JP6869912B2 - Vampari Information - Google Patents

Description

The present invention relates to bumper information.

A bumper structure is provided at the front or rear of the vehicle body to receive a collision load at the time of a vehicle collision. Various bumper reinforcements that absorb collision energy as a core material with a bumper structure have been developed (see Patent Document 1). Specifically, the bumper reinforcement closes a long main body member arranged in the vehicle width direction with a U-shaped cross-sectional shape that opens outward in the vehicle front-rear direction, and the opening of the main body member. Inside a closed cross section formed by a lid member arranged in such a manner and receiving a collision load via a pair of flange portions extending substantially perpendicularly outward from both side edges, and the lid member and the main body member. It is provided with an internal reinforcing member having a substantially hexagonal cross section and a tubular shape, which is arranged at the center in the longitudinal direction of the above.

JP-A-2017-88058

In the bumper reinforcement described in Patent Document 1, the internal reinforcing member prevents or suppresses the cross-sectional collapse of the closed cross-sectional shape of the bumper reinforcement to increase the collision load and significantly absorb the collision energy. It is being increased. However, in the bumper reinforcement, when the impact load reaches the maximum load, the stress is concentrated at the load load point and the internal reinforcing member buckles. Therefore, after the impact load reaches the maximum load, the displacement of the impact position is displaced. There is a problem that the supporting load decreases accordingly. Further, although it is conceivable to increase the wall thickness of the internal reinforcing member, there is a problem that the weight of the vehicle increases.

Therefore, the present invention was devised in view of these points, and has substantially the same mass, suppresses buckling of the internal reinforcing member after the collision load reaches the maximum load, and absorbs collision energy. The challenge is to provide bumper energy that can further increase the number of vehicles.

In order to solve the above problems, in the first invention, a main body member having a U-shaped cross section that opens outward in the vehicle front-rear direction and both side edges are bent outward in the vehicle front-rear direction. Then, they are overlapped and joined to both inner side surfaces of the opening end portion of the main body member so as to close the opening of the main body member, and a pair extending outward from both side edges in the vehicle vertical direction. It is provided with a long lid member that receives a collision load via a flange portion, and an internal reinforcing member that is arranged in the center of the closed cross section formed by the main body member and the lid member in the longitudinal direction. The internal reinforcing member is formed in a tubular shape having a substantially rectangular cross section, and is between both side wall portions of the main body member in a state where both ends in the longitudinal direction are joined to the bottom surface portion of the main body member and the lid member. Arranged so as to form a predetermined gap, the bottom surface portion of the main body member and the central portion in the longitudinal direction of each surface facing the lid member are recessed inward with a predetermined width along the longitudinal direction and abut against each other. It has a pair of recesses that are joined in a state, and in the predetermined gap, when a collision load is applied to the central portion in the longitudinal direction via the pair of flange portions, both side wall portions of the main body member are deformed inward. It is a bumper reinforcement that is formed so as to come into contact with the internal reinforcing member.

In the first aspect of the present invention, the pair of recesses are joined in a state of being in contact with each other for a predetermined length in the longitudinal direction, and the abutting portions are joined from both ends in the longitudinal direction toward the outside in the longitudinal direction. It is a bumpy invention that is formed so that the depth of the depression gradually becomes shallower.

According to the third invention, in the first invention or the second invention, the pair of recesses are provided at the center position in the width direction of the bottom surface portion of the main body member and each surface facing the lid member. Is.

According to the fourth invention, in any one of the first to third inventions, the internal reinforcing member is formed by joining two divided parts each having the recess, and is formed by joining a contact portion of the pair of recesses. The depths of each depression are bumper inventions that are formed to be equal.

In the fifth invention, in any one of the first to fourth inventions, each distance from the center position in the longitudinal direction of the internal reinforcing member to both ends of the abutting portion of the pair of recesses is the internal reinforcing member. It is a bumper reinforcement that is set to 8.7% or more and 10% or less with respect to the total length and is formed so as to be equal to each other.

The sixth invention is, in any one of the first to fifth inventions, a bumper reinforcement in which the abutting portions of the pair of the recesses in contact with each other are joined by welding.

In the present invention, by adopting the configuration of each of the above inventions, the bumper reinforcement has substantially the same mass, suppresses buckling of the internal reinforcing member after the collision load reaches the maximum load, and absorbs the collision energy. Further increase can be achieved.

It is the schematic which shows the arrangement position of the bumper structure with respect to the automobile body. It is a perspective view which looked at the bumper information according to this embodiment from the left rear. FIG. 3 is an enlarged cross-sectional view taken along the line III-III in FIG. FIG. 2 is a cross-sectional view taken along the line IV-IV of FIG. It is a perspective view which shows an example of the internal reinforcement member which concerns on this embodiment. FIG. 5 is a cross-sectional view taken along the line VI-VI of FIG. It is a figure which shows the concept of a three-point bending analysis condition. It is explanatory drawing which shows the cross-section collapse displacement of the cross section of VIII-VIII arrow view of FIG. It is explanatory drawing which shows the cross-section collapse displacement of the cross section of IX-IX arrow view of FIG. It is a figure which shows the change of the collision withstand load with respect to the displacement amount of the internal reinforcing member of a conventional structure, and the collision energy absorption amount with this embodiment, the modification thereof. It is a table which shows the ratio to the total length of a pair of recesses of each internal reinforcing member. It is a perspective view which shows an example of the internal reinforcement member which formed a pair of recesses over the whole length. It is a perspective view which shows an example of the internal reinforcing member of a conventional structure. It is a top view which shows an example of the stress distribution when the deformation amount at the center position in the longitudinal direction of the internal reinforcing member which the ratio with respect to the total length of a pair of recesses is less than 17.4% is about 120 mm. It is a front view which shows an example of the stress distribution when the deformation amount at the center position in the longitudinal direction of the internal reinforcing member which the ratio with respect to the total length of a pair of recesses is less than 17.4% is about 120 mm. It is a top view which shows an example of the stress distribution when the ratio with respect to the total length of a pair of recesses is 17.4% or more and 20% or less, and the deformation amount at the center position in the longitudinal direction is about 120 mm. It is a front view which shows an example of the stress distribution when the ratio with respect to the total length of a pair of recesses is 17.4% or more and 20% or less, and the deformation amount at the center position in the longitudinal direction is about 120 mm. It is a top view which shows an example of the stress distribution when the ratio to the total length of a pair of recesses is more than 20%, and the amount of deformation of the internal reinforcing member at the center position in the longitudinal direction is about 120 mm, which is less than 100%. It is a front view which shows an example of the stress distribution when the ratio with respect to the total length of a pair of recesses is more than 20%, and the amount of deformation at the center position in a longitudinal direction of an internal reinforcing member less than 100% is about 120 mm. It is a top view which shows an example of the stress distribution when the amount of deformation at the center position in the longitudinal direction of an internal reinforcing member formed by a pair of recesses over the whole length is about 120 mm. It is a front view which shows an example of the stress distribution when the amount of deformation at the center position in the longitudinal direction of an internal reinforcing member formed by a pair of recesses over the whole length is about 120 mm. It is sectional drawing of the central position in the longitudinal direction of the internal reinforcing member which concerns on another 1st Embodiment. It is sectional drawing of the central position in the longitudinal direction of the internal reinforcing member which concerns on another 2nd Embodiment. It is sectional drawing of the central position in the longitudinal direction of the internal reinforcing member which concerns on another 3rd Embodiment. It is sectional drawing of the central position in the longitudinal direction of the internal reinforcing member which concerns on another 4th Embodiment. It is sectional drawing of the central position in the longitudinal direction of the internal reinforcing member which concerns on another 5th Embodiment. It is sectional drawing of the central position in the longitudinal direction of the internal reinforcing member which concerns on another 6th Embodiment. It is sectional drawing of the central position in the longitudinal direction of the internal reinforcing member which concerns on another 7th Embodiment.

First, FIG. 1 shows the arrangement position of the bumper structure 11 in an automobile. The bumper structure 11 is usually arranged in the front portion and the rear portion of the automobile body 12 in the width direction with respect to the automobile body 12. A vehicle interior is formed in the vehicle body 12. The arrow FR appropriately shown in each figure indicates the front side of the vehicle, the arrow RR indicates the rear side of the vehicle, and the arrow UP indicates the upper side of the vehicle. Further, the arrow IN indicates the inside in the vehicle width direction. In the following description, the description regarding the direction shall be made with reference to this direction.

The bumper structure 11 includes a bumper reinforcement 15, a bumper covering member 16, and a bumper support member 18. The bumper reinforcement 15 is arranged as a core material for the strength of the bumper structure 11. The bumper covering member 16 is arranged so as to cover the front surface of the bumper reinforcement 15. The bumper covering member 16 is arranged on the outermost surface of the bumper structure 11 and is configured in consideration of appearance. It is usually made of a resin suitable for molding a design.

The bumper support member 18 is arranged between the frame member (not shown) of the automobile body 12 and the bumper information 15 at positions on both sides of the bumper reinforcement 15 in the longitudinal direction (width direction when viewed from the automobile body 12). ing. Then, the bumper support member 18 transmits the collision load received by the bumper information 15 to the vehicle body 12 and supports the vehicle body 12. The embodiments described below will be described by taking the case of the bumper reinforcement 15 disposed at the front portion of the automobile body 12 as an example.

With the above arrangement configuration, the collision load acting on the central portion of the bumper structure 11 due to a head-on collision of an automobile is first received by the bumper covering member 16 and supported by the bumper information 15. The load acting on the bumper reinforcement 15 is received by the automobile body 12 via the bumper support members 18 arranged on both sides of the bumper reinforcement 15.

FIG. 2 shows a state in which the arrangement relationship between the bumper reinforcement 15 and the bumper support member 18 is viewed from diagonally left rearward. As shown in FIG. 2, the bumper reinforcement 15 is composed of a main body member 21, a lid member 22, and an internal reinforcing member 25 arranged in the X range of the central portion in the longitudinal direction. Each of these members 21, 22 and 25 is made of steel. At least the X range in the central portion of the bumper reinforcement 15 in the longitudinal direction is formed in a linear tubular shape along the vehicle width direction with a constant cross-sectional shape, and an internal reinforcing member 25 is arranged inside.

Further, in the bumper reinforcement 15, both outer portions in the longitudinal direction from the X range are gradually inclined inward in the vehicle front-rear direction toward the outside in the longitudinal direction, and the width in the vehicle front-rear direction is gradually narrowed. It is formed in a shape, and is formed in a substantially bow shape in a plan view as a whole. The X range in which the internal reinforcing member 25 is arranged is preferably in the range of about 25% to 40% of the total length of the bumper reinforcement 15.

FIG. 3 shows the cross-sectional structure of the bumper reinforcement 15 shown in FIG. 2 at the central position of the X range. FIG. 4 shows a cross-sectional structure at the longitudinal end of the internal reinforcing member 25 of the bumper reinforcement 15 shown in FIG. As shown in FIGS. 3 and 4, the main body member 21 is formed as a long member having a U-shaped cross section, so that the U-shaped opening faces outward in the front-rear direction of the vehicle, that is, an automobile. It is arranged in a state of being opened outward when viewed from the vehicle interior formed by the vehicle body 12.

In the bottom surface portion 21A of the main body member 21, a reinforcing groove 21B recessed inward to a predetermined depth (for example, a depth of about 3 mm to 5 mm) is formed in the central portion in the width direction (vertical direction of the vehicle) over the entire length. ing. The reinforcing groove 21B is formed to have a width substantially the same as the width on the opening side of a pair of inwardly recessed U-shaped recesses 26 formed on both side walls of the internal reinforcing member 25 in the vehicle front-rear direction. The internal reinforcing member 25 is abutted against the rear wall portion 25A on the rear side in the vehicle front-rear direction, and is welded and joined by spot welding 27.

The point welding 27 may be spot welding, arc welding, laser welding or the like, and is appropriately selected and performed. The same applies to the welded parts by spot welding, which will be described later. In addition, in FIG. 3 and FIG. 4, the welded portion is indicated by a cross. Further, as shown in FIG. 2, the widths of both outer portions of the main body member 21 in the longitudinal direction of both side wall portions 21C and 21D in the longitudinal direction are gradually narrowed toward the outside in the longitudinal direction. Is formed in.

The lid member 22 is arranged as a member that closes the U-shaped opening of the main body member 21, and is a contact surface that receives a load at the time of a vehicle collision. The lid member 22 is formed as a long plate-shaped member having a shape that closes the entire opening of the main body member 21. In the joint between the lid member 22 and the main body member 21, both end portions 22B and 22C of the lid member 22 are overlapped on the inner side surfaces of the open end portions of the main body member 21 having a U-shaped cross section. Is done. In order to form such a superposed form, in the present embodiment, both end portions 22B and 22C of the lid member 22 are formed by being curved in a concave shape in the direction of the bottom surface portion 21A of the main body member 21.

A reinforcing groove 22A that is recessed inward to a predetermined depth (for example, a depth of about 3 mm to 5 mm) is formed in the central portion of the lid member 22 in the width direction (vertical direction of the vehicle) over the entire length. The reinforcing groove 22A is formed to have a width substantially the same as the width on the opening side of a pair of inwardly recessed U-shaped recesses 26 formed on both side walls of the internal reinforcing member 25 in the vehicle front-rear direction. The internal reinforcing member 25 is in contact with the front wall portion 25B on the front side in the vehicle front-rear direction, and is welded and joined by spot welding 28 such as laser welding.

The joint between both end portions 22B and 22C of the lid member 22 and the inner side surfaces of the open end portions of the side wall portions 21C and 21D of the main body member 21 is welded by spot welding 29. The joints between the side wall portions 21C and 21D of the main body member 21 where the spot welding 29 is performed and the both end portions 22B and 22C of the lid member 22 are along the same direction as the action direction of the collision load on the contact surface of the lid member 22. The shearing force acts on the joints of the spot welds 29 due to the collision load.

The flange portions 23B and 23C extend outward from the ends of both end portions 22B and 22C of the lid member 22 in the vertical direction of the vehicle. That is, the arrangement directions of the flange portions 23B and 23C are the same as the plane shape direction along the virtual line M connecting the opening ends of the main body member 21 having a U-shaped cross section, and the opening of the main body member 21. It is in the outward direction away from the end.

Further, the arrangement positions of the flange portions 23B and 23C are positions protruding outward in the vehicle front-rear direction by a distance H from the virtual line M. This pop-out direction is a direction facing the input direction of the collision load. As a result, the action of the collision load acts on the flange portions 23B and 23C quickly, and as an acting force that deforms the side wall portions 21C and 21D of the main body member 21 inward through the flange portions 23B and 23C. work.

Next, the internal reinforcing member 25 arranged at the center in the longitudinal direction inside the closed cross section formed by the main body member 21 and the lid member 22 will be described with reference to FIGS. 3 to 6. As shown in FIGS. 3 to 6, the internal reinforcing member 25 is formed by being divided into a front reinforcing member 31A having a U-shaped cross section and a rear reinforcing member 31B, and the overlapping surface is formed by laser welding or the like. It is welded and joined by spot welding 32 to be integrated. By making the front reinforcing member 31A and the rear reinforcing member 31B have the same cross-sectional shape, it is possible to share parts and reduce the manufacturing cost. The front reinforcing member 31A and the rear reinforcing member 31B may be welded and joined by abutting the U-shaped opening-side ends.

The internal reinforcing member 25 is composed of a rear wall portion 25A, a front wall portion 25B, an upper wall portion 25C, and a lower wall portion 25D, and is formed as a substantially rectangular box cross-sectional shape. As described above, the rear wall portion 25A is abutted against the inwardly recessed reinforcing groove 21B formed in the bottom surface portion 21A of the main body member 21, and is welded and joined by spot welding 27. It is abutted against the inwardly recessed reinforcing groove 22A formed in the member 22, and is welded and joined by spot welding 28. Further, the upper wall portion 25C and the lower wall portion 25D are arranged with a predetermined gap from the side wall portions 21C and 21D of the main body member 21. This is because, as will be described later, when the side wall portions 21C and 21D of the main body member 21 are deformed by the collision load, the wall portions 21C and 21D are easily bent inward and the deformation to the outside is suppressed.

As shown in FIGS. 3, 5, and 6, the internal reinforcing member 25 is located inside the center of the rear wall portion 25A and the front wall portion 25B in the width direction (vertical direction of the vehicle) at the center position in the longitudinal direction. The U-shaped recess 26 having a U-shaped cross section is formed so as to be symmetrical with respect to the center position of the total length L0 with a length of 2L1 of the bottom surface portion 26A along the longitudinal direction. Further, the bottom surface portion (contact portion) 26A of each recess 26 is welded and joined by spot welding 33 such as laser welding in a state of being in contact with each other. In addition, in FIG. 3 and FIG. 6, the welded portion is indicated by a cross.

Therefore, the recess depth of the bottom surface portion 26A of each recess 26 is formed so as to be about ½ of the width of the upper wall portion 25C and the lower wall portion 25D. Further, a pair of inclined bottom surface portions 26B having a length 2L1 of the bottom surface portion 26A of each recess 26 gradually become shallower toward the outside in the longitudinal direction from both ends in the longitudinal direction. It is formed so as to be symmetrical with respect to the center position of the total length L0 at L2. Therefore, as shown in FIGS. 4 to 6, the cross-sectional shape of the internal reinforcing member 25 at the portion outside the longitudinal direction of the pair of inclined bottom surface portions 26B is the cross-sectional shape of the box having a substantially rectangular shape. Is formed as.

Further, by forming a pair of inclined bottom surface portions 26B in which the depth of the recess gradually becomes shallower toward the outside in the longitudinal direction from both ends in the longitudinal direction of the bottom surface portions 26A of each recess 26, the collision load is centered in the longitudinal direction. When it is received by a portion, stress concentration at both ends of the bottom surface portion 26A of each recess 26 in the longitudinal direction can be suppressed, and buckling due to a collision load in the pair of recesses 26 of the internal reinforcing member 25 can be effectively suppressed. ..

The internal reinforcing member 25 arranged in the closed cross-sectional shape formed by the main body member 21 and the lid member 22 is fixed before the lid member 22 is welded to the main body member 21 by spot welding 29. The internal reinforcing member 25 formed in the shape of the box cross section is placed in the closed cross-sectional shape, and the lid member 22 is welded and joined by spot welding 29 to bring the internal reinforcing member 25 into a sealed state. In this state, the upper wall portion 25C of the internal reinforcing member 25 and the reinforcing groove 22A of the lid member 22 are welded and joined from the outside of the lid member 22 by spot welding 28 such as laser welding. Further, the lower wall portion 25D of the internal reinforcing member 25 and the reinforcing groove 21B of the main body member 21 are welded and joined from the outside of the main body member 21 by spot welding 27 such as laser welding.

Next, the action of the bumper reinforcement 15 shown in FIGS. 2 to 4 at the time of a head-on collision will be described with reference to FIGS. 7 to 9. FIG. 7 shows the three-point bending analysis conditions in which the evaluation test of the bumper reinforcement 15 was performed. FIG. 8 shows the process of deformation of the cross-sectional shape at the center position in the longitudinal direction of the bumper reinforcement 15 shown in FIG. FIG. 9 shows the process of deformation of the cross-sectional shape at the longitudinal end of the internal reinforcing member 25 of the bumper reinforcement 15 shown in FIG.

As shown in FIG. 7, the three-point bending analysis condition is that the bumper reinforcement 15 is supported by the support member 41 at a position corresponding to the installation position of the bumper support member 18, and the lid member 22 is located at the center position in the longitudinal direction in the vehicle front-rear direction. A collision load is applied from the front side by an impactor (load load member) 42.

Therefore, as shown in FIGS. 8 and 9, when the impact load is applied by the impactor 42, the impactor 42 first starts from the ends 22B and 22C (see FIGS. 3 and 4) of both ends 22B and 22C of the lid member 22. It extends outward in the vertical direction of the vehicle and comes into contact with the flange portions 23B and 23C protruding outward by a distance H from the opening end of the main body member 21 having a U-shaped cross section. Then, the impactor 42 abuts on the lid member 22 after deforming the flange portions 23B and 23C diagonally rearward in the vehicle front-rear direction. Due to this collision load, the spot welding 29 (see FIGS. 3 and 4) forming the joint surface between the end portions 22B and 22C of the lid member 22 and the side wall portions 21C and 21D of the main body member 21 is sheared. The acting force in the direction acts to increase the collision-resistant load.

Further, since the flange portions 23B and 23C are deformed diagonally rearward in the vehicle front-rear direction, the side wall portions 21C and 21D of the main body member 21 are placed on the inward side, that is, the upper wall portion 25C and the lower wall portion of the internal reinforcing member 25. Deform in the 25D direction. Due to this deformation, there is no gap between the side wall portions 21C and 21D of the main body member 21 and the upper wall portion 25C and the lower wall portion 25D of the internal reinforcing member 25, and they come into contact with each other. Deformation of parts 21C and 21D is suppressed. As a result, the cross-sectional collapse of the side wall portions 21C and 21D of the main body member 21 forming the closed cross-sectional shape can be suppressed to a larger collision load state.

Further, as shown in FIG. 9, the cross-sectional shape of the internal reinforcing member 25 is formed as a substantially rectangular box cross-sectional shape over substantially the entire length, and the front wall portion 25B is spot-welded to the lid member 22 (28). The rear wall portion 25A is welded and joined to the bottom surface portion 21A of the main body member 21 by spot welding 27 (see FIG. 4). As a result, the portion of the internal reinforcing member 25 outside the pair of recesses 26 in the longitudinal direction can receive a collision load due to the substantially rectangular cross-sectional shape of the box, increasing the collision resistance load and absorbing collision energy (EA). ) The amount can be increased.

Further, as shown in FIG. 8, the bottom surface portions 26A of the pair of recesses 26 of the internal reinforcing member 25 are welded and joined by spot welding 33 (see FIG. 3) in a state of being in contact with each other. As a result, the collision load is supported by the opposing side wall portions 26C and 26D on the inner side surfaces of the pair of recesses 26 formed along the longitudinal direction in the central portion of the internal reinforcing member 25 in the longitudinal direction. Therefore, buckling at the central position in the longitudinal direction of the internal reinforcing member 25 can be suppressed, and the amount of collision energy absorption (EA) can be further increased.

Further, at the central portion of the internal reinforcing member 25 in the longitudinal direction, the bottom surface of a predetermined length 2L1 (for example, a length of about 17.4% to 20% of the total length L0 of the internal reinforcing member 25) along the longitudinal direction. Since the pair of recesses 26 having the portion 26A are formed, it is possible to suppress an increase in the mass of the bumper reinforcement 15. Further, the deformation of the substantially rectangular box cross-sectional shape of the bumper reinforcement 15 is suppressed, the cross-sectional collapse is suppressed, and the collision resistance load can be further increased.

Further, since the pair of recesses 26 are provided at the center positions in the width direction of the bottom surface portion 21A of the main body member 21, the rear wall portion 25A facing the lid member 22, and the front wall portion 25B, the internal reinforcing member 25 is provided in the longitudinal direction. The cross section at the center position has a symmetrical shape in the vertical direction of the vehicle. As a result, the collision load is evenly supported in the vertical direction of the vehicle, so that buckling of the internal reinforcing member 25 at the central position in the longitudinal direction can be suppressed, and the amount of collision energy absorption (EA) can be further increased. ..

Next, the lengths of the pair of recesses 26 of the internal reinforcing member 25 configured as described above in the longitudinal direction are variously changed with respect to the displacement amount of the impactor 42 analyzed under the three-point bending analysis conditions shown in FIG. The change in the load of the bumper displacement 15 and the amount of energy absorption (EA) will be described with reference to FIGS. 10 to 20. FIG. 10 shows the three-point bending analysis conditions shown in FIG. 7 for the bumper energy 15 provided with the internal reinforcing members 25 of each of the five types Y1 to Y5 in which the lengths of the pair of recesses 26 in the longitudinal direction are variously changed. It is a diagram which shows the change of the load with respect to the displacement amount of the impactor 42 analyzed by the above, and the energy absorption (EA) amount in comparison.

First, with respect to each form Y1 to Y5 of the internal reinforcing member 25 corresponding to each change in the load of the bumper reinforcement 15 shown in FIG. 10 and each diagram of the amount of energy absorption (EA), FIGS. 5, 6, and 11 to 13 The explanation will be based on. As shown in FIG. 6, the ratio P (%) of the length [2L1] of the bottom surface portion 26A welded and joined by the spot welding 33 of the recess 26 to the total length [L0] of the internal reinforcing member 25 is expressed by the following formula. Calculated in (1). Further, the bottom surface portion 26A of the recess 26 is formed in a rectangular shape having a length 2L1 symmetrical with respect to the central position in the longitudinal direction of the internal reinforcing member 25 and being horizontally long in the front view.
P = 2L1 ÷ L0 × 100 ... (1)

As shown in FIG. 11, in the form Y1 of the internal reinforcing member 25, the ratio P of the length [2L1] of the bottom surface portion 26A welded and joined by the spot welding 33 of the recess 26 to the total length [L0] of the internal reinforcing member 25. (%) Is in the form of P = 0 (%). That is, as shown in FIG. 12, the form Y1 of the internal reinforcing member 25 does not have the recesses 26 formed in the front wall portion 25B and the rear wall portion 25A, that is, does not have a pair of recesses 26 and extends over the entire length. This is a form of the prior art formed in a tubular shape having a substantially rectangular cross section.

Further, as shown in FIG. 11, the form Y2 of the internal reinforcing member 25 has a length [2L1] of the bottom surface portion 26A welded and joined by spot welding 33 of the recess 26 with respect to the total length [L0] of the internal reinforcing member 25. The ratio P (%) is in the form of P <17.4 (%). In the form Y3 of the internal reinforcing member 25, the ratio P (%) of the length [2L1] of the bottom surface portion 26A welded and joined by the spot welding 33 of the recess 26 to the total length [L0] of the internal reinforcing member 25 is 17. It is in the form of 4 (%) ≤ P ≤ 20.0 (%). In the form Y4 of the internal reinforcing member 25, the ratio P (%) of the length [2L1] of the bottom surface portion 26A welded and joined by the spot welding 33 of the recess 26 to the total length [L0] of the internal reinforcing member 25 is 20 (%). %) <P <100 (%).

That is, as shown in FIGS. 5 and 6, each form Y2 to Y4 of the internal reinforcing member 25 has a predetermined length shorter than the total length L0 in the longitudinal direction at the central portion in the width direction of the front wall portion 25B and the rear wall portion 25A. The recesses 26 are formed, that is, they have a pair of recesses 26 having a predetermined length shorter than the total length L0 in the longitudinal direction. The bottom surface portions 26A of the pair of recesses 26 of the internal reinforcing member 25 are welded and joined by spot welding 33 such as laser welding in a state of being in contact with each other. Therefore, both ends of the internal reinforcing member 25 in the longitudinal direction are formed in a tubular shape having a substantially rectangular box cross-sectional shape.

Further, as shown in FIG. 11, the form Y5 of the internal reinforcing member 25 has a length [2L1] of the bottom surface portion 26A welded and joined by spot welding 33 of the recess 26 with respect to the total length [L0] of the internal reinforcing member 25. The ratio P (%) is in the form of P = 100 (%). That is, as shown in FIG. 13, in the form Y5 of the internal reinforcing member 25, the bottom surface portion 26A of the recess 26 is formed in the central portion in the width direction over the entire length of each of the front wall portion 25B and the rear wall portion 25A. It is a form. Then, each bottom surface portion 26A of the pair of recesses 26 of the internal reinforcing member 25 is welded and joined by spot welding 33 such as laser welding in a state of being in contact with each other.

Subsequently, the change in load and the amount of energy absorption (EA) analyzed under the three-point bending analysis conditions of the bumper reinforcement 15 provided with the internal reinforcing members 25 of each of the five types Y1 to Y5 configured as described above. Will be described with reference to FIGS. 10 and 14 to 21.

The total length of the bumper reinforcement 15 is about 800 mm, and the width in the front-rear direction of the vehicle is about 60 mm to 70 mm. The total length of the internal reinforcing member 25 is about 240 mm. The impactor 42 has a diameter of about 254 mm and a length of about 272 mm. The displacement amount of the impactor 42 was set to 150 mm. The amount of energy absorption (EA) was obtained by integrating the displacement amounts of 0 mm to 150 mm for each diagram of Y1 (load) to Y5 (load). Further, in FIGS. 14 to 21, the stress distribution of the internal reinforcing member 25 is shown with black and white shades, and the darker the shades, the greater the stress.

As shown in FIG. 10, the change in the load of the bumper reinforcement 15 provided with the internal reinforcing member 25 of the prior art of the form Y1 shown in the diagram of Y1 (load) is such that the displacement amount of the impactor 42 is about 40 mm. After reaching a peak load of about 310 kN, the internal reinforcing member 25 buckled and the load gradually decreased. Further, as shown in the diagram of Y1 (EA amount), the amount of energy absorption (EA) until the displacement amount of the bumper reinforcement 15 provided with the internal reinforcing member 25 of the form Y1 reaches 150 mm is about 28. It was .5 kJ.

Further, the internal reinforcing member 25 of the form Y2 shown in the diagram of Y2 (load), that is, the bumper provided with the internal reinforcing member 25 in which the ratio P (%) of the recess 26 is P <17.4 (%). The change in the load of the relief 15 increased until the displacement of the impactor 42 reached about 40 mm, reaching a load of about 275 kN. After that, the load of the bumper reinforcement 15 gradually increases until the displacement of the impactor 42 reaches about 90 mm, and after reaching the peak load of about 330 kN, the internal reinforcement is performed until the displacement reaches about 150 mm. The member 25 buckled and the load was gently reduced.

For example, as shown in FIGS. 14 and 15, when the displacement amount of the impactor 42 reaches about 120 mm, the internal reinforcing member (internal R / F) 25 of the form Y2 is formed in the central portion in the longitudinal direction. Stress concentration is generated around the bottom surface portion 26A of the pair of recesses 26, and buckling occurs at the central portion in the longitudinal direction. Further, as shown in FIG. 10, as shown in the diagram of Y2 (EA amount), energy absorption (energy absorption until the displacement amount of the bumper reinforcement 15 provided with the internal reinforcing member 25 of the form Y2 reaches 150 mm). The amount of EA) was about 37 kJ.

Further, the change in the load of the bumper reinforcement 15 provided with the internal reinforcing member 25 of the form Y3 shown in the diagram of Y3 (load) increases until the displacement amount of the impactor 42 reaches about 40 mm, and is about. A load of 275 kN was reached. After that, the load of the bumper reinforcement 15 gradually increases until the displacement amount of the impactor 42 reaches about 63 mm, and after reaching the peak load of about 330 kN, it reaches about 330 kN until the displacement amount reaches about 110 mm. The peak load of was maintained. After that, the load of the bumper reinforcement 15 was greatly flexed without buckling until the displacement amount reached about 150 mm, and the load was gently reduced.

For example, as shown in FIGS. 16 and 17, when the displacement amount of the impactor 42 reaches about 120 mm, the internal reinforcing member (internal R / F) 25 of the form Y3 is substantially uniform over the entire length. It has a stress distribution and is greatly deflected without buckling. Further, as shown in FIG. 10, as shown in the diagram of Y3 (EA amount), energy absorption (energy absorption until the displacement amount of the bumper reinforcement 15 provided with the internal reinforcing member 25 of the form Y3 reaches 150 mm). The amount of EA) was about 42 kJ.

Further, the change in the load of the bumper reinforcement 15 provided with the internal reinforcing member 25 of the form Y4 shown in the diagram of Y4 (load) increases until the displacement amount of the impactor 42 reaches about 40 mm. A load of 275 kN was reached. After that, the load of the bumper reinforcement 15 gradually increases until the displacement amount of the impactor 42 reaches about 63 mm, and after reaching the peak load of about 330 kN, it reaches about 330 kN until the displacement amount reaches about 85 mm. The peak load of was maintained.

After that, the load of the bumper reinforcement 15 was gradually reduced by buckling of the internal reinforcing member 25 until the displacement amount reached about 150 mm. For example, as shown in FIGS. 18 and 19, when the displacement amount of the impactor 42 reaches about 120 mm, the internal reinforcing member (internal R / F) 25 of the form Y4 has a pair of recesses 26 in the longitudinal direction. At the central position, stress concentration is generated in the outer portion in the vertical direction of the vehicle from the pair of recesses 26, and buckling occurs in the central portion in the longitudinal direction. Further, as shown in FIG. 10, as shown in the diagram of Y4 (EA amount), energy absorption (energy absorption until the displacement amount of the bumper reinforcement 15 provided with the internal reinforcing member 25 of the form Y4 reaches 150 mm). The amount of EA) was about 39 kJ.

Further, the change in the load of the bumper reinforcement 15 provided with the internal reinforcing member 25 of the form Y5 shown in the diagram of Y5 (load) increases until the displacement amount of the impactor 42 reaches about 40 mm, and is about. A load of 310 kN was reached. After that, the load of the bumper reinforcement 15 gradually increases until the displacement of the impactor 42 reaches about 50 mm, and after reaching the peak load of about 330 kN, the internal reinforcement is performed until the displacement reaches about 150 mm. The member 25 buckled and the load was gently reduced.

For example, as shown in FIGS. 20 and 21, when the displacement amount of the impactor 42 reaches about 120 mm, the internal reinforcing member (internal R / F) 25 of the form Y5 moves up and down the vehicle at the center position in the longitudinal direction. Stress concentration occurs along the direction and buckles at the center in the longitudinal direction. Further, as shown in FIG. 10, as shown in the diagram of Y5 (EA amount), energy absorption (energy absorption until the displacement amount of the bumper reinforcement 15 provided with the internal reinforcing member 25 of the form Y5 reaches 150 mm). The amount of EA) was about 36 kJ.

Therefore, as shown in FIG. 10, among the internal reinforcing members 25 of the respective forms Y1 to Y5, the amount of energy absorption (EA) of the bumper reinforcement 15 including the internal reinforcing members 25 of the respective forms Y2 to Y5 is determined by the prior art. The amount of energy absorption (EA) of the bumper reinforcement 15 provided with the internal reinforcing member 25 of the embodiment Y1 can be significantly increased. That is, the internal reinforcing member 25 of each of the forms Y2 to Y5 suppresses the deformation of the closed cross section of the bumper reinforcement 15 as compared with the internal reinforcing member 25 of the prior art form Y1, the cross-section collapse is suppressed, and energy absorption (EA). ) The amount can be increased. As a result, it is possible to reduce the burden on the vehicle body 12 that finally receives the collision load.

In particular, among the internal reinforcing members 25 of the respective forms Y2 to Y5, the internal reinforcing member 25 of the form Y3, that is, the internal reinforcing member 25 having the length [2L1] (see FIG. 6) of the bottom surface portion 26A of the pair of recesses 26. The bumper energy 15 provided with the internal reinforcing member 25 formed so that the ratio P (%) to the total length [L0] (see FIG. 6) is 17.4 (%) ≤ P ≤ 20.0 (%) is a seat. It can be greatly bent without bending, and the maximum amount of energy absorption (EA) can be increased.

Although the bumper information 15 which embodies the bumper information according to the present invention has been described in detail above, the bumper information according to the present invention is not limited to the above-described embodiment and deviates from the gist of the present invention. It goes without saying that various improvements, modifications, additions, and deletions can be made within the range not specified. For example, it may be as follows. In the following description, the same reference numerals as the configurations of the bumper reinforcement 15 and the internal reinforcing member 25 according to the embodiment of FIGS. 1 to 21 are the same as those of the bumper reinforcement 15 and the internal reinforcing member 25 according to the embodiment. It indicates the same or equivalent part as the configuration and the like.

[Other First Embodiment]
(A) For example, the internal reinforcing member 51 shown in FIG. 22 may be used instead of the internal reinforcing member 25 shown in FIGS. 3 and 5. As shown in FIG. 22, the internal reinforcing member 51 is formed by being divided into two parts, a front reinforcing member 52A having a substantially U-shaped cross section and a rear reinforcing member 52B whose width in the vertical direction of the vehicle on the opening side gradually increases. The overlapped surfaces are welded and joined by spot welding 53 such as laser welding to be integrated.

As a result, the internal reinforcing member 51 is formed as a box cross-sectional shape having a substantially hexagonal cross section. Further, the internal reinforcing member 51 is brought into contact with the inwardly recessed reinforcing groove 21B formed in the bottom surface portion 21A of the main body member 21, and is welded to the rear wall portion 51A and the lid member 22 by spot welding. It has a front wall portion 51B that is abutted against the formed reinforcing groove 22A that is recessed inward and is welded and joined by spot welding.

At the center position in the longitudinal direction of the internal reinforcing member 51, a concave portion having a U-shaped cross section that opens in the entire width direction (vertical direction of the vehicle) of the rear wall portion 51A and the front wall portion 51B and is recessed inward. 26 is formed along the longitudinal direction so as to be symmetrical with respect to the center position of the total length L0 with a length of 2L1. Further, the bottom surface portions 26A of each recess 26 are welded and joined by spot welding 55 such as laser welding in a state of being in contact with each other. In FIG. 22, the welded portion is indicated by a cross.

As a result, the bumper reinforcement 15 has an effect of arranging the internal reinforcing member 51 in the X range (see FIG. 2) of the central portion in the longitudinal direction to provide the internal reinforcing member 25 according to the embodiment in the event of a vehicle collision. Can produce the same effect as.

[Other Second Embodiment]
(B) Further, for example, the internal reinforcing member 61 shown in FIG. 23 may be used instead of the internal reinforcing member 25 shown in FIGS. 3 and 5. As shown in FIG. 23, the internal reinforcing member 61 has substantially the same configuration as the internal reinforcing member 25 according to the embodiment. However, in the central portion of the rear wall portion 25A in the width direction (vertical direction of the vehicle), instead of the recess 26, the width of the opening end in the vertical direction is slightly wider than that of the recess 26, and is deepened by a predetermined recess depth. The U-shaped recess 62 having a U-shaped cross section that is recessed inward is formed along the longitudinal direction so as to be symmetrical with respect to the center position of the total length L0 with a length of 2L1.

Further, in the central portion of the front wall portion 25B in the width direction (vertical direction of the vehicle), the width of the opening end in the vertical direction is substantially the same as the width of the opening end of the recess 26 in the vertical direction instead of the recess 26. The U-shaped recess 63 having a U-shaped cross section that is recessed inward so as to be shallower than the recess 26 by a predetermined depth is symmetrical with respect to the center position of the total length L0 with a length of 2L1 along the longitudinal direction. Is formed in. The bottom surface portion (contact portion) 62A of the recess 62 and the bottom surface portion (contact portion) 63A of the recess 63 are formed to have substantially the same width in the vertical direction of the vehicle, and the lasers are in contact with each other. It is welded and joined by spot welding 65 such as welding. In FIG. 23, the welded portion is indicated by a cross.

As a result, the bumper reinforcement 15 has an effect of arranging the internal reinforcing member 61 in the X range (see FIG. 2) of the central portion in the longitudinal direction to provide the internal reinforcing member 25 according to the embodiment in the event of a vehicle collision. Can produce the same effect as.

[Other Third Embodiment]
(C) Further, for example, the internal reinforcing member 71 shown in FIG. 24 may be used instead of the internal reinforcing member 25 shown in FIGS. 3 and 5. As shown in FIG. 24, the internal reinforcing member 71 has substantially the same configuration as the internal reinforcing member 25 according to the embodiment. However, in the central portion of the rear wall portion 25A in the width direction (vertical direction of the vehicle), instead of the recess 26, the vertical width of the opening end is substantially the same as the vertical width of the opening end of the recess 26, and The U-shaped recess 72 having a U-shaped cross section that is recessed inward so as to be shallower than the recess 26 by a predetermined depth is symmetrical with respect to the center position of the total length L0 with a length of 2L1 along the longitudinal direction. It is formed.

Further, in the central portion of the front wall portion 25B in the width direction (vertical direction of the vehicle), instead of the recess 26, the width of the opening end in the vertical direction is slightly wider than that of the recess 26, and is deepened by a predetermined recess depth. The U-shaped recess 73 having a U-shaped cross section that is recessed inward is formed along the longitudinal direction so as to be symmetrical with respect to the center position of the total length L0 with a length of 2L1. The bottom surface portion (contact portion) 72A of the recess 72 and the bottom surface portion (contact portion) 73A of the recess 73 are formed to have substantially the same width in the vertical direction of the vehicle, and the lasers are in contact with each other. It is welded and joined by spot welding 75 such as welding. In FIG. 24, the welded portion is indicated by a cross.

As a result, the bumper reinforcement 15 has an effect of arranging the internal reinforcing member 71 in the X range (see FIG. 2) of the central portion in the longitudinal direction to provide the internal reinforcing member 25 according to the embodiment in the event of a vehicle collision. Can produce the same effect as.

[Other Fourth Embodiment]
(D) Further, for example, the internal reinforcing member 81 shown in FIG. 25 may be used instead of the internal reinforcing member 25 shown in FIGS. 3 and 5. As shown in FIG. 25, the internal reinforcing member 81 has substantially the same configuration as the internal reinforcing member 25 according to the embodiment. However, in the substantially central portion of the rear wall portion 25A in the width direction (vertical direction of the vehicle), instead of the recess 26, the width of the opening end in the vertical direction is slightly wider than the recess 26 in the vertical direction of the vehicle. A U-shaped recess 82 having a U-shaped cross section that is recessed inward so as to have the same recess depth is formed along the longitudinal direction so as to be symmetrical with respect to the center position of the total length L0 with a length of 2L1.

Further, in the substantially central portion of the front wall portion 25B in the width direction (vertical direction of the vehicle), instead of the recess 26, the width of the opening end in the vertical direction extends downward to the lower end edge of the front wall portion 25B in the vertical direction of the vehicle. A U-shaped recess 83 having a U-shaped cross section that expands and is recessed inward so as to have the same recess depth is formed along the longitudinal direction so as to be symmetrical with respect to the center position of the total length L0 with a length of 2L1. Has been done. The bottom surface portion (contact portion) 82A of the recess 82 and the bottom surface portion (contact portion) 83A of the recess 83 are formed to have substantially the same width in the vertical direction of the vehicle, and the lasers are in contact with each other. It is welded and joined by spot welding 85 such as welding. In FIG. 25, the welded portion is indicated by a cross.

As a result, the bumper reinforcement 15 has an effect of arranging the internal reinforcing member 81 in the X range (see FIG. 2) of the central portion in the longitudinal direction to provide the internal reinforcing member 25 according to the embodiment in the event of a vehicle collision. Can produce the same effect as.

[Other Fifth Embodiment]
(E) Further, for example, the internal reinforcing member 91 shown in FIG. 26 may be used instead of the internal reinforcing member 25 shown in FIGS. 3 and 5. As shown in FIG. 26, the internal reinforcing member 91 has substantially the same configuration as the internal reinforcing member 25 according to the embodiment. However, in the substantially central portion of the rear wall portion 25A in the width direction (vertical direction of the vehicle), the width of the opening end in the vertical direction is increased to the upper end edge of the front wall portion 25B in the vertical direction of the vehicle instead of the recess 26. A U-shaped recess 92 having a U-shaped cross section that expands and is recessed inward so as to have the same recess depth is formed along the longitudinal direction so as to be symmetrical with respect to the center position of the total length L0 with a length of 2L1. Has been done.

Further, in the substantially central portion of the front wall portion 25B in the width direction (vertical direction of the vehicle), instead of the recess 26, the width of the opening end in the vertical direction is slightly wider than the recess 26 in the vertical direction of the vehicle. A U-shaped recess 93 having a U-shaped cross section that is recessed inward so as to have the same recess depth is formed along the longitudinal direction so as to be symmetrical with respect to the center position of the total length L0 with a length of 2L1. The bottom surface portion (contact portion) 92A of the recess 92 and the bottom surface portion (contact portion) 93A of the recess 93 are formed to have substantially the same width in the vertical direction of the vehicle, and the lasers are in contact with each other. It is welded and joined by spot welding 95 such as welding. In FIG. 26, the welded portion is indicated by a cross.

As a result, the bumper reinforcement 15 has an effect of arranging the internal reinforcing member 91 in the X range (see FIG. 2) of the central portion in the longitudinal direction to provide the internal reinforcing member 25 according to the embodiment in the event of a vehicle collision. Can produce the same effect as.

[Other Sixth Embodiment]
(F) Further, for example, the internal reinforcing member 101 shown in FIG. 27 may be used instead of the internal reinforcing member 25 shown in FIGS. 3 and 5. As shown in FIG. 27, the internal reinforcing member 101 has substantially the same configuration as the internal reinforcing member 25 according to the embodiment. However, in the central portion of the rear wall portion 25A and the front wall portion 25B in the width direction (vertical direction of the vehicle), the width of the opening end in the vertical direction is slightly narrower than that of the recess 26 instead of the recess 26, and A U-shaped recess 102 having a U-shaped cross section that is recessed inward so as to have the same recess depth is formed along the longitudinal direction so as to be symmetrical with respect to the center position of the total length L0 with a length of 2L1. Further, the bottom surface portion (contact portion) 102A of each recess 102 is welded and joined by spot welding 105 such as laser welding in a state of being in contact with each other. In FIG. 27, the welded portion is indicated by a cross.

As a result, the bumper reinforcement 15 has an effect of arranging the internal reinforcing member 101 in the X range (see FIG. 2) of the central portion in the longitudinal direction to provide the internal reinforcing member 25 according to the embodiment in the event of a vehicle collision. Can produce the same effect as.

[Other Seventh Embodiment]
(G) Further, for example, the internal reinforcing member 111 shown in FIG. 28 may be used instead of the internal reinforcing member 25 shown in FIGS. 3 and 5. As shown in FIG. 28, the internal reinforcing member 111 has substantially the same configuration as the internal reinforcing member 25 according to the embodiment. However, in the central portion of each of the rear wall portion 25A and the front wall portion 25B in the width direction (vertical direction of the vehicle), a recess 112 that is recessed inward is formed instead of the recess 26.

Similar to the recesses 26, the pair of recesses 112 are provided so that the bottom surface portions (contact portions) 112A provided along the vehicle vertical direction are formed to have substantially the same width in the vehicle vertical direction and are in contact with each other. In this state, it is welded and joined by spot welding 115 such as laser welding. Both side wall portions 112B and 112C extending outward in the vehicle front-rear direction from both end edges in the vehicle vertical direction of each bottom surface portion 112A of the pair of recesses 112 are facing outward in the vehicle front-rear direction. They are formed so as to be close to each other, and are separated by a predetermined distance at the central portions of the rear wall portion 25A and the front wall portion 25B in the width direction (vertical direction of the vehicle).

Therefore, the pair of recesses 112 have an opening 112D that opens narrowly at the center of each of the rear wall portion 25A and the front wall portion 25B in the width direction (vertical direction of the vehicle), and the cross section is outside the vehicle front-rear direction. It is formed in a substantially vertically elongated trapezoidal shape that faces sideways. As a result, the bumper reinforcement 15 has an effect of arranging the internal reinforcing member 111 in the X range (see FIG. 2) of the central portion in the longitudinal direction to provide the internal reinforcing member 25 according to the embodiment in the event of a vehicle collision. Can produce the same effect as.

Further, when the closed cross section of the internal reinforcing member 111 is deformed due to the deformation of the closed cross section of the bumper reinforcement 15 at the time of a vehicle collision, the tip sides of the side wall portions 112B and 112C of each recess 112 are deformed. Each opening 112D is closed by abutting. As a result, since each recess 112 forms a substantially triangular closed cross section, deformation of the closed cross section of the bumper reinforcement 15 is suppressed as compared with the internal reinforcing member 25 according to the embodiment, and cross-section collapse is suppressed, resulting in energy. The amount of absorption (EA) can be increased. As a result, the burden on the automobile body 12 that finally receives the collision load can be further reduced.

(H) Further, the first to sixth inventions have the following effects. For example, according to the bumper reinforcement according to the first invention, by disposing an internal reinforcing member having a pair of recesses on each surface facing the bottom surface portion of the main body member and the lid member, the internal reinforcing member has a pair of recesses, thereby passing through the pair of flange portions. When a collision load is applied to the central portion in the longitudinal direction, both side wall portions of the main body member are deformed inward and come into contact with the internal reinforcing member.

As a result, the collision load is supported by the opposing side wall portions in the vehicle vertical direction on the inner side surfaces of the pair of recesses formed along the longitudinal direction in the central portion in the longitudinal direction of the internal reinforcing member. It is possible to suppress buckling at the center position in the longitudinal direction of the reinforcing member and further increase the amount of collision energy absorbed. Further, since a pair of recesses are formed along the longitudinal direction in the central portion of the internal reinforcing member in the longitudinal direction, it is possible to suppress an increase in the mass of the bumper reinforcement. In addition, deformation of the closed cross section of the bumper reinforcement can be prevented or suppressed, cross-section collapse can be suppressed, and the impact resistance can be increased.

Further, according to the bumper stress according to the second invention, the pair of recesses are formed so that the depth of the recesses gradually becomes shallower from both ends in the longitudinal direction of the respective contact portions toward the outside in the longitudinal direction. Therefore, stress concentration at both ends in the longitudinal direction of each contact portion can be suppressed, and buckling in a pair of recesses of the internal reinforcing member can be effectively suppressed.

Further, according to the bumper reinforcement according to the third invention, since the pair of recesses are provided at the center position in the width direction of the bottom surface portion of the main body member and each surface facing the lid member, the longitudinal direction of the internal reinforcing member The cross section at the center position has a symmetrical shape in the vertical direction of the vehicle. As a result, the collision load is evenly supported in the vertical direction of the vehicle, so that buckling of the internal reinforcing member at the central position in the longitudinal direction can be suppressed, and the amount of collision energy absorbed can be further increased.

Further, according to the bumper reinforcement according to the fourth invention, the internal reinforcing member is formed by joining two divided parts each having a recess, and the depth of each recess of the contact portion of the pair of recesses is determined. It is formed to be equal. As a result, it becomes possible to manufacture the internal reinforcing member by molding it with one part, and it is possible to reduce the manufacturing cost and share the parts.

Further, according to the bumper reinforcement according to the fifth invention, each distance from the central position in the longitudinal direction of the internal reinforcing member to both ends of the contact portion of the pair of recesses is 8. It is set to 7% or more and 10% or less, and is formed so as to be equal to each other. With this configuration, buckling of the internal reinforcing member can be suppressed most, and the amount of collision energy absorbed can be maximized.

Further, according to the bumper reinforcement according to the sixth invention, since the abutting portions of the pair of recesses that come into contact with each other are joined by welding such as spot welding or laser welding, they can be joined quickly with a simple configuration. It is possible to reduce the manufacturing cost.

15 Bampari Information 21 Main body member 21A Bottom part 22 Lid member 23B, 23C Flange part 25, 51, 61, 71, 81, 91, 101, 111 Internal reinforcement member 26, 62, 63, 72, 73, 82, 83, 92, 93, 102, 112 Recesses 26A, 62A, 63A, 72A, 73A, 82A, 83A Bottom surface (contact part)
31A Front reinforcing member 31B Rear reinforcing member 92A, 93A, 102A, 112A Bottom part (contact part)

Claims (5)

A main body member with a U-shaped cross section that opens outward in the front-rear direction of the vehicle,
Both side edges are bent outward in the front-rear direction of the vehicle, and are overlapped and joined to both inner side surfaces of the opening end portion of the main body member so as to close the opening of the main body member. A long lid member that receives a collision load through a pair of flanges that extend outward in the vertical direction of the vehicle.
An internal reinforcing member arranged in the center of the closed cross section formed by the main body member and the lid member in the longitudinal direction, and
With
The internal reinforcing member is
It is formed in a tubular shape having a substantially rectangular cross section, and a predetermined gap is formed between both side wall portions of the main body member in a state where both ends in the longitudinal direction are joined to the bottom surface portion of the main body member and the lid member. Arranged in
The bottom surface of the main body member and the central portion of each surface facing the lid member in the longitudinal direction have a pair of recesses that are recessed inward with a predetermined width along the longitudinal direction and joined in a state of being in contact with each other. ,
The predetermined gap is formed so that when a collision load is applied to the central portion in the longitudinal direction via the pair of flange portions, both side wall portions of the main body member are deformed inward and come into contact with the internal reinforcing member. It is,
The pair of the recesses are joined in a state of being in contact with each other for a predetermined length in the longitudinal direction, and the depth of the recess gradually becomes shallower from both ends in the longitudinal direction to the outside in the longitudinal direction of the respective contact portions. Is formed,
Vampari Information. In the bumper information according to claim 1,
The pair of recesses are provided at the center position in the width direction of the bottom surface portion of the main body member and each surface facing the lid member.
Vampari Information. In the bumper information according to claim 1 or 2.
The internal reinforcing member is formed by joining two divided parts each having the recess.
The depths of the abutting portions of the pair of the recesses are formed to be equal to each other.
Vampari Information. In the bumper information according to any one of claims 1 to 3.
Each distance from the center position in the longitudinal direction of the internal reinforcing member to both ends of the contact portion of the pair of recesses is set to 8.7% or more and 10% or less with respect to the total length of the internal reinforcing member. Formed to be equal to each other,
Vampari Information. In the bumper information according to any one of claims 1 to 4.
The abutting portions of the pair of said recesses that come into contact with each other are joined by welding.
Vampari Information.

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