JP6269628B2 - Bumper structure for vehicles - Google Patents

Description

  The present invention relates to a structure of a vehicle bumper and belongs to the technical field of a vehicle body structure.

  Conventionally, an impact absorbing member made of urethane foam is provided between the bumper face and the bumper beam so as to absorb an impact when a pedestrian contacts the bumper.

  The impact absorbing member made of foamed urethane foam is crushed. Therefore, in order to obtain a certain length of energy absorption stroke, it is necessary to set the length in the front-rear direction of the shock absorbing member in anticipation of the remaining crushing. This is a limitation when, for example, it is desired to shorten the front overhang of the vehicle by design.

  Patent Document 1 discloses a structure in which a shock absorbing member made of a metal U-shaped cross section is provided in place of the shock absorbing member made of urethane foam as a structure capable of reducing the above-mentioned crushing residue. Yes.

  Patent Document 2 describes a configuration in which the amount of shock energy absorbed by a metal-made impact absorbing member having a U-shaped cross section as in Patent Document 1 can be made uniform at any position in the vehicle width direction. A bumper structure in which a plurality of slits perpendicular to the longitudinal direction of the bumper beam is formed is disclosed.

JP 2004-322876 A Japanese Patent No. 4967523

  By the way, in order to further reduce the overhang of the vehicle, it is necessary not only to reduce the remaining crush but also to further shorten the energy absorption stroke.

  In this regard, the inventor of the present application has found that the energy absorption stroke can be shortened by starting up the load as early as possible and reducing the load after the start-up.

  However, in the shock absorbing member made of urethane foam, the load rises gently and increases as the deformation progresses. In addition, there is a problem of the above-mentioned crushing residue.

  In the impact absorbing members described in Patent Documents 1 and 2, the load is maintained substantially constant after rising in the initial stage.

  It is an object of the present invention to provide a vehicular bumper structure that can suppress the remaining crush of an impact absorbing member, can raise a load in the initial stage, and can reduce the load after the startup.

The invention according to claim 1 of the present application is
A bumper structure for a vehicle having a bumper beam extending in the vehicle width direction and an impact absorbing member disposed on the vehicle outer side (opposite vehicle inner side) with respect to the bumper beam in the vehicle longitudinal direction,
The shock absorbing member is
Made of metal,
A vehicle width direction, comprising: an upper surface portion; a lower surface portion spaced apart from the upper surface portion; and a vertical surface portion connecting the upper surface portion and an end of the lower surface portion on the vehicle front-rear direction. A U-shaped part whose cross-sectional shape is U-shaped,
At least one of the upper surface portion and the lower surface portion is formed with an opening extending in the vehicle front-rear direction so that the rigidity of the vehicle inner side portion is smaller than the rigidity of the vehicle outer side portion in the vehicle front-rear direction,
The length in the vehicle width direction of the vehicle inner side portion in the vehicle longitudinal direction of the opening is longer than the length in the vehicle width direction of the vehicle outer side portion in the vehicle longitudinal direction.

The invention according to claim 2 of the present application is the invention according to claim 1,
The opening has a T shape, a triangle shape, or a trapezoidal shape in plan view.

The invention according to claim 3 of the present application is the invention according to claim 1 or claim 2,
The shock absorbing member has a plurality of the U-shaped portions spaced apart in the vertical direction.

The invention according to claim 4 of the present application is the invention according to any one of claims 1 to 3,
The upper surface portion and the lower surface portion are bent so that a ridge line extending in the vehicle width direction is formed at an intermediate position in the vehicle longitudinal direction,
The opening is formed on the vehicle inner side than the ridgeline in the vehicle front-rear direction.

According to the invention described in claim 1 of the present application, since the shock absorbing member is made of metal, the vehicle outer side in the vehicle front-rear direction with respect to the shock absorbing member as compared with the case where the shock absorbing member is made of urethane foam. It is possible to reduce the remaining crushing when an impact is applied, and to start up the load in the initial stage. Furthermore, at least one of the upper surface portion and the lower surface portion of the shock absorbing member is formed with an opening extending in the vehicle front-rear direction so that the rigidity of the vehicle inner portion is smaller than the rigidity of the vehicle outer portion in the vehicle front-rear direction. The load after the vehicle has stood up because the length in the vehicle width direction of the vehicle inner side portion in the vehicle front-rear direction of the opening is larger than the length in the vehicle width direction of the vehicle outer portion in the vehicle front-rear direction. Can be reduced. That is, in the vehicle bumper structure, it is possible to suppress the remaining crush of the shock absorbing member, raise the load at the initial stage, and reduce the load after the startup. In addition, by raising the initial load within a possible range, it is possible to shorten the shock absorption stroke as compared with Patent Documents 1 and 2 while ensuring a certain amount of energy absorption.

  According to the invention described in claim 2 of the present application, since the shape of the opening is a simple shape such as a T-shape, a triangle, or a trapezoidal shape, the above effect can be achieved while ensuring the formability of the opening. Can be obtained.

  According to the invention described in claim 3 of the present application, it is possible to increase the impact energy that can be absorbed by the same energy absorption stroke as compared with the case where only one U-shaped portion is provided.

  According to the invention described in claim 4 of the present application, the upper surface portion and the lower surface portion are bent so that a ridge line extending in the vehicle width direction is formed at an intermediate position in the vehicle front-rear direction. When added, the deformation of the shock absorbing member can be started with the ridgeline as the center of bending. Therefore, stable deformation can be caused. Furthermore, by providing the ridgeline, it becomes easy to set the load at the time of rising to a load suitable for pedestrian protection.

It is a top view which shows the bumper structure for vehicles which concerns on embodiment of this invention. 1 is a perspective view showing a vehicle bumper structure according to an embodiment of the present invention. It is sectional drawing by the AA line of FIG. FIG. 3 is an enlarged view of a portion indicated by an arrow B in FIG. 2. It is a figure explaining the mode of a deformation | transformation of an impact-absorbing member. It is a figure explaining the mode of a deformation | transformation of an impact-absorbing member. It is a figure explaining the mode of a deformation | transformation of an impact-absorbing member. It is a figure which shows the characteristic of the load with respect to the displacement amount at the time of a deformation | transformation of an impact-absorbing member. It is a perspective view which shows the bumper structure for vehicles which concerns on the 1st modification of embodiment of this invention. It is a perspective view which shows the bumper structure for vehicles which concerns on the 2nd modification of embodiment of this invention.

  Hereinafter, a vehicle bumper structure according to an embodiment of the present invention will be described with reference to the drawings. In order to prevent the explanation from becoming unnecessarily redundant, the front and rear in the vehicle front-rear direction are simply referred to as “front” and “rear” unless otherwise specified, and the upper and lower directions in the vehicle vertical direction are simply referred to as “front” and “rear”. It may be called “upper” or “lower”.

1. Configuration FIG. 1 is a plan view showing a vehicle bumper structure according to an embodiment of the present invention. FIG. 2 is a perspective view showing a vehicle bumper structure according to the embodiment of the present invention. In this embodiment, an example in which the vehicle bumper structure according to the present invention is applied to a front bumper at the front of the vehicle will be described. However, the vehicle bumper structure according to the present invention can also be applied to a rear bumper at the rear of the vehicle as will be described later. It is.

  As shown in FIGS. 1 and 2, a bumper 1 (front bumper) is provided at the front of the vehicle. The bumper 1 includes a bumper beam 10, a bumper face 31, and an impact absorbing member 21.

  The bumper beam 10 is a member for giving the bumper 1 a predetermined strength. The bumper beam 10 extends in the vehicle width direction, and both end portions in the vehicle width direction are fixed to the front side frame 3 via the crash cans 2, respectively. . The bumper beam 10 extends in the vehicle width direction while gently curving forward.

  The bumper face 31 is a member that constitutes the external design surface of the bumper portion of the vehicle body.

  The impact absorbing member 21 is a member that suppresses an impact to the pedestrian when the pedestrian or the like contacts the bumper 1.

  The vehicle bumper structure will be described in more detail with reference to FIG. 3 is a cross-sectional view taken along line AA in FIG.

  The bumper beam 10 includes a first bumper reinforcement 11 and a second bumper reinforcement 12. The first bumper reinforcement 11 is a hat-shaped member having a cross section perpendicular to the vehicle width direction, and the second bumper reinforcement 12 is a substantially flat plate-shaped member. The bumper beam 10 is formed as a hollow structure having a closed cross-sectional space extending in the vehicle width direction by joining the first bumper reinforcement 11 and the second bumper reinforcement 12.

  The bumper face 31 is disposed away from the bumper beam 10 toward the front side of the vehicle. The bumper face 31 is made of, for example, resin.

  The impact absorbing member 21 is disposed on the vehicle inner side (rear side) with respect to the bumper face 31 and on the vehicle outer side (anti-vehicle inner side, front side) with respect to the bumper beam 10 in the vehicle longitudinal direction. More specifically, the shock absorbing member 21 is fixed to the bumper beam 10, and in a fixed state, the front end portion is disposed so as to be separated from the rear surface of the bumper face 31 by a predetermined amount. For example, the predetermined amount is set to a value as small as possible in consideration of assembly accuracy and the like in order to reduce front overhang. The shock absorbing member 21 is formed by bending an iron steel plate with a press or the like.

  The structure of the shock absorbing member 21 will be described in detail with reference to FIGS. FIG. 4 is an enlarged view of a portion indicated by an arrow B in FIG.

  The shock absorbing member 21 has two U-shaped portions 21x that are spaced apart in the vertical direction. The U-shaped portion 21x is composed of an upper surface portion 21a, a lower surface portion 21b that is spaced apart below the upper surface portion 21a, and ends of the upper surface portion 21a and the lower surface portion 21b on the vehicle front-rear direction (outside of the vehicle). And a vertical surface portion 21c connecting the portions, and the cross-sectional shape perpendicular to the vehicle width direction is a U-shape.

  The shock absorbing member 21 has an upper flange portion 21h, a lower flange portion 21j, and a connecting surface portion 21i. The upper flange portion 21h is connected to the rear end of the upper surface portion 21a of the upper U-shaped portion 21x. The lower flange portion 21j is connected to the rear end of the lower surface portion 21b of the lower U-shaped portion 21x. The connecting surface portion 21i connects the rear end of the lower surface portion 21b of the upper U-shaped portion 21x and the rear end of the upper surface portion 21a of the lower U-shaped portion 21x. The upper flange portion 21h, the lower flange portion 21j, and the connecting surface portion 21i are joined to the second bumper reinforcement 12 of the bumper beam 10 by spot welding or the like.

  Here, in the present embodiment, the upper surface portion 21a and the lower surface portion 21b of the shock absorbing member 21 are each formed with a plurality of openings 21d extending in the vehicle front-rear direction. The plurality of openings 21d are formed at predetermined intervals in the vehicle width direction. The opening 21d can be formed by punching or the like.

  The length in the vehicle width direction of the inner portion of the opening 21d in the vehicle longitudinal direction is longer than the length in the vehicle width direction of the outer portion in the vehicle longitudinal direction.

  The opening 21d has a longitudinal slit 21s extending in the vehicle longitudinal direction, a width slit 21t, and a width slit 21t connected to the rear end of the longitudinal slit 21s and extending in the vehicle width direction. It has a T-shape in plan view.

  The upper surface portion 21a and the lower surface portion 21b are bent so that a ridge line 21f extending in the vehicle width direction is formed at an intermediate position in the vehicle longitudinal direction. The upper surface portion 21a is bent so as to protrude upward with the ridgeline 21f as the center, and the lower surface portion 21b is bent so as to protrude downward with the ridgeline 21f as the center.

  The opening 21d is formed on the vehicle inner side in the vehicle front-rear direction than the ridge line 21f.

2. Operation The operation of the vehicle bumper structure of the present embodiment will be described with reference to FIGS. 5A, 5B, 5C, 6 and the like. FIG. 5A, FIG. 5B, and FIG. 5C are diagrams for explaining the deformation of the shock absorbing member 21 in time series. Note that the bumper face 31 is omitted in FIGS. 5B and 5C. FIG. 6 is a diagram illustrating a load characteristic with respect to a displacement at the time of deformation of the shock absorbing member 21. In FIG. 6, the displacement amount is an amount by which the front end of the impact absorbing member 21 is displaced (moved) toward the bumper beam 10 with reference to the rear end position of the impact absorbing member 21. By integrating the load with the amount of displacement, the energy absorbed by the deformation of the shock absorbing member 21 can be obtained.

  First, a description will be given with reference to FIG. 5A. For example, when a pedestrian or the like comes into contact with the bumper face 31 of the bumper 1 during traveling, the bumper face 31 moves rearward while deforming, and comes into contact with the U-shaped portion 21x of the shock absorbing member 21 and passes through the bumper face 31. The shock F directed toward the vehicle interior (rear side) is transmitted to the vertical surface portion 21c of the U-shaped portion 21x of the impact absorbing member 21. This impact F acts as a force that compresses the U-shaped portion 21x of the impact absorbing member 21 in the vehicle front-rear direction. Here, in the present embodiment, as described above, the upper surface portion 21a and the lower surface portion 21b of the U-shaped portion 21x are bent so that a ridge line 21f extending in the vehicle width direction is formed at an intermediate position in the vehicle longitudinal direction. Further, the upper surface portion 21a is bent so as to protrude upward with the ridgeline 21f as the center, and the lower surface portion 21b is bent so as to protrude downward with the ridgeline 21f as the center. Therefore, when a compressive force in the vehicle longitudinal direction is applied, the upper surface portion 21a and the lower surface portion 21b have the ridgeline 21f as the center of bending from the state indicated by the two-dot chain line in FIG. 5A (the state before the impact is applied). As shown by the solid line, it begins to bend in directions away from each other. At this time, as indicated by an arrow X in FIG.

  When the front end of the shock absorbing member 21 is displaced by about 10% with respect to the maximum displacement Dmax (see FIG. 6) as shown by a solid line in FIG. 5A, the load reaches the maximum load Lmax (see FIG. 6). The maximum load Lmax at the time of rising is set as high as possible within the allowable range of impact given to the pedestrian, and the composition such as the hardness of the steel plate of the shock absorbing member 21 and the thickness are set so that the maximum load Lmax is obtained. Now, a bending angle or the like at the ridge line 21f is set.

  In the present embodiment, as described above, the upper surface portion 21a and the lower surface portion 21b of the shock absorbing member 21 are each formed with the opening 21d on the vehicle inner side than the ridge line 21f. Therefore, the rigidity of the portion inside the vehicle from the ridge line 21f in the upper surface portion 21a and the lower surface portion 21b is smaller than the rigidity of the portion outside the vehicle from the ridge line 21f. Therefore, after the maximum load Lmax is reached, the load decreases as the rearward displacement of the front end of the U-shaped portion 21x increases.

  In particular, in the present embodiment, the opening 21d has a substantially T-shape in plan view, and the length in the vehicle width direction of the portion inside the vehicle in the vehicle longitudinal direction of the opening 21d is the vehicle. It is longer than the length in the vehicle width direction of the portion outside the vehicle in the front-rear direction. For this reason, the rigidity of the vehicle inner side portion in the vehicle front-rear direction is lower than that of the vehicle outer side portion in the vehicle front-rear direction even in the portion on the vehicle inner side than the ridge line 21 f in the upper surface portion 21 a and the lower surface portion 21 b. . More specifically, the bending rigidity in the vicinity of the connection portion between the upper surface portion 21a and the lower surface portion 21b and the upper flange portion 21h, the connecting surface portion 21i, and the lower flange portion 21j is the bending rigidity of the portion outside the vehicle. It is smaller than the rigidity. As a result, in the process of bending and deforming the portion on the vehicle inner side than the ridge line 21f in the upper surface portion 21a and the lower surface portion 21b of the shock absorbing member 21 from the state shown in FIG. 5B to the state shown in FIG. It becomes easy to bend. As a result, it is possible to prevent the load from significantly increasing in the final stage of deformation.

  As described above, according to the vehicle bumper structure of the present embodiment, the remaining portion of the shock absorbing member 21 is prevented from being crushed, and the load is quickly raised within the allowable range of the shock given to the user in the initial stage of receiving the shock. It is possible to increase the load and reduce the load after startup. Thereby, it is possible to shorten the energy absorption stroke as compared with Patent Documents 1 and 2 while ensuring a certain amount of energy absorption.

  Further, as can be seen from FIG. 5C, the shock absorbing member 21 is folded until the steel plates constituting the shock absorbing member 21 are finally overlapped as shown by the arrow Y, and is equivalent to three steel plates (upper surface). The thickness of the two sheets of the result of folding the part 21a or the lower surface part 21b and the total of one sheet of the upper flange part 21h, the lower flange part 21j, or the connecting surface part 21i). On the other hand, in the case of foamed urethane foam, when the same impact is applied, about 20% of crushing residue is generated in the front-rear direction. Accordingly, since the length of the shock absorbing member before deformation is several tens of millimeters before deformation, in the shock absorbing member made of urethane foam, when trying to obtain the same energy absorbing stroke, the length in the front and rear direction is a steel plate. It becomes longer than the case of making. Therefore, according to this embodiment, when the same energy absorption stroke is obtained, the longitudinal length of the shock absorbing member can be shortened. Therefore, the front overhang can be shortened and the degree of freedom in designing the vehicle body is improved.

  Further, the ridge line 21f extending in the vehicle width direction is provided on the upper surface portion 21a and the lower surface portion 21b at the intermediate position in the vehicle front-rear direction, so that the shock absorbing member 21 is appropriately folded with the ridge line 21f being the center of bending. For this reason, the energy absorbing operation is stably performed.

3. In the above example, the opening 21d of the shock absorbing member 21 has a T-shape in plan view. However, as shown in the first modified example of FIG. 7, the opening 21d of the shock absorbing member 21 may have a triangular shape in plan view. Or as shown in the 2nd modification of FIG. 8, the opening part 21d of the impact-absorbing member 21 may have a trapezoid shape. Also in these cases, the opening 21d of the shock absorbing member 21 has a vehicle width direction length of the vehicle inner side portion in the vehicle front-rear direction longer than a vehicle width direction length of the vehicle outer side portion in the vehicle front-rear direction. It has a shape. The triangular or trapezoidal opening 21d shown in FIGS. 7 and 8 has an advantage that punching is easier to perform than in the case of a T-shape.

4). Summary The bumper structure for a vehicle according to the present embodiment has the following configuration and characteristics.

The vehicle bumper structure of the present embodiment is a vehicle bumper structure having a bumper beam 10 extending in the vehicle width direction and an impact absorbing member 21 disposed on the vehicle outer side with respect to the bumper beam 10 in the vehicle front-rear direction.
The shock absorbing member 21 is
Made of metal,
The upper surface portion 21a, a lower surface portion 21b that is spaced apart below the upper surface portion 21a, and a vertical surface portion 21c that connects the upper surface portion 21a and the end portion of the lower surface portion 21b on the vehicle front-rear direction are provided. A U-shaped portion 21x having a U-shaped cross section perpendicular to the vehicle width direction;
An opening 21d extending in the vehicle front-rear direction is formed on both (at least one) of the upper surface 21a and the lower surface 21b.
The length in the vehicle width direction of the inner portion of the opening 21d in the vehicle longitudinal direction is longer than the length in the vehicle width direction of the outer portion in the vehicle longitudinal direction.

  According to this, when the impact absorbing member 21 is made of metal, when the impact is applied to the impact absorbing member 21 from the outside of the vehicle in the vehicle front-rear direction compared to the case where the impact absorbing member is made of urethane foam. It is possible to reduce the remaining crushing and to raise the load in the initial stage. Furthermore, an opening 21d extending in the vehicle front-rear direction is formed in the upper surface portion 21a and the lower surface portion 21b of the shock absorbing member 21, and the length in the vehicle width direction of the portion inside the vehicle in the vehicle front-rear direction of the opening 21d is By making it larger than the length in the vehicle width direction of the portion outside the vehicle in the vehicle front-rear direction, the load after starting up can be reduced. That is, in the vehicle bumper structure, it is possible to suppress the remaining crush of the shock absorbing member, raise the load at the initial stage, and reduce the load after the startup. In addition, it is possible to shorten the shock absorption stroke as compared with Patent Documents 1 and 2 while ensuring a certain amount of energy absorption by raising the initial load within the allowable range of shock given to the user. Become.

In this embodiment,
The opening 21d has a T shape, a triangular shape, or a trapezoidal shape in plan view.

  According to this, since the shape of the opening 21d is a simple shape such as a T-shape, a triangle, or a trapezoid, the above effect can be obtained while ensuring the moldability of the opening 21d.

In this embodiment,
The shock absorbing member 21 has two U-shaped portions 21x spaced apart in the vertical direction.

  According to this, compared with the case where only one U-shaped part 21x is provided, the impact energy which can be absorbed with the same energy absorption stroke can be enlarged.

In this embodiment,
The upper surface portion 21a and the lower surface portion 21b are bent so that a ridge line 21f extending in the vehicle width direction is formed at an intermediate position in the vehicle longitudinal direction,
The opening 21d is formed on the vehicle inner side than the ridge line 21f in the vehicle front-rear direction.

  According to this, when an impact is applied, the deformation of the impact absorbing member 21 can be started with the ridge line 21f as the center of bending. Therefore, stable deformation can be caused. Furthermore, by providing the ridge line 21f, it becomes easy to set the load at the time of rising to a load suitable for pedestrian protection, and furthermore, the load in the subsequent deformation can be reduced by the opening 21d.

(Other embodiments)
In the embodiment, the opening 21 d of the shock absorbing member 21 is formed on both the upper surface 21 a and the lower surface 21 b of the shock absorbing member 21. However, in the present invention, the opening of the shock absorbing member may be provided only in one of the upper surface portion and the lower surface portion.

  In the embodiment, the opening 21d of the shock absorbing member 21 has a T shape, a triangular shape, or a trapezoidal shape in plan view. However, in the present invention, the opening of the shock absorbing member may have a shape other than a T shape, a triangular shape, or a trapezoidal shape in plan view. In other words, the opening of the shock absorbing member may have a shape in which the length in the vehicle width direction of the inner portion in the vehicle longitudinal direction is longer than the length in the vehicle width direction of the outer portion in the vehicle longitudinal direction. In this case, the length of the opening in the vehicle width direction may increase stepwise from the vehicle outer side toward the vehicle inner side as in the T-shape, or as in the triangular shape or trapezoidal shape. It may increase incrementally. Moreover, in one impact-absorbing member, any two or more types of openings in a T shape, a triangle shape, a trapezoidal shape, or other shapes may be formed. If the length in the vehicle width direction of the opening is set incrementally from the outside of the vehicle in the longitudinal direction of the vehicle toward the inside of the vehicle, the load after getting up can be reduced smoothly, and if it is set in stages The load after getting up can be reduced in a stepwise manner.

  In the embodiment, the shock absorbing member 21 has two U-shaped portions 21x that are spaced apart in the vertical direction. However, in the present invention, the impact absorbing member may have three or more U-shaped portions that are spaced apart in the vertical direction. Alternatively, the shock absorbing member may have only one U-shaped portion.

  In the embodiment, the impact absorbing member 21 is formed by bending a steel plate with a press or the like. However, the impact absorbing member 21 may be formed by extruding aluminum.

  In the embodiment, the vehicle bumper structure of the present invention is applied to the front bumper. However, the vehicle bumper structure of the present invention can also be applied to a rear bumper. In this case, what is necessary is just to set it as the structure symmetrical with respect to the said embodiment. That is, the vehicle inner side in the vehicle longitudinal direction is the front side, and the vehicle outer side is the rear side. And the vertical surface part of an impact-absorbing member connects the edge part of the rear side (vehicle outside) of the vehicle front-back direction of an upper surface part and a lower surface part. In addition, the length of the opening in the vehicle width direction of the front side (vehicle inner side) portion in the vehicle front-rear direction is made larger than the length in the vehicle width direction of the rear side (vehicle outer side) portion in the vehicle front-rear direction. Further, the opening is formed on the front side (the vehicle inner side) in the vehicle front-rear direction with respect to the ridge line.

  INDUSTRIAL APPLICABILITY The vehicle bumper structure of the present invention can be widely used in vehicles having a vehicle bumper structure that includes a bumper beam extending in the vehicle width direction and an impact absorbing member disposed on the vehicle outer side with respect to the bumper beam in the vehicle front-rear direction. is there.

1 Bumper 2 Crash Can 3 Front Side Frame 10 Bumper Beam 11 First Bumper Reinforcement 12 Second Bumper Reinforcement 21 Shock Absorbing Member 21a Upper Surface 21b Lower Surface 21c Vertical Surface 21d Opening 21f Ridge 21h Upper Flange 21i Connection Surface 21j Lower flange portion 21s Front / rear direction slit 21t Width direction slit 21x U-shaped portion 31 Bumper face

Claims (4)

A vehicle bumper structure having a bumper beam extending in the vehicle width direction and an impact absorbing member disposed on the vehicle outer side in the vehicle longitudinal direction with respect to the bumper beam,
The shock absorbing member is
Made of metal,
A vehicle width direction, comprising: an upper surface portion; a lower surface portion spaced apart from the upper surface portion; and a vertical surface portion connecting the upper surface portion and an end of the lower surface portion on the vehicle front-rear direction. A U-shaped part whose cross-sectional shape is U-shaped,
At least one of the upper surface portion and the lower surface portion is formed with an opening extending in the vehicle front-rear direction so that the rigidity of the vehicle inner side portion is smaller than the rigidity of the vehicle outer side portion in the vehicle front-rear direction,
The length of the opening in the vehicle width direction of the inner portion of the vehicle in the vehicle front-rear direction is longer than the length of the outer portion of the vehicle in the vehicle width direction in the vehicle front-rear direction.
Bumper structure for vehicles. The opening has a T-shape, a triangle shape, or a trapezoidal shape in plan view.
The bumper structure for vehicles according to claim 1. The impact absorbing member has a plurality of the U-shaped parts spaced apart in the vertical direction.
The vehicle bumper structure according to claim 1 or 2. The upper surface portion and the lower surface portion are bent so that a ridge line extending in the vehicle width direction is formed at an intermediate position in the vehicle longitudinal direction,
The opening is formed on the vehicle inner side than the ridgeline in the vehicle longitudinal direction.
The vehicle bumper structure according to any one of claims 1 to 3.

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