrated on the rear wall provided with the mounting portion by easily deforming the connecting portion connected to the auxiliary vertical wall on the inner side in the vehicle width direction that receives the load first at the time of collision. Can be prevented.
[0010]
According to a third aspect of the present invention, in the vehicle bumper support structure according to the first or second aspect, the thickness of the main vertical wall on the inner side in the vehicle width direction is the same as that of the main vertical wall on the outer side in the vehicle width direction. The main vertical wall on the inner side in the vehicle width direction is more easily deformed than the main vertical wall on the outer side in the vehicle width direction with respect to a load acting from the vehicle front-rear direction.
[0011]
Therefore, in addition to the contents of any one of claims 1 and 2, since the thickness of the main vertical wall on the inner side in the vehicle width direction is thinner than the thickness of the main vertical wall on the outer side in the vehicle width direction, Therefore, the main vertical wall on the inner side in the vehicle width direction is more easily deformed than the main vertical wall on the outer side in the vehicle width direction. As a result, the main vertical wall on the inner side in the vehicle width direction that receives the load first in the event of a collision can be more easily deformed than the main vertical wall on the outer side in the vehicle width direction, thereby preventing the load from concentrating on this part. . That is, the load acting on the connecting member can be reliably dispersed.
[0012]
DETAILED DESCRIPTION OF THE INVENTION
1st Embodiment of the bumper support structure for vehicles in this invention is described according to FIGS.
[0013]
In the figure, the arrow UP indicates the upward direction of the vehicle, the arrow FR indicates the forward direction of the vehicle, and the arrow IN indicates the inner side in the vehicle width direction.
[0014]
As shown in FIG. 3, in the present embodiment, rear side members 10 on both sides in the vehicle width direction as side members are disposed along the vehicle longitudinal direction in the vicinity of both ends in the vehicle width direction at the lower part of the rear portion of the vehicle body. The cross-sectional shape of the rear side member 10 viewed from the vehicle front-rear direction is a rectangular shape. A bumper reinforcement 14 as a rear bumper is disposed along the vehicle width direction at the lower rear end of the vehicle body. The bumper reinforcement 14 is curved in an arc shape in a convex shape toward the rear of the vehicle, and the cross-sectional shape viewed from the vehicle width direction is rectangular.
[0015]
A bumper reinforcement arm 16 as a connecting member is attached in the vicinity of both ends in the vehicle width direction of the front wall 14A of the bumper reinforcement 14. It is connected to an inner flange 10A formed at the end and extending inward in the vehicle width direction and an outer flange 10B extending outward in the vehicle width direction.
[0016]
The bumper reinforcement arm 16 is made of an extruded material of an aluminum alloy as a light alloy, and the extrusion direction is the vehicle vertical direction (the direction of arrow A in FIG. 3 or the direction opposite to the direction of arrow A).
[0017]
As shown in FIG. 1, the bumper reinforcement arm 16 includes a rear wall 22 fixed to the rear side member 10 with the lower back panel 20 interposed therebetween, and a front wall 24 fixed to the front wall 14 A of the bumper reinforcement 14. ing.
[0018]
The bumper reinforcement arm 16 includes a main vertical wall 26 on the inner side in the vehicle width direction formed on an extension line of the inner wall 10C of the side member 10 toward the rear of the vehicle. The rear wall 22 and the front wall 24 are installed.
[0019]
Further, the bumper reinforcement arm 16 includes a main vertical wall 28 on the outer side in the vehicle width direction formed on an extension line of the outer wall 10D of the side member 10 toward the rear of the vehicle. The rear wall 22 and the front wall 24 are installed.
[0020]
The bumper reinforcement arm 16 includes an auxiliary vertical wall 30 extending inward in the vehicle width direction from the vicinity of the inner edge in the vehicle width direction of the inner flange 10A of the side member 10 and an outer flange of the side member 10. And an auxiliary vertical wall 32 on the outer side in the vehicle width direction extending obliquely rearward from the vehicle outer side from the vicinity of the outer edge in the vehicle width direction of 10B. That is, the auxiliary vertical wall 30 on the inner side in the vehicle width direction and the auxiliary vertical wall 32 on the outer side in the vehicle width direction are in the vicinity of the inner edge portion in the vehicle width direction of the inner flange 10A at the tip of the side member 10 and in the vehicle width direction of the outer flange 10B. The outer edge extends from the vicinity of the outer edge toward the rear of the vehicle in the direction of opening in the vehicle width direction, and is extended to the rear wall 22 and the front wall 24, respectively.
[0021]
On the inner side in the vehicle width direction of the connecting portion 24A of the front wall 24 of the bumper reinforcement arm 16 with the auxiliary vertical wall 30 on the inner side in the vehicle width direction is a mounting portion 24B, and the mounting portion 24B is a bumper reinforcement by a bolt 36 and a nut 38. 14 is fixed to the front wall 14A. Further, the outer side in the vehicle width direction of the connecting portion 24C of the front wall 24 of the bumper reinforcement arm 16 with the auxiliary vertical wall 32 on the outer side in the vehicle width direction is a mounting portion 24D, and the mounting portion 24D is a bumper by a bolt 40 and a nut 42. It is fixed to the front wall 14 A of the reinforcement 14.
[0022]
A connecting portion 22A of the rear wall 22 of the bumper reinforcement arm 16 and the auxiliary vertical wall 30 on the vehicle width direction inner side which is the inner end portion in the vehicle width direction is curved in an arc shape, and as indicated by an arrow F in FIG. When a load is applied from the side of the auxiliary vertical wall 30 on the inner side in the vehicle width direction, the connecting portion 22A is further curved as shown in FIG.
[0023]
As shown in FIG. 1, the portion between the connecting portion 22B of the rear wall 22 of the bumper reinforcement arm 16 and the main vertical wall 26 on the inner side in the vehicle width direction and the connecting portion 22A is an attachment portion 22C. The attachment portion 22 C is fixed to the inner flange 10 A of the side member 10 by a bolt 46 and a nut 48.
[0024]
The connecting portion 22D of the rear wall 22 of the bumper reinforcement arm 16 with the auxiliary vertical wall 32 on the outer side in the vehicle width direction which is the outer end portion in the vehicle width direction, and the main vertical wall on the outer wall direction in the rear wall 22 of the bumper reinforcement arm 16 28 is a mounting portion 22F, and the mounting portion 22F is fixed to the outer flange 10B of the side member 10 by a bolt 50 and a nut 52. In addition, between the connection part 22B and the connection part 22E in the rear wall 22 of the bumper reinforcement arm 16 is an intermediate part 22G.
[0025]
Of the vertical walls 26, 28, 30, and 32 of the bumper reinforcement arm 16, the thickness M 1 of the auxiliary vertical wall 30 on the inner side in the vehicle width direction where the load is first applied when the vehicle collides is the other vertical wall. It is set to be the thinnest than the thicknesses M2, M3, and M4 of 26, 28, and 32. Further, in the main vertical walls 26 and 28 of the bumper reinforcement arm 16, when the vehicle collides rearward, the thickness M2 of the main vertical wall 26 on the inner side in the vehicle width direction where the load is first applied is the main vertical wall on the outer side in the vehicle width direction. The wall 28 is set thinner than the wall thickness M3.
[0026]
Accordingly, the relationship between the thicknesses M2, M3, M1, and M4 of the walls 26, 28, 30, and 32 of the bumper reinforcement arm 16 is, for example, M1 <M2 <M3 <M4.
[0027]
Note that the plate thickness M5 of the rear wall 22 of the bumper reinforcement arm 16 in the vehicle width direction center portion 22G is substantially the same as the plate thickness M6 of the front wall 24. Further, the thickness M7 of the attachment portion 22C on the rear wall 22 and the thickness M8 of the attachment portion 22D are thicker than the plate thickness M5 of the center portion 22G in the vehicle width direction, and the attachment portion 22C on the rear wall 22 when the load is applied. The mounting portion 22D is deformed to prevent the lower back panel 20 and the inner flange 10A and the outer flange 10B of the rear side member 10 from being deformed.
[0028]
Next, the operation of this embodiment will be described.
[0029]
In this embodiment, the bumper reinforcement 14 is supported by main vertical walls 26 and 28 on both sides in the vehicle width direction of the bumper reinforcement arm 16 formed on the extension lines in the vehicle rearward direction of the side walls 10C and 10D of the rear side member 10. In addition, the rear side member 10 is supported by auxiliary vertical walls 30 and 32 on both sides in the vehicle width direction extending in the direction of opening from the edge portions of the inner flange 10A and the outer flange 10B at the front end in the vehicle width direction. be able to. As a result, the range along the vehicle width direction of the bumper reinforcement 14 and the bumper reinforcement arm 16 that are crushed at the time of rearward collision of the vehicle is widened.
[0030]
Moreover, in this embodiment, since the bumper reinforcement arm 16 is made of an extruded material of an aluminum alloy, the wall thicknesses M2, M3, M1, and M4 of the walls 26, 28, 30, and 32 of the bumper reinforcement arm 16 are changed. By making the relationship M1 <M2 <M3 <M4, the deformation of each wall 26, 28, 30, 32 can be easily controlled.
[0031]
For this reason, as shown in FIG. 6, the energy absorption amount of the comparative structure using the steel wall bumper reinforcement arm 60 fixed to the rear side member 10 and set to the substantially same width K as the rear side member 10 (FIG. 4). Compared with the region E1) surrounded by a broken line, the energy absorption amount in this embodiment (region E2 + E3 surrounded by a solid line in FIG. 4) can be increased. In addition, the area | region E2 of FIG. 4 is an energy absorption amount by crushing of the bumper reinforcement 14, and the area | region E3 of FIG.
[0032]
Further, in the bumper reinforcement arm 16 of the present embodiment, when the vehicle collides rearward, the thickness M1 of the auxiliary vertical wall 30 on the inner side in the vehicle width direction where the load is first applied is the thickness of the other vertical walls 26, 28, 32. The thicknesses M2, M3, and M4 are set to be the thinnest compared to the thicknesses, and the connecting portion 22A is curved in an arc shape. As indicated by an arrow F in FIG. When a load is applied, the connecting portion 22A is further curved as shown in FIG. As a result, the auxiliary vertical wall 30 and the connecting portion 22A on the inner side in the vehicle width direction of the bumper reinforcement arm 16 are deformed before the other parts of the bumper reinforcement arm 16 with respect to the load acting from the rear side of the vehicle. It is possible to prevent the load from being concentrated on the mounting portion 22C.
[0033]
Further, in the present embodiment, in the main vertical walls 26 and 28 of the bumper reinforcement arm 16, when the vehicle collides rearward, the thickness M2 of the main vertical wall 26 on the inner side in the vehicle width direction where the load is applied first is It is set thinner than the thickness M3 of the main vertical wall 28 on the outer side in the width direction. As a result, the load concentrates on the mounting portion 22C side by deforming the main vertical wall 26 on the inner side in the vehicle width direction before the main vertical wall 28 on the outer side in the vehicle width direction with respect to the load acting from the rear side of the vehicle. Can be prevented.
[0034]
That is, in this embodiment, the load acting on the bumper reinforcement arm 16 can be reliably distributed in the vehicle width direction.
[0035]
Further, in the present embodiment, the thickness M7 of the attachment portion 22C and the thickness M8 of the attachment portion 22D in the rear wall 22 of the bumper reinforcement arm 16 are thicker than the plate thickness M5 of the vehicle width direction center portion 22G. At the time of action, the attachment portion 22C and the attachment portion 22D of the rear wall 22 are difficult to deform. As a result, the lower back panel 20 and the inner flange 10A and the outer flange 10B of the rear side member 10 can be prevented from being deformed.
[0036]
Further, in the present embodiment, as shown in FIG. 1, the distance L between the support point P1 and the support point P2 of the bumper reinforcement 14 is long, so that, as in the comparative structure shown in FIG. The ment 14 does not rotate around the support point P3. As a result, it is possible to reduce the amount of movement of the bumper reinforcement 14 at the center in the vehicle width direction to the front of the vehicle at the time of rearward collision of the vehicle. For this reason, it is possible to reduce the inconvenience that the bumper reinforcement 14 comes into contact with another member at the time of rearward collision of the vehicle and damages the other member.
[0037]
Furthermore, in this embodiment, since the bumper reinforcement arm 16 is made of an extruded material of an aluminum alloy, the weight can be reduced and the left and right bumper reinforcement arms 16 can be formed by a common extrusion die, thereby reducing the mold cost. it can.
[0038]
Although the present invention has been described in detail with reference to specific embodiments, the present invention is not limited to such embodiments, and various other embodiments are possible within the scope of the present invention. It will be apparent to those skilled in the art. For example, in the above embodiment, the connecting portion 22A of the bumper reinforcement arm 16 is curved in an arc shape to distribute the load, but instead, as shown in FIG. A fragile portion 70 such as a bent portion is formed in the vicinity of the front wall 24 of the auxiliary vertical wall 30 on the inner side in the vehicle width direction, and the auxiliary portion on the inner side in the vehicle width direction starts from the fragile portion 70 when a load is applied. It is good also as a structure which disperse | distributes a load by deform | transforming the vertical wall 30 as shown with a dashed-two dotted line.
[0039]
Moreover, in the said embodiment, although the bumper reinforcement arm 16 was comprised with the extrusion material of the aluminum alloy as a light alloy, you may comprise the bumper reinforcement arm 16 with other light alloys other than an aluminum alloy.
[0040]
In the above embodiment, the vehicular bumper support structure of the present invention is applied to the rear bumper of the vehicle. However, the vehicular bumper support structure of the present invention can also be applied to the front bumper of the vehicle.
[0041]
【The invention's effect】
According to the first aspect of the present invention, the bumper reinforcement extended along the vehicle width direction is provided on the left and right side members extended along the vehicle longitudinal direction in the vicinity of both ends in the vehicle width direction of the vehicle body. Bumper support structure for a vehicle fixed via connecting members on both sides in the direction, the connecting member being made of a light alloy extruded material, and the connecting member extending at least the side walls of the side member in the vehicle front-rear direction Main vertical walls on both sides in the vehicle width direction formed on the line, and auxiliary vertical walls on both sides in the vehicle width direction extending in the direction of opening from the vicinity of flange edges on both sides in the vehicle width direction of the tip of the side member, Yes, and auxiliary vertical wall in the vehicle width direction inner side wall thickness is thinnest than the other vertical wall portion, against a load applied from the vehicle front-rear direction and easily deformed than the other vertical wall, at the time of collision both the energy absorption amount can be increased, It has an excellent effect that the load acting on the forming member can be reliably dispersed.
[0042]
According to a second aspect of the present invention, in the vehicle bumper support structure according to the first aspect, the inner wall of the rear wall of the connecting member is provided in the vehicle width direction and is curved in an arc shape connected to the auxiliary vertical wall on the inner side of the vehicle width direction. Since it has a connection part, in addition to the effect of Claim 1, it has the outstanding effect that it can prevent that a load concentrates on the rear wall which provided the attaching part .
[0043]
According to a third aspect of the present invention, in the vehicle bumper support structure according to the first or second aspect, the thickness of the main vertical wall on the inner side in the vehicle width direction is the thickness of the main vertical wall on the outer side in the vehicle width direction. The main vertical wall on the inner side in the vehicle width direction is more easily deformed than the main vertical wall on the outer side in the vehicle width direction with respect to a load acting from the vehicle longitudinal direction. In addition to the effect, the load acting on the connecting member can be reliably dispersed.
[Brief description of the drawings]
FIG. 1 is a plan sectional view showing a vehicle bumper support structure according to an embodiment of the present invention.
FIG. 2 is a plan sectional view showing a deformed state of the vehicle bumper support structure according to the embodiment of the present invention.
FIG. 3 is a perspective view showing the vehicle bumper support structure according to the embodiment of the present invention as seen from the obliquely rearward outer side of the vehicle.
FIG. 4 is a graph showing energy absorption characteristics of a vehicle bumper support structure according to an embodiment of the present invention.
FIG. 5 is a plan sectional view showing a vehicle bumper support structure according to another embodiment of the present invention.
FIG. 6 is a cross-sectional plan view showing a vehicle bumper support structure according to a comparative structure.
[Explanation of symbols]
10 Rear side member (side member)
10A Rear side member inner flange 10B Rear side member outer flange 10C Rear side member inner wall 10D Rear side member outer wall 14 Bumper reinforcement 16 Bumper reinforcement arm (connection member)
22 Rear wall of the bumper reinforcement arm 24 Front wall of the bumper reinforcement arm 26 Main vertical wall 28 inside the vehicle width direction of the bumper reinforcement arm 28 Main vertical wall 30 outside the vehicle width direction of the bumper reinforcement arm Inside the vehicle width direction of the bumper reinforcement arm Auxiliary vertical wall 32 Auxiliary vertical wall outside the bumper reinforcement arm in the vehicle width direction

Claims

The bumper reinforcement extended along the vehicle width direction is fixed to the left and right side members extending along the vehicle longitudinal direction near both ends in the vehicle width direction of the vehicle body via connecting members on both sides in the vehicle width direction. A bumper support structure for a vehicle,
The connecting member is made of a light alloy extruded material, and the connecting member includes at least main vertical walls on both sides in the vehicle width direction formed on an extension line in the vehicle front-rear direction of both side walls of the side member; possess a vehicle width direction on both sides of the auxiliary vertical wall which extends in a direction of opening from each other from the flange edge vicinity of both sides in the vehicle width direction of the front end portion of the side member, wherein the auxiliary vertical wall in the vehicle width direction inner side wall thickness The vehicle bumper support structure is characterized in that is thinner than the other vertical wall portion and is more easily deformed than the other vertical wall with respect to a load acting from the vehicle longitudinal direction .

2. The vehicle bumper support according to claim 1, further comprising: a connecting portion that is provided on an inner side in a vehicle width direction of a rear wall of the connecting member and is curved in an arc shape connected to an auxiliary vertical wall on the inner side in the vehicle width direction. Construction.

The thickness of the main vertical wall on the inner side in the vehicle width direction is thinner than the thickness of the main vertical wall on the outer side in the vehicle width direction, and the main vertical wall on the inner side in the vehicle width direction with respect to a load acting from the vehicle longitudinal direction The vehicle bumper support structure according to any one of claims 1 and 2, characterized in that is more easily deformed than a main vertical wall on the outer side in the vehicle width direction.