JP6447019B2 - Bumper structure for vehicles with pedestrian collision detection sensor - Google Patents

Description

  The present invention relates to a vehicle bumper structure including a pedestrian collision detection sensor.

  In the vehicle bumper structure provided with the pedestrian collision detection sensor described in Patent Document 1 below, the absorber is disposed adjacent to the front side of the bumper reinforcement. The absorber is formed with a groove portion that is open to the rear side of the vehicle, and a pressure tube is held in the groove portion. At the time of collision between the vehicle and the collision body, the absorber presses the pressure tube due to the collision load to the rear side of the vehicle, and the pressure tube is deformed. As a result, the pressure sensors provided at both ends of the pressure tube in the longitudinal direction output a signal corresponding to the pressure change of the pressure tube so that the ECU determines whether the collision object with the vehicle is a pedestrian. It has become. In addition, as a vehicular bumper structure provided with a pedestrian collision detection sensor, there are those described in Patent Documents 2 to 4 below.

Special table 2014-505629 gazette JP 2010-077655 JP 2010-179668 A JP 2007-153073 A

  However, the vehicle bumper structure including the pedestrian collision detection sensor has room for improvement in the following points. That is, the vehicle width direction outer side end portion of the bumper reinforcement is inclined toward the vehicle rear side as it goes outward in the vehicle width direction in a plan view. For this reason, the vehicle width direction outer side edge part of bumper reinforcement is inclined and arrange | positioned by planar view with respect to the load direction of the said collision load. As a result, when a collision load to the rear side of the vehicle is input to the corner portion of the vehicle (the bumper cover), the pressure tube is compared to when the collision load is input to the vehicle width direction center portion of the bumper cover. It tends to be pressed with a small load. As a result, the output from the pressure sensor when the collision object collides with the corner portion of the vehicle (the bumper cover) becomes small. Therefore, in the vehicle bumper structure provided with the pedestrian collision detection sensor, it is desirable to increase the sensitivity of the pedestrian collision detection sensor with respect to the corner portion of the vehicle.

  In view of the above fact, an object of the present invention is to provide a vehicle bumper structure including a pedestrian collision detection sensor that can increase the sensitivity of the pedestrian collision detection sensor with respect to a corner portion of the vehicle.

The bumper reinforcement for vehicles provided with the pedestrian collision detection sensor according to claim 1 is a bumper reinforcement arranged with a vehicle width direction as a longitudinal direction inside a vehicle front-rear direction inside a bumper cover provided at an outer end in a vehicle front-rear direction. The bumper reinforcement is adjacent to the outside in the vehicle front-rear direction and extends in the vehicle width direction, and a portion of the corner portion of the bumper cover disposed inside the vehicle front-rear direction is an absorber. and absorber is a side section, is configured to include a the extended and retained pressure tube to the absorber in the vehicle width direction, and outputs a signal corresponding to the pressure change in the pressure tube, the vehicle of the absorber The vehicle longitudinal dimension from the outer surface in the front-rear direction to the pressure tube is maintained at the center of the absorber in the vehicle width direction Wherein possess the pedestrian collision detection sensor is more pressure the pressure tube held by the absorber side portion as compared with the tube is set smaller, the that, the pressure tube held by the absorber side portion The absorber is arranged so as to be separated from the inner side surface in the vehicle front-rear direction of the absorber as it goes outward in the vehicle width direction in plan view .

  In the vehicular bumper structure including the pedestrian collision detection sensor according to the first aspect, the bumper cover is provided at the outer end in the vehicle front-rear direction (that is, the front end or the rear end of the vehicle). The bumper reinforcement is arranged with the vehicle width direction as the longitudinal direction on the inside of the bumper cover in the longitudinal direction of the vehicle (the rear side of the bumper cover arranged at the front end of the vehicle and the front side of the bumper cover arranged at the rear end of the vehicle). Has been. Further, an absorber extending in the vehicle width direction is adjacent to the outer side in the vehicle longitudinal direction of the bumper reinforcement, and a pressure tube extending in the vehicle width direction is held by this absorber. Furthermore, the part arrange | positioned in the vehicle front-back direction inside of the corner part of the bumper cover in an absorber is made into the absorber side part.

  In the collision between the vehicle and the collision body, a collision load inward in the vehicle front-rear direction is input to the absorber, and the absorber presses the pressure tube while plastically deforming. Thereby, a pressure tube deform | transforms and the signal according to the pressure change of a pressure tube is output from a pedestrian collision detection sensor.

  Incidentally, the absorber is made of a foamed resin material. For this reason, when a collision load inward in the vehicle front-rear direction is input to the absorber, first, the vehicle front-rear direction outer side portion of the absorber is plastically deformed. Then, as the collision body enters the vehicle front-rear direction inner side, the vehicle front-rear direction intermediate portion and the vehicle front-rear direction inner side portion of the absorber act so as to be plastically deformed in this order. That is, in order to easily deform the pressure tube held by the absorber, it is effective to bring the pressure tube closer to the outer side surface in the vehicle front-rear direction.

Here, the dimension of the vehicle longitudinal direction from the outer side surface of the absorber in the vehicle longitudinal direction to the pressure tube is larger in the pressure tube held in the absorber side than in the pressure tube held in the center in the vehicle width direction of the absorber. It is set small. That is, the pressure tube held by the absorber side portion is disposed close to the outer side surface of the absorber in the vehicle front-rear direction. Thus, when the collision load is input to the absorber, the pressure tube held at the absorber side part is more easily deformed than the pressure tube held at the center part in the vehicle width direction of the absorber. Therefore, the sensitivity of the pedestrian collision detection sensor with respect to the corner portion of the vehicle can be increased. For example, the sensitivity of the pedestrian collision detection sensor with respect to the corner portion of the vehicle can be increased with respect to a vehicle in which the thickness dimension of the absorber (dimension in the vehicle longitudinal direction) is set to be substantially constant in the vehicle width direction. .

The vehicular bumper structure provided with the pedestrian collision detection sensor according to claim 2 is the invention according to claim 1 , wherein the pressure tube is integrated with the absorber by integral molding.

In the vehicular bumper structure provided with the pedestrian collision detection sensor according to claim 2 , the pressure tube and the absorber can be unitized. For this reason, the assemblability in the vehicle bumper can be improved.

According to the bumper structure for vehicles provided with the pedestrian collision detection sensor according to claim 1, the sensitivity of the pedestrian collision detection sensor with respect to the corner portion of the vehicle can be increased. Further, for example, the sensitivity of the pedestrian collision detection sensor with respect to the corner portion of the vehicle can be increased with respect to a vehicle in which the thickness dimension of the absorber is set to be substantially constant in the vehicle width direction.

According to the vehicle bumper structure provided with the pedestrian collision detection sensor according to claim 2 , the assemblability of the vehicle bumper can be improved.

(A) is a schematic sectional side view of a front bumper to which the vehicle bumper structure provided with the pedestrian collision detection sensor according to the first embodiment is applied as viewed from the vehicle left side in the vehicle width direction center. FIG. 3 is an enlarged cross-sectional view taken along line 1A-1A in FIG. 2, and FIG. 2B is a schematic side cross-sectional view (1B in FIG. 2) of the outer side portion of the front bumper shown in FIG. -1B line enlarged sectional view). 1 is a partially broken schematic plan view showing an entire front bumper to which a vehicle bumper structure including a pedestrian collision detection sensor according to a first embodiment is applied. FIG. 1A is a schematic view corresponding to FIG. 1A showing a vehicle width direction center portion of a front bumper to which a vehicle bumper structure provided with a pedestrian collision detection sensor according to a second embodiment is applied. It is a sectional side view, (B) is a typical sectional side view corresponding to FIG. 1 (B) showing the vehicle width direction outer side portion of the front bumper shown in (A). (A) is a schematic view corresponding to FIG. 1 (A) showing a vehicle width direction center portion of a front bumper to which a vehicle bumper structure provided with a pedestrian collision detection sensor according to a third embodiment is applied. It is a sectional side view, (B) is a typical sectional side view corresponding to FIG. 1 (B) showing the vehicle width direction outer side portion of the front bumper shown in (A).

(First embodiment)
Hereinafter, the front bumper 10 of the vehicle (automobile) V to which the vehicle bumper structure S1 including the pedestrian collision detection sensor 40 according to the first embodiment is applied will be described with reference to FIGS. 1 and 2. Note that an arrow FR appropriately shown in the drawings indicates the front side of the vehicle, an arrow LH indicates the left side of the vehicle (one side in the vehicle width direction), and an arrow UP indicates the upper side of the vehicle. In the following description, when using the front / rear, up / down, and left / right directions, unless otherwise indicated, the front / rear direction of the vehicle, the up / down direction of the vehicle, the left / right direction of the vehicle (when facing the front) To do.

  As shown in FIG. 2, the front bumper 10 is disposed at the front end of the vehicle V. Therefore, in the present embodiment, the “front side” is defined as “the vehicle longitudinal direction outside” in the present invention, and the “rear side” is defined as the “vehicle longitudinal direction inside” in the present invention. The front bumper 10 includes a bumper cover 12 that forms the front end of the vehicle V, a bumper reinforcement 20 that forms a bumper skeleton member (hereinafter referred to as “bumper RF20”), and the bumper cover 12 and the bumper RF20. And an absorber 30 arranged. Further, the front bumper 10 includes a pedestrian collision detection sensor 40 for detecting a collision of the colliding body with the vehicle V. Hereafter, each said structure is demonstrated.

(About the bumper cover 12)
The bumper cover 12 is made of resin. The bumper cover 12 extends in the vehicle width direction and is fixedly supported to the vehicle body at a portion not shown. Further, the bumper cover 12 is inclined rearward as it goes from the center in the vehicle width direction to the outer side in the vehicle width in plan view, and the inclination angle with respect to the vehicle width direction is set to increase as it goes outward in the vehicle width direction. Has been. A vehicle width direction outer side portion 14 of the bumper cover 12 (more specifically, a vehicle width direction outer side portion than a front side member FS described later) constitutes a corner portion 16 of the vehicle V (bumper cover 12).

(About bumper RF20)
The bumper RF20 is formed in a hollow, substantially rectangular column shape, and is arranged with the vehicle width direction as a longitudinal direction. The bumper RF 20 is made of a metal material such as aluminum and is manufactured by a technique such as extrusion. Further, as shown in FIGS. 1A and 1B, a plate-shaped reinforcing portion 22 is provided inside the bumper RF20, and the reinforcing portion 22 is arranged with the vertical direction as the plate thickness direction. Thus, the front wall and the rear wall of the bumper RF20 are connected. The bumper RF20 has a sectional structure in which a plurality (two in the present embodiment) of substantially rectangular closed sections are arranged in the vertical direction. That is, in this embodiment, one reinforcing portion 22 is provided inside the bumper RF20. And the closed cross section arrange | positioned at the upper part of bumper RF20 is made into upper closed cross section 24A, and the closed cross section arrange | positioned at the lower part of bumper RF20 is made into lower closed cross section 24B.

  As shown in FIG. 2, on the rear side of the bumper RF20, a pair of left and right front side members FS constituting a skeleton member on the vehicle body side extend in the front-rear direction. Then, both end portions of the bumper RF20 in the vehicle width direction are connected to the front end of the front side member FS via the crash box CB. Further, the bumper RF 20 is inclined rearward as it goes outward in the vehicle width direction in a plan view corresponding to the bumper cover 12 so that the inclination angle with respect to the vehicle width direction increases as it goes outward in the vehicle width direction. Is set.

(About absorber 30)
The absorber 30 is made of a foamed resin material, that is, urethane foam. The absorber 30 is disposed adjacent to the front side of the bumper RF20 between the bumper cover 12 and the bumper RF20. The absorber 30 is formed in a long shape with the vehicle width direction as a longitudinal direction so as to follow the bumper cover 12 and the bumper RF20 in a plan view, and the position in the vehicle width direction at the outer end of the absorber 30 in the vehicle width direction. Is substantially coincident with the position in the vehicle width direction at the outer end in the vehicle width direction of the bumper RF20. And the part which comprises the vehicle width direction intermediate part of the absorber 30 is made into the absorber center part 30C. Further, a portion constituting the outer end portion in the vehicle width direction of the absorber 30 (specifically, a portion disposed on the rear side of the corner portion 16 of the vehicle V, in other words, in the vehicle width direction outer side than the front side member FS). Is the absorber side portion 30S).

  Further, as shown in FIGS. 1A and 1B, in the absorber 30, the portion disposed on the front side of the upper portion of the bumper RF20 (specifically, the portion constituting the upper closed section 24A) is the absorber upper portion 30U. The absorber upper portion 30U is formed in a substantially trapezoidal shape in a cross-sectional view viewed from the longitudinal direction. Moreover, in the absorber 30, the part arrange | positioned in the front side of the lower part (specifically, the part which comprises the lower closed cross section 24B) of the bumper RF20 is the absorber lower part 30L, and the absorber lower part 30L is the absorber upper part. It protrudes downward from the rear end of 30U, and is formed in a substantially rectangular shape in cross-sectional view as viewed from the longitudinal direction. The rear surface 30R of the absorber 30 is fixed to the front surface 20F of the bumper RF20. Furthermore, the thickness dimension (dimension in the front-rear direction) in the absorber upper part 30U and the absorber lower part 30L is set to be substantially constant in the vehicle width direction.

(About the pedestrian collision detection sensor 40)
As shown in FIG. 2, the pedestrian collision detection sensor 40 includes an elongated pressure tube 42 and a pressure sensor 44 that outputs a signal corresponding to a pressure change in the pressure tube 42 (in a broad sense, “ It is an element grasped as a “pressure detector”).

  As shown in FIGS. 1A and 1B, the pressure tube 42 is formed of a silicone tube or the like, and forms a hollow structure having a substantially annular cross section. Further, the cross-sectional shape of the pressure tube 42 is the same over the longitudinal direction of the pressure tube 42. And the pressure tube 42 is arrange | positioned by making the vehicle width direction into a longitudinal direction, and is shape | molded integrally with the absorber 30 by insert molding. Specifically, the pressure tube 42 is integrally formed with the absorber upper portion 30U and disposed on the front side of the upper portion of the bumper RF20. Further, the pressure tube 42 is slightly curved so as to protrude forward in a plan view, and a dimension L in the front-rear direction from the front surface 30F of the absorber 30 (absorber upper portion 30U) to the pressure tube 42 (hereinafter simply referred to as “pressure tube 42”). (Referred to as “front-rear dimension L”) is set to become smaller toward the outside in the vehicle width direction. In other words, the pressure tube 42 is disposed so as to be separated from the rear surface 30R of the absorber 30 as it goes outward in the vehicle width direction. Thereby, the front-rear dimension L of the pressure tube 42 held by the absorber side part 30S is set smaller than the front-rear dimension L of the pressure tube 42 held by the absorber center part 30C. In a state where the pressure tube 42 is integrally formed with the absorber center portion 30C, the absorber center portion 30C is interposed between the pressure tube 42 and the front surface 20F of the bumper RF 20 (see FIG. 1A).

  In addition, as shown in FIG. 2, the length of the pressure tube 42 in the longitudinal direction is set to be longer than the length of the absorber 30 in the longitudinal direction. It protrudes from the longitudinal direction both ends of 30 to the vehicle width direction outer side.

  The pressure sensors 44 are provided at both ends of the pressure tube 42 in the vehicle width direction, and the pressure sensors 44 are fixed to a vehicle body member (not shown) of the vehicle V. The fixing position of the pressure sensor 44 can be arbitrarily set according to various vehicles. For example, the pressure sensor 44 may be fixed to the upper surface of the bumper RF20 with a bracket or the like. The pressure sensor 44 is electrically connected to the ECU 46 (which is an element grasped as a “collision determination unit” in a broad sense). Then, when the pressure tube 42 is deformed, a signal corresponding to a pressure change in the pressure tube 42 is output from the pressure sensor 44 to the ECU 46.

  Further, a collision speed sensor (not shown) is electrically connected to the ECU 46 described above, and the collision speed sensor outputs a signal corresponding to the collision speed with the collision body to the ECU 46. The ECU 46 calculates the collision load based on the output signal of the pressure sensor 44 described above, and calculates the collision speed based on the output signal of the collision speed sensor. Further, the ECU 46 obtains an effective mass of the collision object from the calculated collision load and collision speed, determines whether the effective mass exceeds a threshold value, and determines whether the collision object to the front bumper 10 is a pedestrian. It is determined whether the vehicle is a person other than a pedestrian (for example, a roadside marker, a road obstacle such as a post cone).

  Next, operations and effects in the first embodiment will be described.

  In the front bumper 10 configured as described above, the pressure tube 42 is held by the absorber 30. Specifically, the pressure tube 42 is formed integrally with the absorber upper portion 30U of the absorber 30, and extends with the vehicle width direction as the longitudinal direction. When the vehicle V (front bumper 10) and the collision object I (see FIG. 2) collide, the bumper cover 12 is pressed rearward by the collision object I. For this reason, the bumper cover 12 presses the absorber 30 to the rear side, and a rearward collision load F (see FIG. 2) is input from the bumper cover 12 to the absorber 30. As a result, the pressure tube 42 is pressed while the absorber 30 is plastically deformed, and the pressure tube 42 is deformed. As a result, the pressure in the pressure tube 42 changes.

  When the pressure in the pressure tube 42 changes, the pressure sensor 44 outputs a signal corresponding to the pressure change in the pressure tube 42 to the ECU 46, and the ECU 46 calculates the collision load based on the output signal of the pressure sensor 44. On the other hand, the ECU 46 calculates the collision speed based on the output signal of the collision speed sensor. Then, the ECU 46 calculates the effective mass of the collision object I from the calculated collision load and collision velocity, determines whether the effective mass exceeds the threshold, and the collision object I to the front bumper 10 is a pedestrian. It is determined whether or not there is.

  By the way, in the bumper cover 12, in the plan view, the inclination angle of the bumper cover 12 with respect to the vehicle width direction becomes larger toward the outer side in the vehicle width direction. For this reason, the vehicle width direction outer side portion 14 (corner portion 16) of the bumper cover 12 is disposed to be inclined with respect to the load direction of the collision load F. Thereby, when the collision object I hits the corner portion 16, the collision object I flows (shifts) outward in the vehicle width direction. Therefore, when the collision body I collides with the corner portion 16 of the vehicle V, the pressure tube 42 tends to be pressed with a smaller load than when the collision body I collides with the central portion in the vehicle width direction of the bumper cover 12. (As an example, approximately 60% of the force pressing the pressure tube 42 at the vehicle width direction central portion of the bumper cover 12).

  The absorber 30 is made of a foamed resin material. For this reason, when the collision load F is input to the absorber 30, in the absorber 30, the front side portion that is the collision side portion is first plastically deformed. And with the penetration | invasion to the rear side of the collision body I, the front-back direction intermediate | middle part and rear side part of the absorber 30 act so that plastic deformation may be carried out in this order. Thereby, since the collision energy of the collision body I is absorbed by the plastic deformation of the absorber 30, the loss of the collision energy of the collision body I increases as the collision body I enters the rear side. That is, the collision load F acting on the front portion of the absorber 30 tends to be larger than the collision load F acting on the rear portion of the absorber 30. Therefore, in order to easily deform the pressure tube 42 held by the absorber 30, it is effective to place the pressure tube 42 close to the front surface 30F of the absorber 30.

  Here, the front-rear dimension L from the front surface 30F of the absorber 30 (absorber upper portion 30U) to the pressure tube 42 has a pressure tube 42 held by the absorber side portion 30S as compared with the pressure tube 42 held by the absorber center portion 30C. Is set smaller. In other words, the pressure tube 42 held by the absorber side portion 30S is disposed closer to the front surface 30F of the absorber 30 on the collision side than the pressure tube 42 held by the absorber center portion 30C. .

  For this reason, the pressure tube 42 held by the absorber side portion 30S is more easily deformed than the pressure tube 42 held by the absorber center portion 30C. Thereby, the sensitivity of the pedestrian collision detection sensor 40 with respect to the corner part 16 of the vehicle V can be made high. As a result, even if the load that presses the pressure tube 42 when the collision body I collides with the corner portion 16 of the vehicle V is reduced, it is possible to suppress the output from the pressure sensor 44 from being reduced, and as a result, a pedestrian collision. The detection accuracy of the detection sensor 40 can be improved.

  Further, the pressure tube 42 held by the absorber side portion 30S is disposed so as to be separated from the rear surface 30R of the absorber 30 as it goes outward in the vehicle width direction in plan view. For this reason, even when the thickness dimension (dimension in the front-rear direction) of the absorber 30 is set to be substantially constant in the vehicle width direction, the absorber side portion is larger than the front-rear dimension L of the pressure tube 42 held by the absorber center portion 30C. The front-rear dimension L of the pressure tube 42 held at 30S can be set small. Thereby, with respect to the vehicle V provided with the absorber 30 set in this way, the sensitivity of the pedestrian collision detection sensor 40 with respect to the corner portion 16 of the vehicle V can be increased.

  Further, the pressure tube 42 is formed integrally with the absorber 30 by insert molding. Thereby, the pressure tube 42 and the absorber 30 can be unitized. Therefore, the assemblability in the front bumper 10 can be improved.

(Second Embodiment)
Hereinafter, the vehicle bumper structure S2 including the pedestrian collision detection sensor 40 according to the second embodiment will be described with reference to FIGS. The second embodiment is configured in the same manner as the first embodiment except for the following points. In FIGS. 3A and 3B, parts that are configured in the same manner as in the first embodiment are denoted by the same reference numerals.

  That is, in the second embodiment, the pressure tube 42 held on the outer side portion of the absorber 30 in the vehicle width direction is formed integrally with the absorber 30 by insert molding, as in the first embodiment. On the other hand, the rear surface 30R of the absorber 30 is formed with a groove portion 32 opened to the rear side at the center portion in the vehicle width direction of the absorber center portion 30C. The pressure tube 42 is fitted into the groove 32, and the central portion in the longitudinal direction of the pressure tube 42 is held by the groove 32 of the absorber 30. And the pressure tube 42 is arrange | positioned so that the front surface 20F of bumper RF20 may be contact | connected.

  As described above, the outer side portion of the pressure tube 42 in the longitudinal direction is integrally formed with the absorber 30. Therefore, the absorber 30 is formed as follows. That is, the longitudinal direction outer portion of the pressure tube 42 is disposed in the mold for molding the absorber 30, and the longitudinal center portion of the pressure tube 42 is set outside the mold. Then, after the absorber 30 is molded with the foamed resin material, the longitudinal center portion of the pressure tube 42 is fitted into the groove 32 of the absorber 30, and the pressure tube 42 is held by the absorber 30.

  Also in the second embodiment configured as described above, the front-rear dimension L from the front surface 30F of the absorber 30 (absorber upper portion 30U) to the pressure tube 42 is a pressure tube held by the absorber center portion 30C. Compared to 42, the pressure tube 42 held by the absorber side portion 30S is set smaller. For this reason, also in 2nd Embodiment, the sensitivity of the pedestrian collision detection sensor 40 with respect to the corner part 16 of the vehicle V can be made high.

  In the second embodiment, only the outer portion in the longitudinal direction of the pressure tube 42 is formed integrally with the absorber 30. Thereby, the dimensional accuracy of the front-rear dimension L with respect to the longitudinal center portion of the pressure tube 42 can be configured to be high. That is, when the pressure tube 42 is molded integrally with the absorber 30, the foamed resin material is injected into the mold with the pressure tube 42 disposed in the mold. At this time, the position of the pressure tube 42 may be pushed by the foamed resin material injected into the mold and the position accuracy of the pressure tube 42 may vary. In contrast, in the second embodiment, the groove portion 32 is formed in the vehicle width direction center portion of the absorber center portion 30C, and the longitudinal direction center portion of the pressure tube 42 is fitted into the groove portion 32. ing. Thereby, the dimensional accuracy of the front-rear dimension L in the longitudinal center portion of the pressure tube 42 can be configured high.

(Third embodiment)
Hereinafter, the vehicle bumper structure S3 including the pedestrian collision detection sensor 40 according to the third embodiment will be described with reference to FIGS. 4 (A) and 4 (B). The third embodiment is configured in the same manner as the first embodiment except for the following points. In FIGS. 4A and 4B, parts that are configured in the same manner as in the first embodiment are denoted by the same reference numerals.

  That is, in the third embodiment, the absorber 30 and the pressure tube 42 are not integrally formed by insert molding, and the pressure tube 42 is assembled to the absorber 30 and held by the absorber 30. Specifically, a hole 34 is formed in the absorber 30 so as to penetrate in the vehicle width direction. The hole 34 is formed in a substantially square shape when viewed from the longitudinal direction of the absorber 30. The length of one side of the hole 34 is set slightly larger than the outer diameter of the pressure tube 42.

  Further, the longitudinal dimension from the front surface 30F of the absorber 30 to the hole 34 is set so as to decrease from the center in the vehicle width direction of the pressure tube 42 toward the outside in the vehicle width direction. In other words, the hole 34 is arranged so as to be separated from the rear surface 30 </ b> R of the absorber 30 toward the outer side in the vehicle width direction from the center in the vehicle width direction. The pressure tube 42 is inserted into the hole 34 and the pressure tube 42 is held by the absorber 30. Thereby, also in 3rd Embodiment, the front-back dimension L in the pressure tube 42 hold | maintained at the absorber side part 30S is set smaller than the front-back dimension L in the pressure tube 42 hold | maintained at the absorber center part 30C. The Therefore, also in 3rd Embodiment, the sensitivity of the pedestrian collision detection sensor 40 with respect to the corner part 16 of the vehicle V can be made high.

  In the third embodiment, the hole 34 is formed in the absorber 30 so that the front-rear dimension L of the pressure tube 42 held in the absorber side part 30S is the pressure tube 42 held in the absorber center part 30C. Is set smaller than the front-rear dimension L. Therefore, for example, in an existing absorber, the groove portion formed in the absorber is replaced with the hole portion 34, whereby the sensitivity of the pedestrian collision detection sensor 40 with respect to the corner portion 16 of the vehicle V can be improved.

  In the first to third embodiments, the bumper cover 12, the bumper RF 20, and the absorber 30 are curved so as to protrude forward in plan view. However, the bumper cover 12, bumper The forms of the RF 20 and the absorber 30 can be appropriately changed corresponding to the design of various vehicles. For example, the vehicle width direction intermediate portion (a portion between the pair of left and right front side members FS) of the bumper RF20 is formed to extend linearly in the vehicle width direction, and the vehicle width direction outer portion of the bumper RF20 is formed in the vehicle width direction. You may bend to the back side as it goes outside. In this case, the bumper cover 12 and the absorber 30 are similarly formed corresponding to the form of the bumper RF20.

  Further, in the first to third embodiments, the pressure tube 42 is smoothly curved and held by the absorber 30 so as to protrude forward in plan view. The form is not limited to this. For example, the pressure tube 42 disposed in the absorber side portion 30S may be bent in a crank shape forward in a plan view so that the front-rear dimension L from the front surface 30F of the absorber 30 to the pressure tube 42 is reduced. .

  In the first to third embodiments, the pressure tube 42 is disposed on the front side of the intermediate portion in the vertical direction in the upper part of the bumper RF20. The vertical position of the pressure tube 42 corresponds to various vehicles. And can be set arbitrarily. For example, the pressure tube 42 may be disposed on the front side of the upper end portion of the bumper RF20. Thereby, the collision with the pedestrian and the vehicle V can be detected favorably by the pedestrian collision detection sensor 40. That is, in a collision between the pedestrian and the vehicle V, the pedestrian tends to fall on a hood (not shown) of the vehicle V. For this reason, at the time of a collision between the pedestrian and the vehicle V, a collision load is applied to the absorber 30 from the pedestrian as the collision body to the rear obliquely lower side. Thereby, the pressure tube 42 can be favorably pressed at the time of a collision between the pedestrian and the vehicle V by arranging the pressure tube 42 on the upper end side of the absorber 30. Therefore, the pedestrian collision detection sensor 40 can satisfactorily detect a pedestrian collision with the vehicle V.

  Further, in the first to third embodiments, the thickness dimension of the absorber 30 is set to be constant in the vehicle width direction. However, the thickness dimension of the absorber 30 is changed to various vehicle designs (bumper cover 12). (Inclination angle with respect to the vehicle width direction) or the like may be set differently in the vehicle width direction. For example, the thickness dimension of the absorber side part 30S may be set smaller than the thickness dimension of the absorber center part 30C.

  In the first embodiment, the absorber center portion 30C is interposed between the pressure tube 42 and the front surface 20F of the bumper RF20 in the absorber center portion 30C. Alternatively, in the absorber center portion 30C, the pressure tube 42 may be adjacent to the front side of the front surface 20F of the bumper RF20 so that the absorber center portion 30C is not interposed between the pressure tube 42 and the front surface 20F of the bumper RF20. Good.

  In the third embodiment, the hole 34 is formed through the absorber 30. However, the hole 34 may be formed as follows. That is, a groove portion opened to the rear side is formed in the absorber 30, and the groove depth of the groove portion is set so as to increase toward the outer side in the vehicle width direction. Then, the hole 34 may be formed by fitting a sub-absorber into the groove so as to close the opening of the groove. In this case, the pressure tube 42 can be held by the absorber 30 by fitting the sub-absorber into the groove so as to close the opening of the groove after the pressure tube 42 is fitted into the groove. Further, since the rear side of the pressure tube 42 is constituted by a sub absorber separate from the absorber 30, for example, by making the hardness (hardness) of the sub absorber higher than the hardness (hardness) of the absorber 30, The tube 42 can be favorably supported by the sub absorber.

  In the first to third embodiments, the example in which the vehicle bumper structures S1 to S3 including the pedestrian collision detection sensor 40 are applied to the front bumper 10 is shown. For example, the vehicle bumper structures S <b> 1 to S <b> 3 including the pedestrian collision detection sensor 40 may be applied to the rear bumper by reversing the above-described respective configurations.

12 Bumper cover 16 Bumper cover corner 20 Bumper reinforcement 30 Absorber 30S Absorber side 30F Front (absorber vehicle front-rear direction outer side)
30R rear (absorber front-rear direction inner side)
40 Pedestrian collision detection sensor 42 Pressure tube L Dimensions in the vehicle front-rear direction from the outer side surface of the absorber in the vehicle front-rear direction to the pressure tube S1 Vehicle bumper structure provided with a pedestrian collision detection sensor S2 Vehicle provided with a pedestrian collision detection sensor Bumper structure S3 Vehicle bumper structure with pedestrian collision detection sensor

Claims (2)

A bumper reinforcement arranged with the vehicle width direction as a longitudinal direction inside the vehicle front-rear direction of the bumper cover provided at the outer end in the vehicle front-rear direction; and
The absorber side portion is formed of a foamed resin material, is adjacent to the vehicle longitudinal direction outer side of the bumper reinforcement and extends in the vehicle width direction, and a portion disposed on the vehicle longitudinal direction inner side of the corner portion of the bumper cover With the assumed absorber,
Is configured to include a the extended and retained pressure tube to the absorber in the vehicle width direction, and outputs a signal corresponding to the pressure change in the pressure tube, the pressure tube from the vehicle longitudinal direction lateral surfaces of the absorber A pedestrian collision detection sensor in which the size of the pressure tube held in the absorber side portion is set smaller than the pressure tube held in the vehicle width direction central portion of the absorber until the vehicle longitudinal dimension is up to and, the possess,
The pressure tube held by the absorber side portion is arranged so as to be separated from the vehicle front-rear direction inner side surface of the absorber as it goes outward in the vehicle width direction in plan view.
A bumper structure for a vehicle provided with a pedestrian collision detection sensor. The vehicular bumper structure provided with the pedestrian collision detection sensor according to claim 1, wherein the pressure tube is integrated with the absorber by integral molding.

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