JP6370690B2 - Bumper device for vehicle - Google Patents

Description

  The present invention relates to a bumper device for a vehicle.

  Conventionally, as described in Patent Documents 1 and 2 below, a vehicular bumper device that absorbs an impact generated when a vehicle collides with an object is known. These vehicle bumper devices are assembled, for example, at the front end of the vehicle. The vehicle bumper device is covered with a bumper cover. The vehicle bumper device includes a first shock absorber and a second shock absorber. The first shock absorber (bumper reinforcement) is made of metal. The first shock absorber is formed in a cylindrical shape (hollow shape) extending in the vehicle width direction. The first shock absorber is manufactured using, for example, an extrusion method. A second shock absorber is assembled to the first shock absorber. The second shock absorber is made of synthetic resin. That is, the second shock absorbing part is made of a foamed resin material. The second shock absorber is formed in a columnar shape (solid shape) extending in the vehicle width direction along the front surface of the first shock absorber.

  When the vehicle is traveling at a low speed (for example, less than 10 km / h), if the front end of the vehicle collides with an object (hereinafter referred to as a low-speed collision), the portion of the second shock absorber that the object collides with is Compressed in the direction. Thereby, the impact caused by the collision is absorbed. In this case, the first shock absorber hardly deforms. On the other hand, when the front end of the vehicle collides with an object (hereinafter, referred to as high-speed collision) while the vehicle is traveling at a high speed (for example, 10 km / h or more), the portion of the second shock absorber that the object collides with While being compressed in the vehicle front-rear direction, a portion of each wall portion constituting the first shock absorbing portion where the object collides is curved or buckled. Thereby, the impact caused by the collision is absorbed. In this case, the shock absorbed by the second shock absorber is very small, and most of the shock is absorbed by the first shock absorber.

Japanese Patent No. 4233042 JP 2007-290499 A

  As described above, since the second shock absorbing portion is formed in a columnar shape (solid shape) by the foamed resin material, the front and rear of the debris (hereinafter referred to as the collapsed portion) remaining after the second shock absorbing portion is compressed. Directional dimensions are relatively large. In other words, the ratio (compression ratio) between the dimension in the vehicle longitudinal direction of the second shock absorber before compression and the dimension in the vehicle longitudinal direction of the second shock absorber after compression is relatively small. That is, the second shock absorbing part is crushed a little at the time of collision, and is not crushed further. Therefore, in designing the vehicle, it is necessary to determine the dimension between the bumper cover and the vehicle bumper device in consideration of the above-mentioned crush residue. For this reason, when the conventional bumper device is applied to a vehicle, the size of the vehicle in the front-rear direction is increased.

  Further, as described above, at the time of high-speed collision, most of the impact is absorbed by the first shock absorber. Therefore, in this case, in order to sufficiently absorb the impact, it is necessary to increase the rigidity of the first impact absorbing portion. For example, if the wall thickness of the first shock absorbing part is increased, the rigidity of the first shock absorbing part can be increased. However, in this case, not only the weight of the first shock absorber is increased, but also the material cost is increased.

  The present invention has been made to address the above problems, and an object of the present invention is to provide a vehicular bumper device that can efficiently absorb shocks during low-speed collisions and high-speed collisions. It is to provide. In addition, in the description of each constituent element of the present invention below, in order to facilitate understanding of the present invention, reference numerals of corresponding portions of the embodiment are described in parentheses, but each constituent element of the present invention is The present invention should not be construed as being limited to the configurations of the corresponding portions indicated by the reference numerals of the embodiments.

  In order to achieve the above object, a feature of the present invention is a vehicular bumper device that extends in the vehicle width direction at the front or rear of the passenger compartment, and is a metal formed in a cylindrical shape that extends in the vehicle width direction. A first shock absorbing portion made of a synthetic resin and formed in a cylindrical shape extending in the vehicle width direction and bonded to a side surface of the first shock absorbing portion opposite to the vehicle interior. A carbon fiber reinforced resin that is a plate-like portion formed in a plate shape extending in the vehicle width direction and bonded to the side surface of the first shock-absorbing portion. The present invention provides a vehicular bumper device that has a plate-like portion made of metal, and the plate-like portion and other portions of the second shock absorbing portion are integrally formed using a coextrusion molding method.

  In this case, it is preferable that the side surface of the first shock absorbing portion is covered with the plate-like portion of the second shock absorbing portion.

  According to this, at the time of a low-speed collision, a portion of the second shock absorbing portion where the object collides is destroyed. Specifically, the wall part which comprises a 2nd shock absorption part (cylindrical part) is cracked or crushed. Thereby, the impact caused by the collision is absorbed. In this case, the first shock absorber hardly deforms.

  Since the second impact absorbing portion is formed in a cylindrical shape (hollow shape), the vehicle bumper device is reduced in weight. Moreover, the part which the said object collided among the 2nd shock absorption parts is destroyed. That is, unlike the conventional vehicular bumper device, almost no crushing remains. Therefore, when designing the vehicle, it is not necessary to consider the dimension of the second impact absorbing portion that remains uncrushed. Therefore, the dimension of the second impact absorbing portion in the vehicle front-rear direction can be reduced.

  Moreover, the part made from carbon fiber resin and the other part are integrally formed among the 2nd shock absorption parts 30. FIG. Therefore, it is possible to reduce the number of manufacturing steps of the second shock absorbing portion as compared with the case where the carbon fiber reinforced resin portion and the other portion are separately manufactured and then bonded together.

  On the other hand, at the time of high-speed collision, the second impact absorbing portion is destroyed and each wall portion constituting the first impact absorbing portion is curved or buckled. Thereby, the impact caused by the collision is absorbed. In this case, the shock absorbed by the second shock absorber is very small, and most of the shock is absorbed by the first shock absorber.

  The plate-like part of the second shock absorbing part is bonded to the first shock absorbing part. Since the plate-like part is made of carbon fiber reinforced resin, the rigidity (bending rigidity) of the first shock absorbing part is improved as compared with the conventional one. In other words, when the first shock absorbing portion is deformed, the load acting on the first shock absorbing portion is larger than the conventional load. That is, the vehicle bumper device according to the present invention has a larger amount of shock absorption during high-speed collision than the conventional vehicle bumper device. Although the shock absorbing performance of the first shock absorbing portion is improved as compared with the conventional one, the configuration of the first shock absorbing portion is the same as the conventional one, so the weight and material cost of the first shock absorbing portion are the same as the conventional bumper for vehicles. It is equivalent to the first shock absorber of the device.

  As described above, according to the present invention, it is possible to provide a vehicular bumper device that can efficiently absorb shocks at the time of a low-speed collision and a high-speed collision, and is small and lightweight.

  According to another aspect of the present invention, the side surface of the first shock absorbing portion and the plate-like portion of the second shock absorbing portion are fitting portions extending in the vehicle width direction, and the second shock absorbing portion. The plate-like part of each part has a fitting part that fits each other when bonded to the side face of the first shock absorbing part.

  According to this, when the second shock absorber is bonded to the first shock absorber, the position of the second shock absorber relative to the first shock absorber in the vehicle height direction is difficult to shift.

1 is a plan view showing an outline of a vehicle to which a vehicle bumper device according to an embodiment of the present invention is applied. FIG. 2 is an exploded perspective view of the vehicle bumper device of FIG. 1. It is sectional drawing which shows a cross section perpendicular | vertical to the longitudinal direction of the bumper apparatus for vehicles of FIG. It is sectional drawing which shows a cross section perpendicular | vertical to the longitudinal direction of the bumper apparatus for vehicles which concerns on the modification of this invention. It is sectional drawing which shows a cross section perpendicular | vertical to the longitudinal direction of the bumper apparatus for vehicles which concerns on the other modification of this invention.

  A vehicle bumper device 10 according to an embodiment of the present invention will be described. First, the configuration of the vehicle 1 to which the vehicle bumper device 10 is assembled will be briefly described. As shown in FIG. 1, the vehicle 1 has a pair of left and right side members SL and SR. The side members SL and SR are respectively extended in the vehicle front-rear direction. The side members SL and SR are arranged at intervals in the vehicle width direction. The vehicle bumper device 10 extends in the vehicle width direction, and both ends in the vehicle width direction are assembled to the front end surfaces of the side members SL and SR using fastening members (bolts and nuts). The vehicle bumper device 10 is covered with a bumper cover (not shown). In the present embodiment, an example in which the present invention is applied to a vehicular bumper device 10 assembled at a front end portion of a vehicle (in front of the passenger compartment C) will be described. However, the present invention can also be applied to a vehicle bumper device assembled at the rear end of the vehicle (rear of the passenger compartment C).

  As shown in FIG. 2, the vehicle bumper device 10 includes a first shock absorber 20 and a second shock absorber 30. The configuration of the first shock absorber 20 is equivalent to the configuration of the first shock absorber of the conventional vehicle bumper device. That is, the first shock absorber 20 is made of metal (for example, aluminum). The first shock absorber 20 is formed in a cylindrical shape (hollow shape) extending in the vehicle width direction. As shown in FIG. 3, the outer shape of the cross section perpendicular to the longitudinal direction of the first shock absorber 20 is substantially rectangular. The first shock absorber 20 includes an upper wall part 21, a lower wall part 22, a front wall part 23 and a rear wall part 24. The upper wall portion 21 and the lower wall portion 22 are formed in a plate shape perpendicular to the vehicle height direction. The lower wall portion 22 is disposed below the upper wall portion 21.

  The front wall portion 23 is formed in a plate shape perpendicular to the upper wall portion 21 and the lower wall portion 22. Front end surfaces of the upper wall portion 21 and the lower wall portion 22 are connected to the rear surface of the front wall portion 23. The upper end of the front wall portion 23 is located slightly above the upper surface of the upper wall portion 21. Further, the lower end of the front wall portion 23 is located slightly below the lower surface of the lower wall portion 22. The front wall portion 23 has recesses 23a, 23b, and 23c. The recesses 23a, 23b, and 23c are portions of the front wall portion 23 that are formed to be recessed rearward when viewed from the front of the first shock absorber 20. The recess 23a extends in the vehicle width direction at the center of the front wall 23 in the vehicle height direction. The cross section perpendicular to the extending direction of the recess 23a has a trapezoidal shape. The recesses 23b and 23c extend in the vehicle width direction above and below the recess 23a, respectively. A cross section perpendicular to the extending direction of the recesses 23b and 23c has a V shape.

  The rear wall portion 24 is formed in a plate shape perpendicular to the upper wall portion 21 and the lower wall portion 22. The upper end portion and the lower end portion of the rear wall portion 24 are curved forward and are connected to the rear end surfaces of the upper wall portion 21 and the lower wall portion 22, respectively.

  The first shock absorber 20 is curved in an arc shape in plan view (see FIG. 1). That is, the center part in the vehicle width direction of the first shock absorbing part 20 is located in front of both ends in the vehicle width direction of the first shock absorbing part 20.

  The first shock absorber 20 is manufactured, for example, by bending a straight cylindrical molded body integrally manufactured using an extrusion molding method into a bow shape. In addition, the thickness of the upper wall part 21, the lower wall part 22, the front wall part 23, and the rear wall part 24 is 6 mm, for example.

  The second shock absorber 30 is made of synthetic resin as will be described in detail later. The second shock absorber 30 is formed in a cylindrical shape (hollow shape) extending in the vehicle width direction. As shown in FIG. 3, the outer shape of the cross section perpendicular to the longitudinal direction of the second shock absorber 30 is substantially trapezoidal. That is, the second shock absorber 30 has an upper wall portion 31, a lower wall portion 32, a front wall portion 33 and a rear wall portion 34. The upper wall portion 31 is formed in a plate shape that is slightly inclined with respect to a plane perpendicular to the vehicle height direction. Specifically, the front end portion of the upper wall portion 31 is located slightly below the rear end portion of the upper wall portion 31. The lower wall portion 32 is formed in a plate shape perpendicular to the vehicle height direction. The lower wall portion 32 is disposed below the upper wall portion 31. The distance in the vehicle height direction between the rear end of the upper wall portion 31 and the rear end of the lower wall portion 32 is about half of the dimension in the vehicle height direction of the first shock absorber 20.

  The front wall portion 33 is formed in a plate shape perpendicular to the lower wall portion 32. The upper end and the lower end of the front wall portion 33 are connected to the front end surfaces of the upper wall portion 31 and the lower wall portion 32, respectively.

  The rear wall portion 34 is formed in a plate shape perpendicular to the lower wall portion 32. The dimension in the vehicle height direction of the rear wall portion 34 is equivalent to the dimension in the vehicle height direction of the front wall portion 23 of the first shock absorber 20. The rear end of the upper wall portion 31 and the rear end of the lower wall portion 32 are connected to the front surface of the rear wall portion 34. The rear end of the upper wall portion 31 is located slightly above the center of the rear wall portion 34 in the vehicle height direction. The rear end of the lower wall portion 32 is located slightly above the lower end of the rear wall portion 34. The rear wall portion 34 has convex portions 34a, 34b, and 34c that fit into the concave portions 23a, 23b, and 23c of the first shock absorbing portion 20, respectively. The convex portions 34 a, 34 b, 34 c are portions of the rear wall portion 34, and are portions formed so as to protrude rearward when viewed from the rear of the second shock absorber 30. The convex portion 34a extends in the vehicle width direction at the center of the rear wall portion 34 in the vehicle height direction. A cross section perpendicular to the extending direction of the convex portion 34a has a trapezoidal shape. The convex portions 34b and 34c extend in the vehicle width direction above and below the convex portion 34a, respectively. A cross section perpendicular to the extending direction of the convex portions 34b and 34c exhibits a V-shape.

  The upper wall part 31, the lower wall part 32, and the front wall part 33 are made of polypropylene resin, and the rear wall part 34 is made of carbon fiber reinforced resin. A portion made of polypropylene resin (upper wall portion 31, lower wall portion 32 and front wall portion 33) and a portion made of carbon fiber reinforced resin (rear wall portion 34) are co-extrusion molding methods (two-color extrusion molding method). Are formed integrally. That is, while extruding a polypropylene resin material from the portion forming the upper wall portion 31, the lower wall portion 32 and the front wall portion 33 in the extrusion die, the carbon fiber and the epoxy resin material from the portion forming the rear wall portion 34 in the extrusion die Are simultaneously extruded, whereby the second shock absorber 30 is manufactured integrally. In addition, the thickness of the upper wall part 31, the lower wall part 32, and the front wall part 33 is 3 mm, for example, and the thickness of the rear wall part 34 is 0.5 mm, for example.

  The second shock absorber 30 is bonded to the front surface of the first shock absorber 20. Specifically, the rear surface of the rear wall 34 of the second shock absorber 30 is bonded to the front surface of the front wall 23 of the first shock absorber 20. In a state where the rear wall portion 34 is bonded to the front surface of the front wall portion 23, the front surface of the front wall portion 23 is covered with the rear wall portion 34. In a state where the rear wall portion 34 is bonded to the front surface of the front wall portion 23, the convex portions 34a, 34b, and 34c are fitted in the concave portions 23a, 23b, and 23c (see FIG. 3). As described above, the first shock absorber 20 is curved in an arcuate shape. On the other hand, in the state in which the second shock absorber 30 is manufactured using the coextrusion molding method, the second shock absorber 30 has a straight cylindrical shape. However, as described above, since the wall portions of the second shock absorber 30 are relatively thin, the second shock absorber 30 is curved along the first shock absorber 20 while the second shock absorber 30 is curved. The first shock absorber 20 and the second shock absorber 30 can be bonded. In addition, in order to make the 2nd shock absorption part 30 easy to curve, you may heat the 2nd shock absorption part 30 and may soften it a little. The rear wall portion 34 corresponds to the “plate portion” of the present invention. Further, the front surface of the front wall portion 23 corresponds to the “side surface opposite to the passenger compartment” of the present invention.

  During the low-speed collision, the portion of the second shock absorber 30 where the object collides is destroyed. Specifically, the front wall 33 of the second shock absorber 30 is pressed backward by the object (or a bumper cover pressed backward by the object). Then, the upper wall part 31 and the lower wall part 32 are curved. When the front wall portion 33 is further pressed rearward, the upper wall portion 31 and the lower wall portion 32 break (break). In addition, the front wall part 33 may crack (break). Thereby, the impact caused by the collision is absorbed. In this case, the first shock absorber 20 hardly deforms.

  Since the second shock absorber 30 is formed in a cylindrical shape (hollow shape), the vehicle bumper device 10 can be reduced in weight. In addition, the portion where the object collides in the second shock absorber 30 is destroyed. That is, unlike the conventional vehicular bumper device, almost no crushing remains. Therefore, in designing the vehicle 1, it is not necessary to consider the dimension of the second impact absorbing portion 30 that remains uncrushed. Therefore, the dimension of the second impact absorbing portion in the vehicle front-rear direction can be reduced.

  Further, in the second impact absorbing portion 30, a portion made of polypropylene resin (upper wall portion 31, lower wall portion 32 and front wall portion 33) and a portion made of carbon fiber reinforced resin (rear wall portion 34), It is integrally formed using a coextrusion molding method (two-color extrusion molding method). Therefore, compared with the case where the polypropylene resin part and the carbon fiber reinforced resin part are separately manufactured and then bonded together, the number of manufacturing steps of the second shock absorbing part 30 can be reduced.

  On the other hand, at the time of high-speed collision, the second shock absorber 30 is broken and each wall portion constituting the first shock absorber 20 is curved or buckled. Thereby, the impact caused by the collision is absorbed. In this case, the shock absorbed by the second shock absorber 30 is very small, and most of the shock is absorbed by the first shock absorber 20.

  A rear wall portion 34 of the second shock absorber 30 is bonded to the front surface of the front wall portion 23 of the first shock absorber 20. Since the rear wall portion 34 is made of carbon fiber reinforced resin, the bending rigidity of the front wall portion 23 is improved as compared with the conventional case. In other words, when the front wall portion 23 is deformed, the load acting on the front wall portion 23 is larger than in the conventional case. That is, the amount of shock absorption during high-speed collision is larger than that of a conventional vehicle bumper device. Although the shock absorbing performance of the first shock absorber 20 is improved as compared with the prior art, the configuration of the first shock absorber 20 is the same as that of the prior art, so the weight and material cost of the first shock absorber 20 are the same as the conventional one. This is equivalent to the first shock absorber of the vehicle bumper device.

  Further, the front wall portion 23 of the first shock absorbing portion 20 is formed with recesses 23a, 23b, and 23c extending in the vehicle width direction. Thereby, compared with the case where the front wall part 23 is flat form, the rigidity of the front wall part 23 becomes high. Further, the rear wall portion 34 of the second shock absorbing portion 30 is formed with convex portions 34a, 34b, 34c that fit into the concave portions 23a, 23b, 23c. Therefore, when the second shock absorber 30 is bonded to the first shock absorber 20, the position of the second shock absorber 30 in the vehicle height direction with respect to the first shock absorber 20 is difficult to shift.

  As described above, according to the present invention, it is possible to provide a vehicular bumper device 10 that can efficiently absorb the impact at the time of a low-speed collision and a high-speed collision, and is small and lightweight.

  Furthermore, in carrying out the present invention, the present invention is not limited to the above embodiment, and various modifications can be made without departing from the object of the present invention.

  For example, the cross-sectional shapes of the first shock absorber 20 and the second shock absorber 30 may be changed. For example, the cross-sectional shapes of the recesses 23a, 23b, and 23c and the projections 34a, 34b, and 34c are not limited to the above-described embodiment, and may be any shape as long as they can be fitted to each other. On the other hand, as shown in FIG. 4, you may form the front wall part 23 and the rear wall part 34 in flat form.

  Moreover, you may provide a rib in the inside of any one or both of the 1st shock absorption part 20 and the 2nd shock absorption part 30. FIG.

  Moreover, you may change the position of the vehicle height direction of the part made from a polypropylene resin among the 2nd shock absorption parts 30. FIG. For example, in a vehicle having a relatively low bumper position, as shown in FIG. 5, the polypropylene resin portion may be positioned above the above embodiment. Moreover, in the said embodiment, although the front surface of the front wall part 23 of the 1st shock absorption part 20 is completely covered with the rear wall part 34 of the 2nd shock absorption part 30, the vehicle height direction of the rear wall part 34 May be reduced to expose a part (upper end or lower end) of the front wall 23.

DESCRIPTION OF SYMBOLS 1 ... Vehicle, 10 ... Bumper device for vehicles, 20 ... 1st shock absorption part, 21 ... Upper wall part, 22 ... Lower wall part, 23 ... Front wall part, 23a , 23b, 23c ... recess, 24 ... rear wall, 30 ... second shock absorber, 31 ... upper wall, 32 ... lower wall, 33 ... front wall , 34 ... rear wall part, 34a, 34b, 34c ... convex part, C ... vehicle compartment, SL, SR ... side member

Claims (3)

A vehicular bumper device extending in the vehicle width direction in front or rear of the vehicle compartment,
A metal first shock absorber formed in a cylindrical shape extending in the vehicle width direction;
A second impact absorbing portion made of a synthetic resin, which is formed in a cylindrical shape extending in the vehicle width direction and is bonded to a side surface of the first impact absorbing portion opposite to the vehicle interior;
The second shock absorbing portion is a plate-like portion formed in a plate shape extending in the vehicle width direction, and has a plate-like portion made of carbon fiber reinforced resin bonded to the side surface of the first shock absorbing portion. And
The vehicular bumper device, wherein the plate-like portion and other portions of the second shock absorbing portion are integrally formed using a coextrusion molding method. The vehicle bumper device according to claim 1,
The side surface of the first shock absorbing part and the plate-like part of the second shock absorbing part are fitting parts extending in the vehicle width direction, and the plate-like part of the second shock absorbing part is A vehicular bumper device, each having a fitting portion that fits together when bonded to the side surface of the first shock absorbing portion. The vehicle bumper device according to claim 1 or 2,
The vehicle bumper device, wherein the side surface of the first shock absorbing portion is covered with the plate-like portion of the second shock absorbing portion.

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