JP6444824B2 - Bumper absorber - Google Patents

Description

  The present invention relates to a bumper absorber, and more particularly, to a bumper absorber that can reduce damage to a collision object.

  Conventionally, in vehicles such as automobiles, the impact energy when pedestrians collide with the front of the vehicle is absorbed, or the pedestrians are bonneted by paying the legs of the pedestrians colliding with the vehicle. An upper absorber and a lower absorber as bumper absorbers configured to protect and safety of pedestrians are provided at the front portion of the vehicle.

  As one of such bumper absorbers (lower absorbers), in Japanese Patent Laid-Open No. 2013-018359 (Patent Document 1), a plurality of vertical ribs, an upper connecting plate portion, and a lower connecting plate portion are used to form a front portion ( A plurality of cylindrical structures extending in the vehicle front-rear direction are formed on the reinforcing portion), and the front surface of the front side wall portion that is erected integrally with the front end of the lower connecting plate portion is used as an impact input surface. A leg wiping device (vehicle pedestrian protection device) has been clarified (see the claims of the same document, paragraph [0027] of the specification, and FIGS. 3 to 4).

  In this case, since the deformation strength with respect to the load from the front side to the rear side of the front portion of the leg wiping device is sufficiently increased, it is possible to sufficiently and reliably protect a pedestrian that has collided with the front surface of the vehicle. It has been made clear. Furthermore, in the leg cleaning device disclosed in the same document, a plurality of vertical ribs and upper and lower connecting plate portions are arranged so that members and parts that block the flow of the traveling wind are not formed. It has also been clarified that the aerodynamic performance in the lower part of the vehicle can be effectively improved (see paragraphs [0017] to [0019] and the like in the specification of the same document).

  By the way, protection of the leg part of the pedestrian who collided with the vehicle is an important subject from the viewpoint of protecting the pedestrian who is a traffic weak person. Under these circumstances, in recent years, in order to evaluate the pedestrian leg protection performance of the vehicle, a flexible leg impactor (FLEX impactor) in which the bending of a human bone or the like is simulated is used. A highly accurate pedestrian leg protection performance test is being conducted. In order to reduce pedestrian leg injury, measurements such as MCL (Medial Collateral Ligament) elongation and tibia bending moment in the pedestrian leg protection performance test It is required to reduce the value (injury value).

JP 2013-018359 A

  The present invention has been made in the background of such circumstances, and a problem to be solved by the invention is to provide a bumper absorber capable of advantageously reducing the damage to the collision object.

  And in this invention, in order to solve this subject, the upper side wall part which consists of a plate-shaped member extended in a vehicle front-back direction and a vehicle width direction, and the vehicle front-back direction arrange | positioned under this upper side wall part And a lower side wall portion formed of a plate-like member extending in the vehicle width direction, a plate-like lateral wall portion extending in the vehicle width direction connecting the upper side wall portion and the lower side wall portion, the upper side wall portion and the lower side wall A bumper absorber disposed on the vehicle rear side of the front bumper at the front portion of the vehicle, the main body portion having a plate-like vertical wall portion extending in the vehicle longitudinal direction. One plate-like extension wall extending toward the vehicle upper or lower direction and continuously extending in the vehicle width direction at the front end in the vehicle front-rear direction or the front end in the vehicle front-rear direction of the lower side wall And a vehicle rear side of the extension wall To connect the plane of said body portion, a bumper absorber, wherein a plurality of plate-shaped longitudinal rib extending in the vehicle longitudinal direction is formed, it is an gist thereof.

  In addition, according to one of desirable aspects of the bumper absorber according to the present invention, the bumper absorber is disposed so as to stride over some or all of the plurality of longitudinal ribs, and the longitudinal ribs are connected to each other. Plate-like lateral ribs extending in the vehicle width direction are formed.

  In the present invention, preferably, the extension wall portion is inclined toward the front of the vehicle from a front end portion of the upper side wall portion in the vehicle front-rear direction or a front end portion of the lower side wall portion in the vehicle front-rear direction. It is extended.

  Thus, in the bumper absorber according to the present invention, the extending wall portion extending toward the vehicle upper side or the vehicle lower side is provided at the front end portion of the upper side wall portion or the front end portion of the lower side wall portion. Therefore, the area of the front surface of the bumper absorber that applies a load (reaction force) to the lower part of the collision object that collides with the front surface of the vehicle is advantageously increased. As a result, it is possible to advantageously prevent a large load from being applied locally to the collision object, and it is possible to advantageously reduce damage to the collision object.

  Moreover, in the present invention, it is advantageous that a part of the lower part of the colliding object that collided with the front surface of the vehicle is caught in a portion where the bumper absorber does not exist in the front part of the vehicle by the extending wall as described above. Can be prevented. For this reason, the lower part of the collision object can be effectively lifted up and the damage of the collision object can be reduced.

  Further, in the bumper absorber according to the present invention, the extension wall portion is formed in a single plate shape extending continuously in the vehicle width direction, so that the vehicle provided with such an extension wall portion is provided. The effect of reducing the damage to the impact object as described above can be obtained over the entire region in the width direction.

  Furthermore, in the bumper absorber according to the present invention, since a plurality of vertical ribs connecting the extending wall portion and the main body portion are formed, the deformation (slipping) strength of the extending wall portion is advantageously increased. Therefore, there is an advantage that the effect of reducing the damage to the collision object as described above can be obtained more advantageously.

It is plane explanatory drawing which shows an example of the lower absorber as a bumper absorber according to this invention. It is AA end surface expansion explanatory drawing in FIG. It is BB end surface expansion explanatory drawing in FIG. It is CC end surface explanatory drawing in FIG. FIG. 2 is an explanatory cross-sectional view showing a front portion of a vehicle to which the lower absorber shown in FIG. 1 is attached. FIG. 6 is a cross-sectional explanatory view schematically showing a state in a collision object protection performance test performed on the vehicle shown in FIG. 5. FIG. 7 is a cross-sectional explanatory view schematically showing one state after the state shown in FIG. 6, showing a state immediately after the leg impactor collides with the vehicle. FIG. 8 is a cross-sectional explanatory view schematically showing one state after the state shown in FIG. 7, showing a state in which the leg impactor is flipped up. It is an end surface explanatory view corresponding to FIG. 2 which shows another example of the lower absorber as a bumper absorber according to this invention. FIG. 5 is an end surface explanatory view corresponding to FIG. 2, showing another different example of a lower absorber as a bumper absorber according to the present invention. FIG. 4 is an end surface explanatory view corresponding to FIG. 2 showing another example of a lower absorber as a bumper absorber according to the present invention, in which (a) shows a state before impact input, and (b) shows after impact input. Shows the state. It is an end surface explanatory view corresponding to FIG. 2 which shows another example of the lower absorber as a bumper absorber according to this invention. FIG. 6 is an end surface explanatory view corresponding to FIG. 2 and showing still another example of a lower absorber as a bumper absorber according to the present invention. It is an end surface explanatory view corresponding to FIG. 4 which shows another different example of the lower absorber as a bumper absorber according to this invention. FIG. 6 is a cross-sectional explanatory view corresponding to FIG. 5, showing a front portion of a vehicle to which an upper absorber as a bumper absorber according to the present invention is attached.

  Hereinafter, in order to clarify the present invention more specifically, representative embodiments of the present invention will be described in detail with reference to the drawings.

  First, FIG. 1 shows a lower absorber 10 as an example of a bumper absorber having a structure according to the present invention in its planar form. As is clear from FIG. 1, the lower absorber 10 of the present embodiment has a substantially rectangular shape as a whole, and is integrally formed by injection molding using, for example, a synthetic resin material such as polypropylene or ABS resin. It is comprised from the resin molding. In the following, the direction corresponding to the left-right direction in FIG. 1 is referred to as the vehicle front-rear direction based on the installation mode of the lower absorber 10 on the vehicle (automobile 12) (see FIG. 5), and the vertical direction in FIG. The corresponding direction is referred to as the vehicle width direction, and the direction corresponding to the direction perpendicular to the plane of FIG. 1 (the vertical direction in FIGS. 2 to 4) is referred to as the vehicle vertical direction.

  More specifically, as is clear from FIG. 1 and FIG. 2 which is an end view thereof, the lower absorber 10 of the present embodiment has an upper side wall portion 14 formed of a plate-like member that extends in the vehicle front-rear direction and the vehicle width direction. Have. The upper side wall portion 14 has a vehicle front-rear direction dimension that is sufficiently shorter than the vehicle width direction dimension, and the front end portion has a convex curve corresponding to the inner shape of the front bumper (16) described later. On the other hand, the shape of the rear end portion is a concave curved shape corresponding to the front shape of the lower reinforcement (18) described later.

  Further, a lower side wall portion 20 made of a plate-like member that extends in the vehicle front-rear direction and the vehicle width direction is disposed below the upper side wall portion 14. The lower wall portion 20 has substantially the same planar shape as the upper wall portion 14 except that the size in the vehicle front-rear direction is slightly larger than that of the upper wall portion 14. As shown in FIG. 2, the upper wall portion 14 and the lower wall portion 20 are slightly inclined with respect to a horizontal plane (a plane extending in the vehicle front-rear direction and the vehicle width direction), respectively. On the other hand, they are separated from each other at a predetermined angle: α.

  Further, as shown in FIG. 2, the front end portion of the upper side wall portion 14 in the vehicle front-rear direction (the left end portion in FIG. 2) and the front end portion of the lower side wall portion 20 in the vehicle front-rear direction are connected. A lateral wall portion 22 is provided. The lateral wall portion 22 has a plate-like shape extending continuously in the vehicle width direction while being curved along the front end portions of the upper wall portion 14 and the lower wall portion 20. The lateral wall portion 22 is slightly in the vertical direction so that the lower end portion (the end portion on the lower wall portion 20 side) is located on the vehicle front side from the upper end portion (the end portion on the upper wall portion 14 side). It is inclined to.

  Thus, in the lower absorber 10, the upper side wall portion 14, the lower side wall portion 20, and the horizontal wall portion 22 are wide toward the rear of the vehicle in a cross section (a cross section in a plane perpendicular to the vehicle width direction). It is comprised so that the following substantially U shape (hat shape) may be exhibited.

  In addition, as shown in FIG. 2 and FIG. 3, the upper side wall portion 14 and the lower side wall portion 20 are connected between the lower surface of the upper side wall portion 14 and the upper surface of the lower side wall portion 20. A plurality of vertical wall portions 24 (only one is shown in FIGS. 2 and 3) are provided. The plurality of vertical wall portions 24 each have a plate-like shape extending in the vehicle front-rear direction from the front end portion (the surface on the vehicle rear side of the horizontal wall portion 22) to the rear end portion of the upper wall portion 14 and the lower wall portion 20. And is arranged at a predetermined interval in the vehicle width direction.

  Thus, the lower absorber 10 of the present embodiment includes the main body portion 26 including the upper wall portion 14, the lower wall portion 20, the lateral wall portion 22, and the plurality of vertical wall portions 24. In the main body portion 26 of the lower absorber 10, the upper end portions of the plurality of vertical wall portions 24 are connected to each other at the upper wall portion 14, and the lower end portions of the plurality of vertical wall portions 24 are connected to each other. In addition to such a configuration, the front end portions of the plurality of vertical wall portions 24 are connected to each other at the horizontal wall portion 22 in addition to such a configuration, thereby the main body portion. The rigidity (deformation strength) against the impact load input in the longitudinal direction of the vehicle 26 is sufficiently increased.

  In the main body portion 26 of the lower absorber 10, the horizontal wall portion 22 and the plurality of vertical wall portions 24 are formed so as not to protrude from the upper surface of the upper side wall portion 14 and the lower surface of the lower side wall portion 20. The upper surface of the portion 14 and the lower surface of the lower side wall portion 20 are substantially flat surfaces extending in the horizontal direction.

  2 and 3, the rear end portion of the upper side wall portion 14 in the vehicle front-rear direction (the right end portion in FIGS. 2 and 3) and the rear end portion of the lower side wall portion 20 in the vehicle front-rear direction. The upper flange portion 28 has a narrow plate shape that protrudes upward or downward of the vehicle (outward in the opposing direction of the upper wall portion 14 and the lower wall portion 20 in the vehicle vertical direction) and extends in the vehicle width direction. A lower flange portion 30 is formed.

  Further, at the ends of the upper flange portion 28 and the lower flange portion 30 on the protruding direction side, small flat plates protruding rearward of the vehicle are provided at a plurality of locations (here, three locations) spaced in the vehicle width direction. A piece-like upper attachment piece 32 and a lower attachment piece 34 are formed. Each upper mounting plate portion 32 is formed with an insertion hole 36 through which a predetermined screw grommet or the like can be inserted for fixing the lower absorber 10 to the vehicle (see FIG. 3).

  By the way, in such a lower absorber 10 of this embodiment, as shown in FIG. 2, the lower wall portion 20 extends toward the front end in the vehicle front-rear direction and extends downward in the vehicle and continues in the vehicle width direction. Thus, one plate-like extending wall portion 38 is integrally provided. That is, the extending wall portion 38 is extended from the front end portion of the lower wall portion 20 with a predetermined width in the vehicle vertical direction, and as shown in FIG. It exhibits a curved plate shape that continues without interruption over a predetermined length in the vehicle width direction along the shape.

  The extending wall portion 38 is extended so as to incline toward the front of the vehicle from the front end portion of the lower wall portion 20 in the vehicle front-rear direction. In short, as shown in FIG. 2, the extending wall portion 38 is inclined forward at a predetermined angle: θ with respect to the vertical direction, as shown in FIG. The front end portion (lower end portion) in the direction is positioned on the vehicle front side with respect to the front end portion of the main body portion 26 (lateral wall portion 22) of the lower absorber 10.

  In the lower absorber 10 of the present embodiment, the inclination angle: θ of the extending wall portion 38 is the same as the inclination angle of the lateral wall portion 22 with respect to the vertical direction described above, and these extending walls The portion 38 and the lateral wall portion 22 are configured by a single member made of a single plate-like member. Thereby, the convex curve corresponding to the inner surface shape of the front bumper (16) described later, in which the front surface of the lower absorber 10 is constituted by the front surface of the extending wall portion 38 and the front surface of the main body portion 26 (lateral wall portion 22). The impact input surface 40 has a surface shape.

  Further, a plate-like vertical portion extending in the vehicle front-rear direction so as to connect the vehicle rear side surface of the extension wall portion 38 and the main body portion 26 to the vehicle rear side portion of the extension wall portion 38 in the lower absorber 10. A plurality of ribs (first vertical rib 42a and second vertical rib 42b) are alternately formed in the vehicle width direction so as to be located at a predetermined distance from each other (see FIG. 1). Here, the first vertical ribs 42a and the second vertical ribs 42b are formed so as to protrude from the lower surface of the lower side wall portion 20 and extend from the surface of the extending wall portion 38 toward the rear of the vehicle. ing. The first vertical ribs 42a and the second vertical ribs 42b have different vehicle front-rear direction dimensions. Specifically, the first vertical ribs 42a are formed in the main body portion 26 (lower wall portion 20). While extending to the rear end portion, the second vertical rib 42b extends to an intermediate portion of the main body portion 26 (lower side wall portion 20).

  In the lower absorber 10, as shown in FIGS. 3 and 4, the vehicle width direction positions of the plurality of first vertical ribs 42 a are made to coincide with the vehicle width direction positions of the plurality of vertical wall portions 24, respectively. ing. Thereby, the corresponding first vertical rib 42a and the vertical wall portion 24 are constituted by a single member made of a single plate-like member.

  Moreover, it arrange | positions in the vehicle rear side site | part of the extension wall part 38 of the lower absorber 10 so that it may straddle all the some vertical ribs 42a and 42b, and it may connect these some vertical ribs 42a and 42b mutually. In addition, plate-like lateral ribs 44 extending in the vehicle width direction are formed. The lateral rib 44 protrudes from the lower wall portion 20 vertically downward with a predetermined width, and, as shown in FIG. A curved plate shape extending parallel to the portion 38 is exhibited.

  That is, in this way, with respect to the extension wall portion 38 of the lower absorber 10, the extension wall portion 38 is deformed toward the vehicle rear side at the vehicle rear side portion of the extension wall portion 38 of the lower absorber 10. The plurality of vertical ribs 42a and 42b and the horizontal ribs 44 that intersect with the plurality of vertical ribs 42a and 42b are provided so as to prevent (falling down).

  Here, the lower absorber 10 having such a configuration is disposed on the vehicle rear side of the front bumper 16 in the front portion of the vehicle (automobile 12), for example, as shown in FIG.

  First, the structure of the front part of the automobile 12 in the present embodiment will be described from the place shown in FIG. A front bumper 16 that constitutes the front surface of the automobile 12 is disposed at the forefront of the automobile 12. The front bumper 16 as a whole has a curved shape that curves and extends in the vehicle width direction, and has an upper protrusion 46 and a lower protrusion 48 that protrude toward the front of the vehicle as shown in the figure. Yes. A lower grille 50 configured to be able to take in the driving wind from the outside into the engine room E is disposed above the lower protrusion 48 of the front bumper 16. An upper grill 52 configured so that traveling wind can be taken into the engine room E from the outside is disposed at a portion above the upper protrusion 46. In FIG. 5, reference numeral 54 denotes a bonnet that covers the upper part of the engine room E.

  Further, a pair of side members 56 (only one is shown in FIG. 5) are provided at the front portion of the automobile 12 (in the engine room: E) at the upper portion thereof and at both side portions in the vehicle width direction. A metal upper crush box 58 is provided at the front end of each side member 56 as an impact absorbing member for absorbing relatively large impact energy due to collision between automobiles. In addition, an upper reinforcement 60 is disposed on the front surface of the upper crash box 58 so as to extend in the vehicle width direction. Further, the front surface is made of a resin foam such as polyurethane or polypropylene, and is in contact with a collision object. In the event of a collision, an upper absorber 62 is attached to absorb the impact and reduce damage to the collision object.

  A pair of lower side members 64 (only one is shown in FIG. 5) are disposed below the side members 56. Although not shown here, the rear ends of the lower side members 64 are connected to the side members 56, respectively, thereby constituting a part of the skeleton (frame) of the vehicle body. Further, a metal lower crush box 66 as an impact absorbing member is provided at the front end of each lower side member 64. Further, a lower reinforcement 18 as a skeleton member made of a long metal member having high rigidity is attached to the front surface of the lower crash box 66 so as to extend in the vehicle width direction.

  In addition, a radiator 68 is disposed in the engine room (E) behind the front bumper 16. The radiator 68 is housed in a frame-shaped or cylindrical shroud (not shown) on a radiator support (not shown) which is a part of a vehicle body fixed in the engine room E. Supported by and fixed.

  Then, as shown in FIG. 5, the lower absorber 10 has a front bumper that extends in the vehicle front-rear direction and the vehicle width direction at the lower portion of the front portion (inside the engine room: E) of the automobile 12. 16 (lower projecting part 48).

  Specifically, the lower absorber 10 has a front end portion in the vehicle front-rear direction including the extending wall portion 38 inserted into the lower protruding portion 48 of the front bumper 16, and each upper mounting piece portion 32 and each In a state in which the lower reinforcement 18 is sandwiched between the lower attachment pieces 34, the screw grommet 70 inserted through the insertion holes 36 formed in the upper attachment pieces 32 is fixed to the lower reinforcement 18. It is attached.

  Here, the vehicle rear side surfaces of the upper flange portion 28 and the lower flange portion 30 of the lower absorber 10 are in contact with the front surface (surface on the vehicle front side) of the lower reinforcement 18 or separated by a slight distance. It is made to oppose.

  Further, under the state in which the lower absorber 10 is attached to the lower reinforcement 18, as is apparent from FIG. 5, the front end of the lower absorber 10 in the vehicle front-rear direction (here, the extension of the extension wall portion 38). The tip of the direction) is positioned on the front side of the vehicle by a distance X from the front end of the upper absorber 62 in the vehicle front-rear direction.

  Thus, the lower absorber 10 having the structure as described above is coupled to the lower side member 64 constituting the skeleton (frame) of the vehicle body via the lower crash box 66 in the lower portion of the front portion of the automobile 12. The vehicle has a vehicle front portion structure that is disposed on the vehicle rear side of the front bumper 16 in a state of being attached to the lower reinforcement 18.

  The impact protection characteristics of the lower absorber 10 deployed in the automobile 12 are evaluated in a predetermined pedestrian leg protection performance test, for example, as schematically shown in FIGS. It will be. The pedestrian leg protection performance test conducted here is a test based on the JRCAP [Japan New Car Assessment Program; an automobile assessment conducted by the National Accident Response Agency (NASVA)]. A predetermined leg impactor (FLEX impactor) is fired at 40 km / h toward the bumper of the test vehicle by an impact device, and the damage value of the knee or shin of the leg impactor at the impact point is measured to determine the degree of damage. Is evaluated in four stages.

  That is, first, as shown in FIG. 6, a predetermined leg impactor 72 is fired toward the automobile 12. The leg impactor 72 has a thigh 74 at the top and a crus (shin) 76 at the bottom, and a knee that connects the thigh 74 and the crus 76 at the center. 78. Based on the measured values of bending moments and shear displacements of multiple sensors attached at a predetermined position, the amount of MCL (Medial Collateral Ligament) elongation and tibia bending Each injury value such as moment can be measured.

  Next, FIG. 7 shows a state immediately after the leg impactor 72 collides with the automobile 12. In this case, the lower leg 76 of the leg impactor 72 is caused to collide with the lower protrusion 48 of the front bumper 16, and the collision part of the leg impactor 72 is interposed via the lower protrusion 48. Thus, the front surface (impact input surface 40) of the lower absorber 10 is brought into contact. As a result, a reaction force corresponding to the impact load is applied from the impact input surface 40 of the lower absorber 10 to the lower leg 76 of the leg impactor 72, as indicated by a solid white arrow in FIG. Thus, the tibia bending moment as an injury value is measured at the crus 76. At this time, the portion below the contact portion with the lower projecting portion 48 (lower absorber 10) of the leg impactor 72 tends to enter the lower portion of the automobile 12 due to the momentum of collision (inertial force) ( (See two-dot chain line and two-dot chain line white arrow in FIG. 7).

  On the other hand, the upper protrusion 46 of the front bumper 16 is caused to collide with the vicinity of the knee 78 of the leg impactor 72, and the upper part (mainly the thigh 74) of the leg impactor 72 does not collide. Due to momentum (inertial force), the vehicle falls toward the rear of the vehicle (see the two-dot chain line and the two-dot chain line white arrow in FIG. 7). Thereby, the force which bends the knee part 78 arises, the knee part 78 will be forcedly extended, and the MCL elongation amount as an injury value is measured in the knee part 78. FIG.

  Thereafter, as shown in FIG. 8, the impact energy generated by the collision between the leg impactor 72 and the automobile 12 is absorbed by the deformation of the upper absorber 62 and the lower absorber 10, and the reaction force applied from the lower absorber 10. As a result, the leg impactor 72 (mainly the crus 74) is flipped up obliquely upward in the front side of the vehicle (see the two-dot chain line and the two-dot chain line white arrow in FIG. 8).

  As is clear from the above description, in the present embodiment, the extended wall portion 38 extending toward the vehicle lower side is provided at the front end portion of the lower side wall portion 20 of the lower absorber 10. Since the area of the front surface (impact input surface 40) of the lower absorber 10 that applies a load (reaction force) to the lower part of the collision object that collides with the front surface of the collision object is increased, Therefore, it is possible to advantageously reduce the damage to the collision object by preventing a large load from being applied.

  In short, as illustrated in FIG. 7, in the event of a collision, the reaction applied from the lower absorber 10 to the leg impactor 72 as a collision object via the front bumper 16 (the lower protrusion 48). The force is distributed on the impact input surface 40 constituted by the front surface of the main body portion 26 and the front surface of the extending wall portion 38 without being concentrated in a narrow range. Therefore, the injury value (Tibia bending moment) measured in the leg impactor 72 is reduced, and the pedestrian protection performance of the vehicle is improved, so that damage to the collision object can be advantageously reduced. It becomes like this.

  In the main body portion 26 of the lower absorber 10, the upper wall portion 14, the lower wall portion 20, and the lateral wall portion 22 are configured to have a substantially U-shape in a cross section in a plane perpendicular to the vehicle width direction. At the same time, since the upper wall portion 14 and the lower wall portion 20 are inclined at an angle α, the area of the front end surface of the main body portion 26 is inevitably reduced. Therefore, by providing the extending wall portion 38, the effect of increasing the area of the front surface (impact input surface 40) of the lower absorber 10 can be enjoyed more advantageously. The inclination of the upper side wall part 14 and the lower side wall part 20 is mainly set as a draft angle during injection molding. However, by appropriately setting the inclination angle: α, It is also possible to arbitrarily control the deformation mode and deformation load of the absorber 10 (main body portion 26).

  Further, in the lower absorber 10 of the present embodiment, since the extending wall portion 38 is provided, a part (lower part) of the colliding object that collides may be a front part of the automobile 12 such as a lower part of the automobile 12. It can be advantageously prevented that the bumper absorber is caught in a portion where no bumper absorber exists. For this reason, the lower part of the colliding object that has collided is effectively flipped up by the lower absorber 10 (the main body part 26 and the extending wall part 38), thereby exhibiting the feature that damage to the colliding object can be reduced.

  For example, as shown by a two-dot chain line in FIG. 7, when an impact object (leg impactor 72) collides with a vehicle (automobile 12), the impact force (inertial force) of the impact causes the leg impactor. A behavior occurs in which the lower portion of 72 is caught in the lower portion of the automobile 12. In this case, when the leg impactor 72 is greatly involved, the lowering of the lower part (crus 76) of the leg impactor 72 as shown in FIG. 8 is delayed and the knee 78 is bent greatly. Therefore, the injury value (MCL elongation amount) of the knee 78 may increase. On the other hand, in the lower absorber 10, the leg impactor 72 is caught in the lower portion of the automobile 12 by providing the extending wall portion 38 so as to extend downward in the vehicle. Thus, the leg impactor 72 can be quickly and effectively jumped up to suppress an increase in the amount of MCL elongation. Therefore, it becomes possible to improve the protection performance of the pedestrian leg of the vehicle and reduce the damage of the collision object.

  Further, in the present embodiment, the extending wall portion 38 is extended from the front end portion of the lower wall portion 20 so as to be inclined with an angle: θ toward the front of the vehicle. Thus, the lower part of the collision object can be more reliably brought into contact with the front bumper 16, thereby advantageously obtaining the effect of reducing the damage of the collision object by the cooperative action of the extension wall part 38 and the main body part 26. There is an advantage that

  In addition, in the lower absorber 10, the extension wall portion 38 extends toward the lower side of the vehicle, so that the extension wall portion 38, which is the foremost end portion of the lower absorber 10, has a distal end on the extension direction side. The part is simultaneously the lowermost part of the lower absorber 10 positioned below the main body 26. As a result, the position where the reaction force is first applied from the lower absorber 10 to the lower part of the collided colliding object is advantageously on the lower side of the vehicle, so that the colliding object can be easily lifted upward. When the point of action of the reaction force approaches the lower end of the collision object, the bending moment applied to the collision object is reduced, and the damage to the collision object can be reduced more advantageously.

  Further, since the impact input surface 40 including the front surface of the extended wall portion 38 is inclined at a predetermined angle: θ with respect to the vertical direction, it corresponds to the impact load input to the impact input surface 40. The reaction force is applied to the direction perpendicular to the impact input surface 40, that is, obliquely upward on the front side of the vehicle. Therefore, it is possible to effectively bounce up the colliding colliding object obliquely upward toward the front side of the vehicle, and to advantageously reduce damage to the colliding object.

  In the lower absorber 10, plate-like vertical ribs 42 a extending in the vehicle front-rear direction so as to connect the vehicle rear side surface of the extending wall portion 38 and the main body portion 26 (here, the lower wall portion 20). 42b, the extended wall portion 38 is prevented from being easily buckled and deformed by the input of an impact load. Therefore, the extended wall portion 38 is effective. Thus, the effect of reducing the damage to the collision object as described above is advantageously exhibited.

  In particular, as shown in FIG. 4, the vehicle width direction positions of the plurality of first vertical ribs 42a are respectively matched with the vehicle width direction positions of the plurality of vertical wall portions 24, and the corresponding first vertical ribs 42a and the vertical wall portion 24 are constituted by a single member made of a single plate-like member, whereby the strength of the first vertical rib 42a is advantageously improved, and the extending wall portion The reinforcing effect of 38 is further enhanced.

  Further, plate-like horizontal ribs 44 are formed so as to extend over all of the plurality of vertical ribs 42a and 42b and extend in the vehicle width direction so as to connect the vertical ribs 42a and 42b to each other. Therefore, the deformation strength of the extending wall portion 38 is further increased. That is, by providing a plurality of vertical ribs 42a and 42b and a plurality of vertical ribs 42a and 42b and transverse ribs 44 intersecting with each other on the rear side of the vehicle with respect to the extending wall portion 38, The strength of deformation (slipping) of the extending wall portion 38 toward the vehicle rear side is increased, and thus the rigidity of the extending wall portion 38 against the impact load input in the vehicle front-rear direction is sufficiently increased. .

  Moreover, in the lower absorber 10, the extended wall portion 38 has a single plate-like shape extending continuously in the vehicle width direction, so that the vehicle provided with such an extended wall portion 38 is provided. The effect of reducing the damage of the impact object as described above can be obtained over the entire region in the width direction.

  In the state where the lower absorber 10 is installed in the front portion of the automobile 12, the radiator 68 is guided while guiding the traveling wind taken from the lower grill 50 on the upper surface of the upper side wall portion 14 having a substantially flat surface. As the vehicle 12 is smoothly guided to the front surface of the vehicle, and the running wind passing under the front bumper 16 is guided to the lower surface of the lower side wall portion 20 which is a substantially flat surface, The aerodynamic performance of the lower part of the front part can be effectively increased, thereby contributing to the improvement of fuel consumption and the like.

  The exemplary embodiments of the present invention have been described in detail above. However, the embodiments are merely examples, and the present invention is limited in any way by specific descriptions according to such embodiments. It should be understood that it is not interpreted.

  In each embodiment of the bumper absorber having the structure according to the present invention shown below, the same reference numerals are given to the parts having the same structure as the lower absorber 10 according to the previous embodiment, and detailed description will be given. Will be omitted.

  For example, FIG. 9 shows a lower absorber 80 as another example of a bumper absorber having a structure according to the present invention in its end face form. The lower absorber 80 is provided with an extending wall portion 38 that extends downward from the front end portion of the upper wall portion 14 that protrudes forward of the vehicle from the front end portion of the lower wall portion 20. The lateral wall portion 22 is formed so as to extend from the front end portion of the lower wall portion 20 toward the upper side of the vehicle. Here, on the front surface of the lower absorber 80, the impact input surface 40 is constituted by the front surface of the extending wall portion 38.

  In the lower absorber 80 having such a structure, the vehicle body longitudinal direction dimension of the main body portion 26 exhibiting a substantially U shape in a cross section in a plane perpendicular to the vehicle width direction, that is, the upper wall portion 14 and the lower wall portion 20. The distance from the rear end portion to the lateral wall portion 22 can be made relatively small. Therefore, the length of the core in the injection mold can be shortened, and there is an advantage that the lower absorber 80 can be manufactured relatively advantageously. In the lower absorber 80 having such a structure, as shown in FIG. 10, the lateral ribs 44 may be configured by extending the lateral wall portion 22 toward the vehicle lower side.

  Further, in the lower absorber 82 shown in FIG. 11 (a), a notch 84 is formed in a part of the vertical wall portion 24 on the vehicle rear side, and a vehicle rear side portion of the main body portion 26 is formed. On the other hand, reinforcing ribs 86 are provided. More specifically, the length of the end edge portion on the opposite side to the extending direction of the extending wall portion 38 of the vertical wall portion 24 (here, the upper wall portion 14 side) is reduced in the vehicle longitudinal direction. The vehicle rear side portion of the vertical wall portion 24 is cut out, and the rear portion of the main body portion 26 with respect to the extending direction side portion (here, the lower wall portion 20) of the extending wall portion 38 of the main body portion 26 A plate-like reinforcing rib 86 extending in the vehicle front-rear direction from the lower flange portion 30 formed at the end portion is provided. Further, here, in the vehicle longitudinal direction, the position of the front end of the notch 84 [the left end in FIG. 11A] and the position of the front end of the reinforcing rib 86 are substantially the same position. ing.

  When an impact load is applied to the lower absorber 82 from the front of the vehicle, as shown in FIG. 11 (b), the vehicle front-rear direction front end of the notch 84 and the vehicle front-rear direction front end of the reinforcing rib 86 are moved. As a starting point, the main body portion 26 of the lower absorber 82 is bent and deformed. That is, here, the strength of the upper side wall portion 14 corresponding to the notch portion 84 (the W portion in FIG. 11A) is relatively low, and the lower side wall portion 20 corresponding to the reinforcing rib 86. The strength of [S portion in FIG. 11 (a)] is relatively increased, and the lower absorber 82 is moved downward by the impact load input to the extending wall portion 38 extending downwardly of the vehicle. By the action of the bending direction, the main body portion 26 of the lower absorber 82 is bent and deformed downward.

  Accordingly, in the lower absorber 82, the notch 84 and the reinforcing rib 86 are formed on the main body 26, so that the lower absorber 82 (main body 26) is bent and deformed in an arbitrary direction. Thus, a desired effect such as prevention of the collision object can be advantageously obtained.

  In addition, the arrangement | positioning form of the extension wall part 38 is not limited at all to the above-mentioned aspect, For example, as FIG. 12 shows, it is toward the vehicle lower direction at the front-end part in the vehicle front-back direction toward the vehicle downward direction. A first extending wall portion 38 a that extends may be provided, and a second extending wall portion 38 b that extends toward the upper side of the vehicle may be provided at the front end portion of the upper side wall portion 14 in the vehicle front-rear direction. Further, as shown in FIG. 13, at the front end portion of the upper side wall portion 14 in the vehicle front-rear direction, a first extending wall portion 38 a extending toward the vehicle lower side and a second extending toward the vehicle upper side. The extending wall portion 38b may be provided, and can be appropriately set according to the desired collision object protection performance.

  Furthermore, you may comprise one or both of the upper side wall part 14 and the lower side wall part 20 with the corrugated plate-shaped member which has a peak part and a trough part. For example, FIG. 14 illustrates a form in which the upper side wall portion 14 is configured by a corrugated plate-like member in which peak portions 88 and valley portions 90 are alternately and continuously located in the vehicle width direction. As a result, the deformation strength of the upper wall portion 14 and the lower wall portion 20 can be increased, and the deformation strength of the main body portion 26 can be adjusted appropriately.

  Further, the manner in which the lower absorbers 10, 80, 82 according to the present invention are attached to the vehicle is not limited to fixing to the lower reinforcement 18 as described above. For example, the lower absorber 10, 80, 82 is disposed at the front portion of the vehicle. It may be attached to a vehicle member (part) such as a radiator support.

  Furthermore, the positional relationship between the front ends of the lower absorbers 10, 80, and 82 and the front end of the upper absorber 62 is not limited to any illustrated relationship (see FIG. 5), and the impact load applied to each part of the collision object And a balance of the bending moment and the like are set appropriately. However, when the front end of the lower absorber is positioned to protrude extremely forward of the vehicle and the load is concentrated on the lower absorber, or the front end of the upper absorber is positioned to protrude forward of the vehicle from the front end of the lower absorber, When a relatively large load is applied to the upper absorber, each injury value (Tibia bending moment and MCL elongation amount) in the pedestrian leg protection performance test as described above increases, and the damage to the collision object increases. There is a problem. Therefore, in the vehicle, it is preferable that the front end of the lower absorber is positioned slightly on the vehicle front side than the front end of the upper absorber.

  As shown in FIG. 15, a bumper absorber having a structure according to the present invention can be used as the upper absorber 92 in a vehicle (automobile 12). Also in such an upper absorber 92, the extended wall portion reinforced by the plurality of vertical ribs 42a and 42b is provided so that the action of the load (reaction force) on the collision object can be adjusted appropriately. It is possible to reduce the damage of the collision object.

  In addition, although not listed one by one, the present invention can be carried out in an embodiment to which various changes, modifications, improvements and the like are added based on the knowledge of those skilled in the art. It goes without saying that any one of them falls within the scope of the present invention without departing from the spirit of the present invention.

10, 80, 82 Lower absorber 14 Upper wall portion 16 Front bumper 18 Lower reinforcement 20 Lower wall portion 22 Horizontal wall portion 24 Vertical wall portion 26 Main body portion 28 Upper flange portion 30 Lower flange portion 38 Extension wall portion 40 Impact input surface 42a, 42b Vertical rib 44 Horizontal rib 62 Upper absorber 64 Lower side member 66 Lower crash box 72 Leg impactor 74 Thigh 76 Lower leg 78 Knee 84 Notch 86 Reinforcement rib 92 Upper absorber

Claims (3)

An upper side wall portion comprising a plate-like member extending in the vehicle front-rear direction and the vehicle width direction; a lower side wall portion comprising a plate-like member extending below the upper side wall portion and extending in the vehicle front-rear direction and the vehicle width direction; A plate-like lateral wall portion extending in the vehicle width direction connecting the front end portion of the upper side wall portion in the vehicle front-rear direction and the front end portion of the lower side wall portion in the vehicle front-rear direction, and the upper side wall portion and the lower side wall portion A bumper absorber disposed on the vehicle rear side of the front bumper at the front portion of the vehicle, comprising a main body portion that has a plate-like vertical wall portion extending in the vehicle longitudinal direction to be connected;
The front end portion in the vehicle longitudinal direction before Symbol lower sidewall portions, extending from the lower end of the lateral wall portion toward the vehicle lower, and in one of the plate-like extending wall portion extending continuously in the vehicle width direction is provided And a plurality of plate-like vertical ribs extending in the vehicle front-rear direction so as to connect the vehicle rear side surface of the extended wall portion and the lower surface of the lower wall portion of the main body portion in the vehicle width direction. A bumper absorber, wherein the bumper absorber is formed at a predetermined distance from each other .   The plate-shaped horizontal rib extended in a vehicle width direction is arrange | positioned so that it may straddle a part or all of these vertical ribs, and those vertical ribs may mutually be connected. Bumper absorber. The extending wall portion, is tighten not extend inclined toward the vehicle front from the front end portion in the vehicle longitudinal direction before Symbol lower sidewall portions, the extending direction of the lower end the lateral walls of such extension wall portion The bumper absorber according to claim 1 or 2, wherein the bumper absorber is disposed so as to be positioned on the vehicle front side of the front end portion of the vehicle .

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