JP7350610B2

JP7350610B2 - Vehicle bumper, bumper member, and method for manufacturing bumper member

Info

Publication number: JP7350610B2
Application number: JP2019187854A
Authority: JP
Inventors: 慧清水; 正之石塚
Original assignee: Sumitomo Heavy Industries Ltd
Current assignee: Sumitomo Heavy Industries Ltd
Priority date: 2019-10-11
Filing date: 2019-10-11
Publication date: 2023-09-26
Anticipated expiration: 2039-10-11
Also published as: JP2021062706A

Description

本発明は、車両用バンパ、バンパ用部材およびバンパ用部材の製造方法
に関する。 The present invention relates to a vehicle bumper, a bumper member, and a method for manufacturing a bumper member.

従来から、自動車の前後には、それぞれ、衝突時の衝撃を受けるバンパが設けられている。バンパとしては、例えば、車幅方向に延びるバンパリンフォースメントと、バンパリンフォースメントを自動車車体に対して支持するバンパ支持構造とを備えるバンパが知られている（例えば、特許文献１参照）。 BACKGROUND OF THE INVENTION Conventionally, bumpers have been provided at the front and rear of an automobile to receive impact during a collision. BACKGROUND ART As a bumper, for example, a bumper including a bumper forcement extending in the vehicle width direction and a bumper support structure that supports the bumper forcement with respect to an automobile body is known (see, for example, Patent Document 1).

特許文献１に記載のバンパでは、バンパリンフォースメントは、上下に重ねて配置され、互いに接合された上側の強度構成部位と下側の強度構成部位とを有する。上側の強度構成部位および下側の強度構成部位には、共通の部材が用いられている。従って、上側の強度構成部位と下側の強度構成部位とは、上面視での外形形状が同じとなっている。 In the bumper described in Patent Document 1, the bumper forcement has an upper strength component and a lower strength component that are arranged one above the other and are joined to each other. A common member is used for the upper strength component and the lower strength component. Therefore, the upper strength component and the lower strength component have the same external shape when viewed from above.

特開２０１８－３４７４１号公報Japanese Patent Application Publication No. 2018-34741

しかしながら、特許文献１に記載のバンパでは、前記のように上側の強度構成部位と下側の強度構成部位とが外形形状が同じであるため、衝撃の程度によっては、各強度構成部位が一括して同じように折れ曲がったり、破断したりしてしまい、その結果、バンパ支持構造まで衝撃が伝達されず、バンパ支持構造で十分に衝撃を吸収することができないという問題があった。 However, in the bumper described in Patent Document 1, the upper strength component part and the lower strength component part have the same external shape as described above, so depending on the degree of impact, each strength component part may be grouped together. As a result, the impact is not transmitted to the bumper support structure and the bumper support structure is unable to absorb the impact sufficiently.

本発明の目的は、衝突時の衝撃を衝撃吸収部材に十分に伝達することができる車両用バンパ、バンパ用部材、および、かかるバンパ用部材を製造する方法を提供することにある。 An object of the present invention is to provide a vehicle bumper, a bumper member, and a method for manufacturing such a bumper member, which can sufficiently transmit impact during a collision to a shock absorbing member.

本発明の車両用バンパの一つの態様は、第１バンパ部材と、上面視で前記第１バンパ部材に重なって配置される第２バンパ部材と、前記第１バンパ部材および前記第２バンパ部材のうちの少なくとも一方を車体の骨格に対して支持し、衝突時の衝撃を吸収する衝撃吸収部材とを備え、前記第１バンパ部材と前記第２バンパ部材とは、上面視での形状が互いに異なり、それぞれ、長手方向の途中で前記長手方向にズレて配置された屈曲または湾曲した折り曲げ部を有し、前記第１バンパ部材と前記第２バンパ部材とは、長手方向に沿って離間した複数の接合点で接合されており、隣り合う２つの前記接合点の間では、前記第１バンパ部材および前記第２バンパ部材のうちの一方の部材は、他方の部材よりも車体の進行方向に関して前方に位置する、ことを特徴とする。 One aspect of the vehicle bumper of the present invention includes a first bumper member, a second bumper member disposed overlapping the first bumper member in a top view, and a combination of the first bumper member and the second bumper member. the first bumper member and the second bumper member have different shapes when viewed from above; each has a bent or curved bent portion that is disposed offset in the longitudinal direction midway in the longitudinal direction, and the first bumper member and the second bumper member are arranged in a plurality of parts spaced apart along the longitudinal direction. between the two adjacent joining points, one of the first bumper member and the second bumper member is located further forward than the other member in the traveling direction of the vehicle body. It is characterized by being located in

本発明のバンパ用部材の一つの態様は、第１バンパ部材と、上面視で前記第１バンパ部材に重なって配置される第２バンパ部材とを備え、前記第１バンパ部材と前記第２バンパ部材とは、上面視での形状が互いに異なり、それぞれ、長手方向の途中で前記長手方向にズレて配置された屈曲または湾曲した折り曲げ部を有し、前記第１バンパ部材と前記第２バンパ部材とは、長手方向に沿って離間した複数の接合点で接合されており、隣り合う２つの前記接合点の間では、前記第１バンパ部材および前記第２バンパ部材のうちの一方の部材は、他方の部材よりも車体の進行方向に関して前方に位置する、ことを特徴とする。 One aspect of the bumper member of the present invention includes a first bumper member and a second bumper member disposed overlapping the first bumper member in a top view, the first bumper member and the second bumper member being arranged to overlap with each other in a top view. The members have different shapes in a top view, each having a bent or curved bent portion shifted in the longitudinal direction midway in the longitudinal direction, and the first bumper member and the second bumper member have different shapes. The members are joined at a plurality of joining points spaced apart along the longitudinal direction, and between two adjacent joining points, one of the first bumper member and the second bumper member , is characterized in that it is located further forward than the other member in the traveling direction of the vehicle body .

本発明のバンパ用部材の製造方法の一つの態様は、本発明のバンパ用部材を製造する方法であって、前記第１バンパ部材および前記第２バンパ部材の母材となる、横断面形状が円形の管状体に対して、外側および内側から力を付与して成形し、横断面形状が非円形のパイプ部と、該パイプ部の外周側から突出したフランジ部とを形成することを特徴とする。 One aspect of the method for manufacturing a bumper member of the present invention is a method for manufacturing a bumper member of the present invention, wherein the cross-sectional shape of the base material of the first bumper member and the second bumper member is A circular tubular body is formed by applying force from the outside and inside to form a pipe portion with a non-circular cross-sectional shape and a flange portion protruding from the outer circumferential side of the pipe portion. do.

本発明の車両用バンパおよびバンパ用部材によれば、上面視での第１バンパ部材と第２バンパ部材との形状が互いに異なることにより、衝突時に双方のバンパ部材が同じように折り曲がったり、破断したりするが防止される。これにより、衝突時の衝撃を、少なくとも一方のバンパ部材を介して、衝撃吸収部材に十分に伝達することができる。
また、バンパ用部材の製造方法によれば、第１バンパ部材および第２バンパ部材がそれぞれフランジ部を有する部材となる。そして、第１バンパ部材および第２バンパ部材は、フランジ部を有する分、機械的強度が高まる。これにより、第１バンパ部材および第２バンパ部材は、衝突時の衝撃を衝撃吸収部材に十分に伝達することができるバンパ用部材となる。 According to the vehicle bumper and bumper member of the present invention, since the shapes of the first bumper member and the second bumper member are different from each other when viewed from above, both bumper members may bend in the same way at the time of a collision. It can be prevented from breaking. Thereby, the impact at the time of a collision can be sufficiently transmitted to the impact absorbing member via at least one bumper member.
Further, according to the method for manufacturing a bumper member, the first bumper member and the second bumper member each have a flange portion. Since the first bumper member and the second bumper member have the flange portion, their mechanical strength is increased. Thereby, the first bumper member and the second bumper member become bumper members that can sufficiently transmit the impact at the time of a collision to the impact absorbing member.

図１は、本発明の車両用バンパの第１実施形態を示す斜視図である。FIG. 1 is a perspective view showing a first embodiment of a vehicle bumper of the present invention. 図２は、図１中の矢印Ａ方向から見た図（上面図）である。FIG. 2 is a view (top view) seen from the direction of arrow A in FIG. 図３は、図２中のＢ－Ｂ線断面図である。FIG. 3 is a sectional view taken along the line BB in FIG. 2. 図４は、図１に示す車両用バンパに対して、正面衝突試験を行った状態（衝突前）を順に示す上面図である。FIG. 4 is a top view sequentially showing states (before a collision) of the vehicle bumper shown in FIG. 1 subjected to a frontal collision test. 図５は、図１に示す車両用バンパに対して、正面衝突試験を行った状態（衝突中）を順に示す上面図である。FIG. 5 is a top view sequentially showing states (during a collision) of the vehicle bumper shown in FIG. 1 subjected to a frontal collision test. 図６は、図１に示す車両用バンパに対して、正面衝突試験を行った状態（衝突後）を順に示す上面図である。FIG. 6 is a top view sequentially showing states (after a collision) of the vehicle bumper shown in FIG. 1 subjected to a frontal collision test. 図７は、図１に示す車両用バンパに対して、オフセット衝突試験を行った状態（衝突前）を順に示す上面図である。FIG. 7 is a top view sequentially showing the state (before a collision) of the vehicle bumper shown in FIG. 1 subjected to an offset collision test. 図８は、図１に示す車両用バンパに対して、オフセット衝突試験を行った状態（衝突中）を順に示す上面図である。FIG. 8 is a top view sequentially showing states (during a collision) of the vehicle bumper shown in FIG. 1 subjected to an offset collision test. 図９は、図１に示す車両用バンパに対して、オフセット衝突試験を行った状態（衝突後）を順に示す上面図である。FIG. 9 is a top view sequentially showing states (after a collision) of the vehicle bumper shown in FIG. 1 subjected to an offset collision test. 図１０は、本発明の車両用バンパの第２実施形態を示す横断面図である。FIG. 10 is a cross-sectional view showing a second embodiment of the vehicle bumper of the present invention. 図１１は、本発明の車両用バンパの第３実施形態を示す横断面図である。FIG. 11 is a cross-sectional view showing a third embodiment of the vehicle bumper of the present invention. 図１２は、図１１に示す車両用バンパが備える第１バンパ部材の製造過程を順に示す図（型開き状態を示す横断面図）である。FIG. 12 is a diagram (horizontal cross-sectional view showing the mold open state) sequentially showing the manufacturing process of the first bumper member included in the vehicle bumper shown in FIG. 11. 図１３は、図１１に示す車両用バンパが備える第１バンパ部材の製造過程を順に示す図（型締め状態を示す横断面図）である。FIG. 13 is a diagram (horizontal cross-sectional view showing a mold-clamped state) sequentially showing the manufacturing process of the first bumper member included in the vehicle bumper shown in FIG. 11. 図１４は、本発明の車両用バンパの第４実施形態を示す横断面図である。FIG. 14 is a cross-sectional view showing a fourth embodiment of the vehicle bumper of the present invention. 図１５は、本発明の車両用バンパの第５実施形態を示す横断面図である。FIG. 15 is a cross-sectional view showing a fifth embodiment of the vehicle bumper of the present invention. 図１６は、本発明の車両用バンパの第６実施形態を示す上面図である。FIG. 16 is a top view showing a sixth embodiment of the vehicle bumper of the present invention. 図１７は、本発明の車両用バンパの第７実施形態を示す上面図である。FIG. 17 is a top view showing a seventh embodiment of the vehicle bumper of the present invention. 図１８は、本発明の車両用バンパの第８実施形態を示す上面図である。FIG. 18 is a top view showing an eighth embodiment of the vehicle bumper of the present invention.

以下、本発明の車両用バンパ、バンパ用部材およびバンパ用部材の製造方法を添付図面に示す好適な実施形態に基づいて詳細に説明する。
＜第１実施形態＞
図１は、本発明の車両用バンパの第１実施形態を示す斜視図である。図２は、図１中の矢印Ａ方向から見た図（上面図）である。図３は、図２中のＢ－Ｂ線断面図である。図４は、図１に示す車両用バンパに対して、正面衝突試験を行った状態（衝突前）を順に示す上面図である。図５は、図１に示す車両用バンパに対して、正面衝突試験を行った状態（衝突中）を順に示す上面図である。図６は、図１に示す車両用バンパに対して、正面衝突試験を行った状態（衝突後）を順に示す上面図である。図７は、図１に示す車両用バンパに対して、オフセット衝突試験を行った状態（衝突前）を順に示す上面図である。図８は、図１に示す車両用バンパに対して、オフセット衝突試験を行った状態（衝突中）を順に示す上面図である。図９は、図１に示す車両用バンパに対して、オフセット衝突試験を行った状態（衝突後）を順に示す上面図である。なお、以下では、説明の都合上、車両の全長方向をＸ軸方向、車両の車幅方向をＹ軸方向、車両の車高方向をＺ軸方向とする。また、Ｘ軸方向正側を車両の前方、Ｘ軸方向負側を車両の後方、Ｙ軸方向正側を車両の右方、Ｙ軸方向負側を車両の左方、Ｚ軸方向正側を車両の上方、Ｚ軸方向負側を車両の下方とする。 DESCRIPTION OF THE PREFERRED EMBODIMENTS Hereinafter, a vehicle bumper, a bumper member, and a method for manufacturing a bumper member according to the present invention will be described in detail based on preferred embodiments shown in the accompanying drawings.
<First embodiment>
FIG. 1 is a perspective view showing a first embodiment of a vehicle bumper of the present invention. FIG. 2 is a view (top view) seen from the direction of arrow A in FIG. FIG. 3 is a sectional view taken along the line BB in FIG. 2. FIG. 4 is a top view sequentially showing states (before a collision) of the vehicle bumper shown in FIG. 1 subjected to a frontal collision test. FIG. 5 is a top view sequentially showing states (during a collision) of the vehicle bumper shown in FIG. 1 subjected to a frontal collision test. FIG. 6 is a top view sequentially showing states (after a collision) of the vehicle bumper shown in FIG. 1 subjected to a frontal collision test. FIG. 7 is a top view sequentially showing the state (before a collision) of the vehicle bumper shown in FIG. 1 subjected to an offset collision test. FIG. 8 is a top view sequentially showing states (during a collision) of the vehicle bumper shown in FIG. 1 subjected to an offset collision test. FIG. 9 is a top view sequentially showing states (after a collision) of the vehicle bumper shown in FIG. 1 subjected to an offset collision test. In the following description, for convenience of explanation, the overall length direction of the vehicle will be referred to as the X-axis direction, the width direction of the vehicle will be referred to as the Y-axis direction, and the vehicle height direction will be referred to as the Z-axis direction. Also, the positive side in the X-axis direction is the front of the vehicle, the negative side in the X-axis direction is the rear of the vehicle, the positive side in the Y-axis direction is the right side of the vehicle, the negative side in the Y-axis direction is the left side of the vehicle, and the positive side in the Z-axis direction is The upper side of the vehicle and the negative side in the Z-axis direction are the lower side of the vehicle.

図１、図２に示すように、車両用バンパ１０は、自動車１００のプラットフォーム（車体の骨格）１１０の前方に装着される。プラットフォーム１１０は、車体の骨格であり、例えば、フレームと、サスペンション、ステアリング等を有する。
なお、車両用バンパ１０は、プラットフォーム１１０の前方に装着して用いられるのに限定されず、例えば、プラットフォーム１１０の後方、または、前方および後方の双方に装着して用いられてもよい。また、車両用バンパ１０は、自動車１００の他の各種の車両に装着して用いられてもよい。そして、車両の種類によっては、車両用バンパ１０を車両の側方に装着してもよい。 As shown in FIGS. 1 and 2, the vehicle bumper 10 is attached to the front of a platform (vehicle body frame) 110 of an automobile 100. The platform 110 is the skeleton of the vehicle body, and includes, for example, a frame, suspension, steering, and the like.
Note that the vehicle bumper 10 is not limited to being used by being attached to the front of the platform 110, but may be used by being attached to the rear of the platform 110, or both the front and the rear. Further, the vehicle bumper 10 may be used by being attached to various vehicles other than the automobile 100. Depending on the type of vehicle, the vehicle bumper 10 may be mounted on the side of the vehicle.

車両用バンパ１０は、第１バンパ部材１と、第２バンパ部材２と、２つの衝撃吸収部材３とを備える。以下、各部の構成について説明する。
第１バンパ部材１および第２バンパ部材２は、それぞれ、例えば「バンパリンフォース」や「バンパビーム」と呼ばれるバンパ用部材であり、例えばＸ軸方向負側に向かった荷重（外力）、すなわち、Ｘ軸方向正側からの衝突時に生じる衝撃を受けることができる。また、第１バンパ部材１および第２バンパ部材２は、それぞれ、１本の管状体で構成されている。これにより、第１バンパ部材１および第２バンパ部材２は、それぞれ、例えば複数の部材を接合してなる管状体（接合体）で構成されている場合よりも、外力に対する機械的強度が高まる。 The vehicle bumper 10 includes a first bumper member 1, a second bumper member 2, and two shock absorbing members 3. The configuration of each part will be explained below.
The first bumper member 1 and the second bumper member 2 are bumper members called, for example, "bumper reinforcement" or "bumper beam", and for example, load (external force) directed toward the negative side of the X-axis direction, that is, It can receive the impact that occurs when a collision occurs from the positive side in the axial direction. Moreover, the first bumper member 1 and the second bumper member 2 are each formed of one tubular body. As a result, the first bumper member 1 and the second bumper member 2 each have higher mechanical strength against external forces than when each of the first bumper member 1 and the second bumper member 2 is formed of, for example, a tubular body (joint body) formed by joining a plurality of members.

図３に示すように、第１バンパ部材１および第２バンパ部材２は、それぞれ、各角部が丸みを帯びた正方形の横断面形状を有する。この場合、管状体としては、例えば、押出成形により成形された角形鋼管を用いたり、円形鋼管を母材として成形して得られた角形鋼管を用いたりすることができる。なお、管状体は、例えば、Ｆｅ－Ｃ系合金で構成されている。 As shown in FIG. 3, the first bumper member 1 and the second bumper member 2 each have a square cross-sectional shape with rounded corners. In this case, as the tubular body, for example, a square steel pipe formed by extrusion molding or a square steel pipe obtained by molding a circular steel pipe as a base material can be used. Note that the tubular body is made of, for example, a Fe--C alloy.

第１バンパ部材１および第２バンパ部材２は、それぞれ、ＸＹ平面と平行に配置されており、上面視で、すなわち、Ｚ軸方向正側（鉛直上方）から見たとき、互いに重なっている。本実施形態では、第１バンパ部材１が上側に配置され、第２バンパ部材２が下側に配置されているが、上下関係については、これに限定されず、逆転していてもよい、すなわち、第１バンパ部材１が下側に配置され、第２バンパ部材２が上側に配置されていてもよい。 The first bumper member 1 and the second bumper member 2 are each arranged parallel to the XY plane, and overlap each other when viewed from above, that is, when viewed from the positive side (vertically above) in the Z-axis direction. In this embodiment, the first bumper member 1 is arranged on the upper side and the second bumper member 2 is arranged on the lower side, but the vertical relationship is not limited to this, and may be reversed, i.e. , the first bumper member 1 may be arranged on the lower side, and the second bumper member 2 may be arranged on the upper side.

第１バンパ部材１と第２バンパ部材２とは、上面視での形状が互いに異なる。本実施形態では、第１バンパ部材１は、Ｙ軸方向負側から順に形成された、左側直線状部１１と、左側折り曲げ部（折り曲げ部）１２と、中央直線状部１３と、右側折り曲げ部（折り曲げ部）１４と、右側直線状部１５とを有する。一方、第２バンパ部材２は、Ｙ軸方向負側から順に形成された、左側直線状部２１と、左側折り曲げ部（折り曲げ部）２２と、中央直線状部２３と、右側折り曲げ部（折り曲げ部）２４と、右側直線状部２５とを有する。 The first bumper member 1 and the second bumper member 2 have different shapes when viewed from above. In this embodiment, the first bumper member 1 includes a left linear portion 11, a left bent portion (bent portion) 12, a central linear portion 13, and a right bent portion, which are formed in order from the negative side in the Y-axis direction. (bent portion) 14 and a right straight portion 15. On the other hand, the second bumper member 2 includes a left linear portion 21, a left bent portion (bent portion) 22, a central linear portion 23, and a right bent portion (bent portion) formed in order from the negative side in the Y-axis direction. ) 24 and a right straight portion 25.

第１バンパ部材１では、左側折り曲げ部１２と右側折り曲げ部１４とは、左右対称に配置されており、第１バンパ部材１の長手方向の途中が屈曲または湾曲した部分となっている。また、左側折り曲げ部１２での曲げ角度θ_１２と、右側折り曲げ部１４での曲げ角度θ_１４とは、同じ大きさである。 In the first bumper member 1, the left side bent portion 12 and the right side bent portion 14 are arranged symmetrically, and the first bumper member 1 is bent or curved midway in the longitudinal direction. Further, the bending angle θ 12 at the left side bending portion ₁₂ and the bending angle θ 14 at the right side bending portion ₁₄ are the same size.

左側折り曲げ部１２と右側折り曲げ部１４との間には、中央直線状部１３が配置されている。中央直線状部１３は、Ｙ軸方向と平行な直線状をなす部分であり、第１バンパ部材１の中で最も前側に位置する。
左側直線状部１１は、左側折り曲げ部１２から左側へ直線状に延びる部分である。また、右側直線状部１５は、右側折り曲げ部１４から右側へ直線状に延びる部分である。左側直線状部１１の全長と、右側直線状部１５のの全長とは、同じ長さである。 A central linear portion 13 is arranged between the left bent portion 12 and the right bent portion 14. The central linear portion 13 is a linear portion parallel to the Y-axis direction, and is located at the frontmost side of the first bumper member 1 .
The left linear portion 11 is a portion that extends linearly from the left bent portion 12 to the left side. Further, the right linear portion 15 is a portion that linearly extends from the right bent portion 14 to the right side. The full length of the left linear portion 11 and the full length of the right linear portion 15 are the same length.

第２バンパ部材２では、左側折り曲げ部２２と右側折り曲げ部２４とは、右対称に配置されており、第２バンパ部材２の長手方向の途中が屈曲または湾曲した部分となっている。また、左側折り曲げ部２２での曲げ角度θ_２２と、右側折り曲げ部２４での曲げ角度θ_２４とは、同じ大きさであり、曲げ角度θ_１２および曲げ角度θ_１４よりも小さい。 In the second bumper member 2, the left bent portion 22 and the right bent portion 24 are arranged symmetrically to the right, and the second bumper member 2 is bent or curved midway in the longitudinal direction. Further, the bending angle θ 22 at the left side bending portion ₂₂ and the bending angle θ 24 at the right side bending portion ₂₄ are the same size and smaller than the bending angle θ ₁₂ and the bending angle θ ₁₄ .

左側折り曲げ部２２と右側折り曲げ部２４との間には、中央直線状部２３が配置されている。中央直線状部２３は、Ｙ軸方向と平行な直線状をなす部分であり、第２バンパ部材２の中で最も前側に位置する。また、中央直線状部２３の全長は、中央直線状部１３の全長よりも長い。 A central linear portion 23 is arranged between the left bent portion 22 and the right bent portion 24. The central linear portion 23 is a linear portion parallel to the Y-axis direction, and is located at the frontmost side of the second bumper member 2 . Further, the total length of the central straight portion 23 is longer than the total length of the central straight portion 13.

左側直線状部２１は、左側折り曲げ部２２から左側へ直線状に延びる部分である。また、右側直線状部２５は、右側折り曲げ部２４から右側へ直線状に延びる部分である。左側直線状部２１の全長と、右側直線状部２５の全長とは、同じ長さであり、左側直線状部２１および右側直線状部２５の各全長よりも短い。 The left linear portion 21 is a portion that extends linearly from the left bent portion 22 to the left side. Further, the right linear portion 25 is a portion that linearly extends from the right bent portion 24 to the right side. The full length of the left linear portion 21 and the full length of the right linear portion 25 are the same length, and are shorter than the respective full lengths of the left linear portion 21 and the right linear portion 25.

また、第１バンパ部材１と第２バンパ部材２とは、長手方向に沿って離間した複数の接合点（接合箇所）９で接合されている。本実施形態では、接合点９として、Ｙ軸方向負側から順に、接合点９Ａと、接合点９Ｂと、接合点９Ｃとがある。なお、第１バンパ部材１と第２バンパ部材２とを接合する方法としては、特に限定されないが、例えば、アーク溶接等の各種溶接による方法、ボルトとナットとを用いた締結による方法等が挙げられる。 Further, the first bumper member 1 and the second bumper member 2 are joined at a plurality of joint points (joint locations) 9 spaced apart along the longitudinal direction. In this embodiment, the junction points 9 include, in order from the negative side in the Y-axis direction, a junction point 9A, a junction point 9B, and a junction point 9C. Note that the method for joining the first bumper member 1 and the second bumper member 2 is not particularly limited, but examples include various welding methods such as arc welding, and fastening methods using bolts and nuts. It will be done.

接合点９Ａは、第１バンパ部材１の左側直線状部１１の左端部と、第２バンパ部材２の左側直線状部２１の左端部とが重なって接合された部分である。
接合点９Ｂは、第１バンパ部材１の中央直線状部１３と、第２バンパ部材２の中央直線状部２３とが重なって接合された部分である。接合点９Ｂには、第１バンパ部材１の左側折り曲げ部１２の一部と、右側折り曲げ部１４の一部とが含まれていてもよい。 The joining point 9A is a portion where the left end portion of the left linear portion 11 of the first bumper member 1 and the left end portion of the left linear portion 21 of the second bumper member 2 overlap and are joined.
The joining point 9B is a portion where the central linear portion 13 of the first bumper member 1 and the central linear portion 23 of the second bumper member 2 overlap and are joined. The junction point 9B may include a portion of the left bent portion 12 and a portion of the right bent portion 14 of the first bumper member 1.

接合点９Ｃは、第１バンパ部材１の右側直線状部１５の右端部と、第２バンパ部材２の右側直線状部２５の右端部とが重なって接合された部分である。
また、隣り合う２つの接合点９の間、すなわち、接合点９Ａと接合点９Ｂとの間と、接合点９Ｂと接合点９Ｃとの間では、いずれも、第２バンパ部材２（一方の部材）は、第１バンパ部材１（他方の部材）よりも自動車１００の進行方向前方に位置する。 The joining point 9C is a portion where the right end portion of the right linear portion 15 of the first bumper member 1 and the right end portion of the right linear portion 25 of the second bumper member 2 overlap and are joined.
Further, between two adjacent joint points 9, that is, between joint points 9A and 9B, and between joint points 9B and 9C, the second bumper member 2 (one member ) is located further forward in the traveling direction of the automobile 100 than the first bumper member 1 (the other member).

以上のように、第１バンパ部材１と第２バンパ部材２とは、上面視での形状が互いに異なる。また、第１バンパ部材１と第２バンパ部材２とは、複数の接合点９で互いに接合されており、隣り合う接合点９同士間で上記の位置関係を有する。これにより、車両用バンパ１０では、第１バンパ部材１における左側折り曲げ部１２および右側折り曲げ部１４と、第２バンパ部材２における左側折り曲げ部２２および右側折り曲げ部２４とは、長手方向にズレて配置された状態となる。その結果、車両用バンパ１０は、第１バンパ部材１と第２バンパ部材２との間でトラス構造をなす（図２参照）。トラス構造は、後述するように、例えばＸ軸方向負側に向かった荷重（外力）が作用しても、第１バンパ部材１と第２バンパ部材２とには、長手方向に沿った圧縮応力σ_１かまたは引張り応力σ_２しか作用せず（発生せず）、曲げモーメントを受け難くなっている。これにより、第１バンパ部材１と第２バンパ部材２とは、不本意な変形等が防止される。 As described above, the first bumper member 1 and the second bumper member 2 have different shapes when viewed from above. Further, the first bumper member 1 and the second bumper member 2 are joined to each other at a plurality of joining points 9, and have the above-mentioned positional relationship between adjacent joining points 9. As a result, in the vehicle bumper 10, the left side bent portion 12 and right side bent portion 14 of the first bumper member 1 and the left side bent portion 22 and right side bent portion 24 of the second bumper member 2 are arranged with deviations in the longitudinal direction. The state will be as follows. As a result, the vehicle bumper 10 forms a truss structure between the first bumper member 1 and the second bumper member 2 (see FIG. 2). As will be described later, in the truss structure, even if a load (external force) toward the negative side in the X-axis direction is applied, the first bumper member 1 and the second bumper member 2 are free from compressive stress along the longitudinal direction. Only σ ₁ or tensile stress σ ₂ acts (does not occur), making it difficult to receive a bending moment. Thereby, the first bumper member 1 and the second bumper member 2 are prevented from being unintentionally deformed.

各衝撃吸収部材３は、Ｘ軸方向正側で、第１バンパ部材１および第２バンパ部材２の双方をプラットフォーム１１０に対して支持する。前述したように、第１バンパ部材１と第２バンパ部材２とは、互いに接合されている。そのため、各衝撃吸収部材３は、第１バンパ部材１および第２バンパ部材２のうちの少なくとも一方をプラットフォーム１１０に対して支持すればよい。
また、各衝撃吸収部材３は、Ｘ軸方向負側でプラットフォーム１１０の接続部１２０に接続される。これにより、車両用バンパ１０がプラットフォーム１１０に装着された状態となる。 Each shock absorbing member 3 supports both the first bumper member 1 and the second bumper member 2 with respect to the platform 110 on the positive side in the X-axis direction. As described above, the first bumper member 1 and the second bumper member 2 are joined to each other. Therefore, each shock absorbing member 3 only needs to support at least one of the first bumper member 1 and the second bumper member 2 with respect to the platform 110.
Further, each shock absorbing member 3 is connected to the connecting portion 120 of the platform 110 on the negative side in the X-axis direction. As a result, the vehicle bumper 10 is attached to the platform 110.

本実施形態では、２つの衝撃吸収部材３は、Ｙ軸方向（長手方向）に離間して配置される。これにより、第１バンパ部材１および第２バンパ部材２の双方を安定して支持することができる。各衝撃吸収部材３は、配置箇所が異なること以外は、同じ構成であるため、以下、Ｙ軸方向負側に位置する衝撃吸収部材３について代表的に説明する。 In this embodiment, the two shock absorbing members 3 are arranged apart from each other in the Y-axis direction (longitudinal direction). Thereby, both the first bumper member 1 and the second bumper member 2 can be stably supported. Since each of the shock absorbing members 3 has the same configuration except for being disposed at different locations, the shock absorbing member 3 located on the negative side in the Y-axis direction will be representatively described below.

衝撃吸収部材３は、第１バンパ部材１および第２バンパ部材２に対し、Ｘ軸方向正側からの衝突時に荷重が作用する方向と反対側（Ｘ軸方向負側）に配置される。これにより、衝撃吸収部材３には、第１バンパ部材１および第２バンパ部材２を介してＸ軸方向正側からの衝撃が伝達される。 The shock absorbing member 3 is disposed on the opposite side of the first bumper member 1 and the second bumper member 2 from the direction in which a load is applied upon a collision from the positive side in the X-axis direction (negative side in the X-axis direction). As a result, an impact from the positive side in the X-axis direction is transmitted to the impact absorbing member 3 via the first bumper member 1 and the second bumper member 2.

衝撃吸収部材３は、Ｘ軸方向正側からの衝突時の衝撃を吸収する中空の部材を有する。本実施形態では、衝撃吸収部材３は、Ｘ軸方向と平行な中心線Ｏ_３１を有する箱状体（クラッシュボックス）３１で構成される。これにより、後述するように、衝撃吸収部材３は、第１バンパ部材１および第２バンパ部材２を介してＸ軸方向正側から衝撃が伝達された際、主にＸ軸方向に収縮して容易に変形することができ、よって、当該衝撃を十分に吸収することができる。 The impact absorbing member 3 has a hollow member that absorbs impact upon collision from the positive side in the X-axis direction. In this embodiment, the shock absorbing member 3 is configured with a box-shaped body (crash box) 31 having a centerline O ₃₁ parallel to the X-axis direction. As a result, as will be described later, when a shock is transmitted from the positive side in the X-axis direction via the first bumper member 1 and the second bumper member 2, the shock-absorbing member 3 contracts mainly in the X-axis direction. It can be easily deformed and therefore can sufficiently absorb the impact.

図２、図３に示すように、箱状体３１は、Ｘ軸方向正側の端面３２がＸ軸方向にズレて２つ設けられている。これら２つの端面３２のうちの一方の端面を「端面３２１」と言い、他方の端面を「端面３２２」と言う。端面３２１は、端面３２１よりもＸ軸方向負側に位置し、かつ、Ｚ軸方向正側に位置する。 As shown in FIGS. 2 and 3, the box-shaped body 31 is provided with two end surfaces 32 on the positive side in the X-axis direction shifted in the X-axis direction. One of these two end surfaces 32 is referred to as an "end surface 321", and the other end surface is referred to as an "end surface 322". The end surface 321 is located on the negative side of the end surface 321 in the X-axis direction and on the positive side of the Z-axis direction.

箱状体３１は、第１バンパ部材１に対しては、端面３２１が左側直線状部１１の途中、すなわち、左側直線状部１１の長手方向の中央部に当接し、第２バンパ部材２に対しては、端面３２１が左側折り曲げ部２２に当接する。そして、各当接箇所が例えば溶接等により接合される。これにより、衝撃吸収部材３は、第１バンパ部材１および第２バンパ部材２を一括して支持することができる。
衝撃吸収部材３の構成材料としては、特に限定されず、例えば、アルミニウム、アルミニウム合金等の各種金属材料を用いることができる。 The box-shaped body 31 has an end surface 321 that contacts the first bumper member 1 in the middle of the left linear portion 11, that is, the center portion of the left linear portion 11 in the longitudinal direction, and contacts the second bumper member 2. On the other hand, the end surface 321 abuts on the left side bent portion 22 . Then, the respective contact points are joined by, for example, welding or the like. Thereby, the shock absorbing member 3 can support the first bumper member 1 and the second bumper member 2 all at once.
The constituent material of the shock absorbing member 3 is not particularly limited, and various metal materials such as aluminum and aluminum alloy can be used, for example.

車両用バンパ１０の耐衝撃性を評価するのに際して、図４～図６に示すフルラップ前面衝突試験と、図７～図９に示すオフセット前面衝突試験とが行われることがある。フルラップ前面衝突試験は、自動車１００を５５ｋｍ／ｈでコンクリー卜製の障壁（バリア）２０１に正面衝突させる試験である。オフセット前面衝突試験は、自動車１００を６４ｋｍ／ｈでアルミニウム製のハニ力ム状をなすブロック２０２に運転席側の一部（オーバーラップ率２５％）を前面衝突させる試験である。 When evaluating the impact resistance of the vehicle bumper 10, a full-wrap frontal collision test shown in FIGS. 4 to 6 and an offset frontal collision test shown in FIGS. 7 to 9 may be performed. The full-wrap frontal crash test is a test in which the automobile 100 is caused to collide head-on with a concrete barrier 201 at 55 km/h. The offset frontal collision test is a test in which a portion of the driver's seat side (overlap rate: 25%) of the automobile 100 is subjected to a frontal collision at 64 km/h against an aluminum honeycomb-shaped block 202.

そして、図４～図６に示すフルラップ前面衝突試験を行った場合には、車両用バンパ１０の中で、最も前側に位置する（障壁２０１に最も近い）部分、すなわち、第２バンパ部材２の左側折り曲げ部２２と右側折り曲げ部２４とが障壁２０１に衝突する。これにより、車両用バンパ１０には、自動車１００の前方からの荷重Ｆ１が作用する。また、前述したように第１バンパ部材１と第２バンパ部材２とがトラス構造をなしているため、荷重Ｆ１が作用した際、隣り合う接合点９Ａと接合点９Ｂとの間で、第１バンパ部材１および第２バンパ部材２のうちの第２バンパ部材２（一方の部材）には、長手方向に沿った圧縮応力σ_１が作用する。これに対し、第１バンパ部材１（他方の部材）には、長手方向に沿った引張り応力σ_２が作用する。 When the full-wrap frontal collision test shown in FIGS. 4 to 6 is conducted, the portion of the vehicle bumper 10 that is located furthest to the front (closest to the barrier 201), that is, the second bumper member 2. The left bent portion 22 and the right bent portion 24 collide with the barrier 201. As a result, a load F1 from the front of the automobile 100 acts on the vehicle bumper 10. Further, as described above, since the first bumper member 1 and the second bumper member 2 have a truss structure, when the load F1 is applied, the first bumper member 1 and the second bumper member 2 A compressive stress σ ₁ along the longitudinal direction acts on the second bumper member 2 (one member) of the bumper member 1 and the second bumper member 2. On the other hand, a tensile stress σ ₂ along the longitudinal direction acts on the first bumper member 1 (the other member).

同様に、接合点９Ｂと接合点９Ｃとの間でも、第１バンパ部材１および第２バンパ部材２のうちの第２バンパ部材２（一方の部材）には、長手方向に沿った圧縮応力σ_１が作用する。これに対し、第１バンパ部材１（他方の部材）には、長手方向に沿った引張り応力σ_２が作用する。 Similarly, between the junction point 9B and the junction point 9C, the second bumper member 2 (one member) of the first bumper member 1 and the second bumper member 2 has a compressive stress σ along the longitudinal direction. ₁ comes into play. On the other hand, a tensile stress σ ₂ along the longitudinal direction acts on the first bumper member 1 (the other member).

従って、第１バンパ部材１と第２バンパ部材２との間では、圧縮応力σ_１と引張り応力σ_２とが打ち消し合うことができる。これにより、例えば、第１バンパ部材１および第２バンパ部材２のうちの少なくとも一方の部材が不本意に変形したり破断したりするのを防止することができる。その結果、衝突時の衝撃を、第１バンパ部材１および第２バンパ部材２を介して、衝撃吸収部材３に十分かつ確実に伝達することができる。これにより、図６に示すように、各衝撃吸収部材３は、主にＸ軸方向に収縮して容易に変形して、すなわち、潰れて、当該衝撃を十分に吸収することができる。 Therefore, between the first bumper member 1 and the second bumper member 2, the compressive stress σ ₁ and the tensile stress σ ₂ can cancel each other out. Thereby, for example, it is possible to prevent at least one of the first bumper member 1 and the second bumper member 2 from being unintentionally deformed or broken. As a result, the impact upon collision can be sufficiently and reliably transmitted to the impact absorbing member 3 via the first bumper member 1 and the second bumper member 2. As a result, as shown in FIG. 6, each shock absorbing member 3 contracts mainly in the X-axis direction and easily deforms, that is, collapses, and can sufficiently absorb the shock.

また、図７～図９に示すオフセット前面衝突試験を行った場合には、車両用バンパ１０の中で、ブロック２０２に最も近い部分、すなわち、第２バンパ部材２の右側直線状部２５がブロック２０２に衝突する。これにより、車両用バンパ１０には、自動車１００の前方からの荷重Ｆ２が作用する。また、前述のトラス構造により、荷重Ｆ２が作用した際、隣り合う接合点９Ｂと接合点９Ｃとの間で、第１バンパ部材１および第２バンパ部材２のうちの第１バンパ部材１（一方の部材）には、長手方向に沿った圧縮応力σ_１が作用する。これに対し、第２バンパ部材２（他方の部材）には、長手方向に沿った引張り応力σ_２が作用する。 Further, when the offset frontal collision tests shown in FIGS. 7 to 9 are conducted, the portion of the vehicle bumper 10 closest to the block 202, that is, the right straight portion 25 of the second bumper member 2 is blocked. collides with 202. As a result, a load F2 from the front of the automobile 100 acts on the vehicle bumper 10. Further, due to the above-mentioned truss structure, when the load F2 is applied, the first bumper member 1 (one of the first bumper members 1 and the second bumper member 2) is A compressive stress σ ₁ along the longitudinal direction acts on the member. On the other hand, a tensile stress σ ₂ along the longitudinal direction acts on the second bumper member 2 (the other member).

従って、オフセット前面衝突試験を行った場合でも、第１バンパ部材１と第２バンパ部材２との間では、圧縮応力σ_１と引張り応力σ_２とが打ち消し合うことができる。これにより、フルラップ前面衝突試験を行った場合と同様に、衝突時の衝撃を、第１バンパ部材１および第２バンパ部材２を介して、衝撃吸収部材３に十分かつ確実に伝達することができる。これにより、図９に示すように、Ｙ軸方向負側の衝撃吸収部材３は、主にＸ軸方向に収縮して容易に変形して、当該衝撃を十分に吸収することができる。
以上ように、車両用バンパ１０を備える自動車１００は、衝突時の安全性が向上する。 Therefore, even when an offset frontal collision test is performed, the compressive stress σ 1 and the tensile stress σ 2 can cancel each other out between the first bumper member ₁ and the second bumper member ₂ . As a result, the impact at the time of a collision can be sufficiently and reliably transmitted to the impact absorbing member 3 via the first bumper member 1 and the second bumper member 2, as in the case of performing a full-wrap frontal collision test. . As a result, as shown in FIG. 9, the impact absorbing member 3 on the negative side in the Y-axis direction contracts and easily deforms mainly in the X-axis direction, and can sufficiently absorb the impact.
As described above, the automobile 100 equipped with the vehicle bumper 10 has improved safety in the event of a collision.

＜第２実施形態＞
図１０は、本発明の車両用バンパの第２実施形態を示す横断面図である。
以下、この図を参照して本発明の車両用バンパ、バンパ用部材およびバンパ用部材の製造方法の第２実施形態について説明するが、前述した実施形態との相違点を中心に説明し、同様の事項はその説明を省略する。
本実施形態は、衝撃吸収部材３の構成が異なること以外は前記第１実施形態と同様である。 <Second embodiment>
FIG. 10 is a cross-sectional view showing a second embodiment of the vehicle bumper of the present invention.
Hereinafter, a second embodiment of a vehicle bumper, a bumper member, and a method for manufacturing a bumper member according to the present invention will be described with reference to this figure. The explanation of the matters will be omitted.
This embodiment is similar to the first embodiment except that the structure of the shock absorbing member 3 is different.

図１０に示すように、本実施形態では、衝撃吸収部材３の箱状体３１は、１つの端面３２を有する。
また、衝撃吸収部材３は、箱状体３１の他に、挟持部材３３を備える。挟持部材３３は、上側に位置する上側挟持片３３１と、下側に位置し、上側挟持片３３１に対向する下側挟持片３３２と、上側挟持片３３１と下側挟持片３３２とを連結する連結部３３３とを有する。挟持部材３３は、連結部３３３が箱状体３１の端面３２に当接して、例えば溶接等で接合されている。 As shown in FIG. 10, in this embodiment, the box-shaped body 31 of the shock absorbing member 3 has one end surface 32.
In addition to the box-shaped body 31, the shock absorbing member 3 includes a clamping member 33. The clamping member 33 includes an upper clamping piece 331 located on the upper side, a lower clamping piece 332 located on the lower side facing the upper clamping piece 331, and a connection that connects the upper clamping piece 331 and the lower clamping piece 332. 333. The connecting portion 333 of the holding member 33 is in contact with the end surface 32 of the box-shaped body 31 and is joined by, for example, welding.

そして、挟持部材３３は、上側挟持片３３１と下側挟持片３３２との間で、第１バンパ部材１および第２バンパ部材２を上下方向から一括して挟持することができる。これにより、第１バンパ部材１を上側からも支持し、第２バンパ部材２を下側からも支持することができ、よって、第１バンパ部材１および第２バンパ部材２に対する支持状態が安定する。この支持状態は、衝突時にもそのまま維持される。これにより、第１バンパ部材１および第２バンパ部材２を介して、衝撃吸収部材３（箱状体３１）に衝撃をより確実に伝達することができる。 The holding member 33 can collectively hold the first bumper member 1 and the second bumper member 2 from above and below between the upper holding piece 331 and the lower holding piece 332. Thereby, the first bumper member 1 can be supported from above, and the second bumper member 2 can be supported from below, so that the state of support for the first bumper member 1 and the second bumper member 2 is stabilized. . This supported state is maintained even in the event of a collision. Thereby, the impact can be more reliably transmitted to the impact absorbing member 3 (box-shaped body 31) via the first bumper member 1 and the second bumper member 2.

＜第３実施形態＞
図１１は、本発明の車両用バンパの第３実施形態を示す横断面図である。図１２は、図１１に示す車両用バンパが備える第１バンパ部材の製造過程を順に示す図（型開き状態を示す横断面図）である。図１３は、図１１に示す車両用バンパが備える第１バンパ部材の製造過程を順に示す図（型締め状態を示す横断面図）である。
以下、これらの図を参照して本発明の車両用バンパ、バンパ用部材およびバンパ用部材の製造方法の第３実施形態について説明するが、前述した実施形態との相違点を中心に説明し、同様の事項はその説明を省略する。
本実施形態は、第１バンパ部材１および第２バンパ部材２の構成（横断面形状）が異なること以外は前記第１実施形態と同様である。 <Third embodiment>
FIG. 11 is a cross-sectional view showing a third embodiment of the vehicle bumper of the present invention. FIG. 12 is a diagram (horizontal cross-sectional view showing the mold open state) sequentially showing the manufacturing process of the first bumper member included in the vehicle bumper shown in FIG. 11. FIG. 13 is a diagram (horizontal cross-sectional view showing a mold-clamped state) sequentially showing the manufacturing process of the first bumper member included in the vehicle bumper shown in FIG. 11.
Hereinafter, a third embodiment of a vehicle bumper, a bumper member, and a method for manufacturing a bumper member according to the present invention will be described with reference to these figures. Explanation of similar matters will be omitted.
This embodiment is the same as the first embodiment except that the configurations (cross-sectional shapes) of the first bumper member 1 and the second bumper member 2 are different.

図１１に示すように、本実施形態では、第１バンパ部材１および第２バンパ部材２は、それぞれ、横断面形状が非円形のリング状をなすパイプ部（リング状部）４と、パイプ部４の外周部から突出した２つフランジ部５とを有する構成となっている。以下、第１バンパ部材１での構成について代表的に説明する。
パイプ部４は、第１バンパ部材１の中で、フランジ部５よりも占有率（体積比率）が高い。 As shown in FIG. 11, in the present embodiment, the first bumper member 1 and the second bumper member 2 each include a pipe portion (ring-shaped portion) 4 having a ring shape with a non-circular cross-sectional shape, and a pipe portion 4 and two flange portions 5 protruding from the outer peripheral portion of the flange portion 4. Hereinafter, the configuration of the first bumper member 1 will be representatively explained.
The pipe portion 4 has a higher occupation rate (volume ratio) than the flange portion 5 in the first bumper member 1 .

各フランジ部５は、第１バンパ部材１の長手方向に沿って、第１バンパ部材１の全長にわたって板状に形成された突出片である。このフランジ部５は、第１バンパ部材１となる母材６が潰されて、母材６の管壁の一部同士が重なり合った重なり部となっている。また、２つのフランジ部５のうちの１つのフランジ部５（以下「フランジ部５Ａ」と言う）の突出方向は、自動車１００の衝突方向と反対のＸ軸方向負側に臨む。これにより、フランジ部５を幅方向に折れ曲げるのは極めて困難となり、第１バンパ部材１の機械的強度がさらに向上する。これにより、衝突時に第１バンパ部材１が不本意に折れ曲がるのを十分に防止または抑制することができる。 Each flange portion 5 is a protruding piece formed in a plate shape along the longitudinal direction of the first bumper member 1 over the entire length of the first bumper member 1 . The flange portion 5 is an overlapping portion where the base material 6 that becomes the first bumper member 1 is crushed and portions of the tube walls of the base material 6 overlap. Further, the protruding direction of one of the two flange parts 5 (hereinafter referred to as "flange part 5A") faces the negative side of the X-axis direction, which is opposite to the collision direction of the automobile 100. This makes it extremely difficult to bend the flange portion 5 in the width direction, and the mechanical strength of the first bumper member 1 is further improved. Thereby, it is possible to sufficiently prevent or suppress the first bumper member 1 from being bent involuntarily during a collision.

また、第１バンパ部材１のフランジ部５Ａと、第２バンパ部材２のフランジ部５Ａとは、図２の接合点９Ａ、接合点９Ｂ、接合点９Ｃで重なった状態で接合されている。この接合方法としては、特に限定されず、例えば、溶接による方法を用いることができ、特に、スポット溶接を用いるのが好ましい。スポット溶接は、車体の骨格構造を組み立てる際に一般的に用いられる方法であり、当該スポット溶接を用いることにより、他の溶接方法を導入せずに、フランジ部５Ａ同士を一括して迅速かつ容易に接合することができる。また、フランジ部５Ａ同士が接合されることにより、第１バンパ部材１と第２バンパ部材２との全体としての機械的強度も向上する。 Further, the flange portion 5A of the first bumper member 1 and the flange portion 5A of the second bumper member 2 are joined in an overlapping state at the joining points 9A, 9B, and 9C in FIG. 2. The joining method is not particularly limited, and for example, welding can be used, and spot welding is particularly preferred. Spot welding is a method commonly used when assembling the frame structure of a car body, and by using spot welding, the flange parts 5A can be quickly and easily joined together without introducing other welding methods. Can be joined to. Furthermore, by joining the flange portions 5A to each other, the mechanical strength of the first bumper member 1 and the second bumper member 2 as a whole is also improved.

第１バンパ部材１および第２バンパ部材２は、それぞれ、管状体で構成された母材６を成形してなる成形体、すなわち、加工物である。これにより、第１バンパ部材１および第２バンパ部材２は、それぞれ、例えば複数の部材を接合した接合体で構成されている場合よりも、機械的強度が高まる。
以下、代表的に第１バンパ部材１を製造する方法について説明する。この製造方法では、成形装置８を用いる。
図１２、図１３に示すように、成形装置８は、上金型８１と、下金型８２と、気体供給部８３と、加熱部８４と、冷却部８５と、駆動部８６と、制御部８７とを備える。 The first bumper member 1 and the second bumper member 2 are molded bodies, that is, processed products, each formed by molding a base material 6 made of a tubular body. Thereby, the mechanical strength of the first bumper member 1 and the second bumper member 2 is higher than that in the case where each of the first bumper member 1 and the second bumper member 2 is constituted by, for example, a joined body made of a plurality of members joined together.
Hereinafter, a typical method for manufacturing the first bumper member 1 will be described. In this manufacturing method, a molding device 8 is used.
As shown in FIGS. 12 and 13, the molding device 8 includes an upper mold 81, a lower mold 82, a gas supply section 83, a heating section 84, a cooling section 85, a driving section 86, and a control section. 87.

下金型８２は、固定され、上金型８１は、下金型８２に対して接近、離間可能に支持される。図１２に示すように、上金型８１と下金型８２とは、型開き状態で、上金型８１と下金型８２との間に母材６を配置することができる。また、図１３に示すように、上金型８１と下金型８２とは、型締め状態で、パイプ部４を形成する第１キャビティ８８と、フランジ部５を形成する第２キャビティ８９とを画成することができる。 The lower mold 82 is fixed, and the upper mold 81 is supported so as to be able to approach and move away from the lower mold 82. As shown in FIG. 12, the base material 6 can be placed between the upper mold 81 and the lower mold 82 in an open state. Further, as shown in FIG. 13, the upper mold 81 and the lower mold 82 have a first cavity 88 forming the pipe part 4 and a second cavity 89 forming the flange part 5 in the clamped state. can be defined.

気体供給部８３は、母材６内に高圧空気を供給する。これにより、型締め状態での母材６の過剰な潰れを防止することができる。気体供給部８３の構成としては、特に限定されず、例えば、コンプレッサを有する構成とすることができる。
加熱部８４は、母材６を加熱する。加熱部８４の構成としては、特に限定されず、例えば、母材６に電気的に接続される２つの電極と、これらの電極間に電圧を印可する電圧印加部とを有する構成とすることができる。これにより、母材６を通電状態として、母材６を加熱して軟化させることができる。 The gas supply section 83 supplies high pressure air into the base material 6. Thereby, excessive crushing of the base material 6 in the mold clamping state can be prevented. The configuration of the gas supply section 83 is not particularly limited, and may include, for example, a compressor.
The heating unit 84 heats the base material 6. The configuration of the heating unit 84 is not particularly limited, and for example, it may have a configuration including two electrodes electrically connected to the base material 6 and a voltage application unit that applies a voltage between these electrodes. can. Thereby, the base material 6 can be brought into the energized state and the base material 6 can be heated and softened.

冷却部８５は、第１バンパ部材１（母材６）を急冷却する。冷却部８５の構成としては、特に限定されず、例えば、上金型８１および下金型８２にそれぞれ設けられ、冷媒が通過する流路を有する構成とすることができる。そして、冷媒が流路を通過した際、上金型８１および下金型８２ごと、第１バンパ部材１を急冷却することができる。なお、冷媒は、液体、気体いずれでもよい。 The cooling unit 85 rapidly cools the first bumper member 1 (base material 6). The configuration of the cooling unit 85 is not particularly limited, and may be provided, for example, in the upper mold 81 and the lower mold 82, respectively, and have a flow path through which a refrigerant passes. Then, when the refrigerant passes through the flow path, the first bumper member 1 can be rapidly cooled together with the upper mold 81 and the lower mold 82. Note that the refrigerant may be either liquid or gas.

駆動部８６は、上金型８１を移動させて、上金型８１を下金型８２に対して接近、離間させることができる。これにより、型開き状態と、型締め状態とを切り換えることができる。駆動部８６の構成としては、特に限定されず、例えば、モータと、モータに接続されたボールねじと、ボールねじに接続されたリニアガイドとを有する構成とすることができる。
制御部８７は、気体供給部８３、加熱部８４、冷却部８５、駆動部８６の作動を制御する。制御部８７の構成としては、特に限定されず、例えば、ＣＰＵ（Central Processing Unit）と、各種メモリとを有する構成とすることができる。 The drive unit 86 can move the upper mold 81 to bring the upper mold 81 closer to or away from the lower mold 82 . Thereby, it is possible to switch between the mold opening state and the mold closing state. The configuration of the drive unit 86 is not particularly limited, and may include, for example, a motor, a ball screw connected to the motor, and a linear guide connected to the ball screw.
The control section 87 controls the operations of the gas supply section 83 , the heating section 84 , the cooling section 85 , and the driving section 86 . The configuration of the control unit 87 is not particularly limited, and may include, for example, a CPU (Central Processing Unit) and various types of memory.

成形装置８は、以下のように作動する。
まず、図１２に示すように、上金型８１と下金型８２とを型開き状態として、上金型８１と下金型８２との間に母材６を配置する。
次いで、型開き状態のまま、加熱部８４を作動させる。これにより、母材６を軟化させることができる。 The molding device 8 operates as follows.
First, as shown in FIG. 12, the upper mold 81 and the lower mold 82 are opened, and the base material 6 is placed between the upper mold 81 and the lower mold 82.
Next, the heating section 84 is operated while the mold remains open. Thereby, the base material 6 can be softened.

次いで、上金型８１を下金型８２に接近させた状態とする。この状態は、図１３に示す型締め状態には至らず、上金型８１と下金型８２との間に隙間が形成された状態である。そして、気体供給部８３を作動させて、１次ブローを行う。これにより、上金型８１と下金型８２との間の前記隙間に母材６の一部が膨出して入り込む。 Next, the upper mold 81 is brought close to the lower mold 82. In this state, the mold clamping state shown in FIG. 13 is not reached, and a gap is formed between the upper mold 81 and the lower mold 82. Then, the gas supply section 83 is operated to perform primary blowing. As a result, a part of the base material 6 bulges out and enters the gap between the upper mold 81 and the lower mold 82.

次いで、図１３に示す型締め状態として、気体供給部８３を作動させて、２次ブローを行う。これにより、母材６は、第１バンパ部材１の形状に向かって変形することができる、すなわち、パイプ部４とフランジ部５とを有する第１バンパ部材１となる。 Next, in the mold clamping state shown in FIG. 13, the gas supply section 83 is operated to perform secondary blowing. Thereby, the base material 6 can be deformed toward the shape of the first bumper member 1, that is, the base material 6 becomes the first bumper member 1 having the pipe portion 4 and the flange portion 5.

次いで、冷却部８５を作動させて、第１バンパ部材１を急冷却する。これにより、第１バンパ部材１では、オーステナイトがマルテンサイトに変態する。
次いで、再度型開き状態として、第１バンパ部材１を取り出す。その後、第１バンパ部材１を所望の長さに切断して、車両用バンパ１０に用いることができる。
このようにして成形された第１バンパ部材１（バンパ部材）は、閉断面であり、途中で切れ目が無く、連続した形状となっているので強度が強い。さらに別途溶接などをせずにフランジ部５を形成できるので、第１バンパ部材１として適した構造を有する。 Next, the cooling unit 85 is operated to rapidly cool the first bumper member 1. As a result, in the first bumper member 1, austenite is transformed into martensite.
Next, the mold is opened again and the first bumper member 1 is taken out. Thereafter, the first bumper member 1 can be cut to a desired length and used for the vehicle bumper 10.
The first bumper member 1 (bumper member) formed in this manner has a closed cross section and has a continuous shape with no cut in the middle, so it is strong. Furthermore, since the flange portion 5 can be formed without additional welding, the structure is suitable as the first bumper member 1.

＜第４実施形態＞
図１４は、本発明の車両用バンパの第４実施形態を示す横断面図である。
以下、この図を参照して本発明の車両用バンパ、バンパ用部材およびバンパ用部材の製造方法の第４実施形態について説明するが、前述した実施形態との相違点を中心に説明し、同様の事項はその説明を省略する。
本実施形態は、第１バンパ部材１および第２バンパ部材２の構成（横断面形状）が異なること以外は前記第３実施形態と同様である。 <Fourth embodiment>
FIG. 14 is a cross-sectional view showing a fourth embodiment of the vehicle bumper of the present invention.
Hereinafter, a fourth embodiment of a vehicle bumper, a bumper member, and a method for manufacturing a bumper member of the present invention will be described with reference to this figure. The explanation of the matters will be omitted.
This embodiment is the same as the third embodiment except that the configurations (cross-sectional shapes) of the first bumper member 1 and the second bumper member 2 are different.

図１４に示すように、本実施形態では、第１バンパ部材１および第２バンパ部材２は、それぞれ、１のフランジ部５とを有する構成となっている。この構成は、第１バンパ部材１および第２バンパ部材２の機械的強度を、前記第３実施形態よりも低下させてもよい場合に有効な構成となる。 As shown in FIG. 14, in this embodiment, the first bumper member 1 and the second bumper member 2 each have one flange portion 5. This configuration is effective when the mechanical strength of the first bumper member 1 and the second bumper member 2 may be lower than that of the third embodiment.

＜第５実施形態＞
図１５は、本発明の車両用バンパの第５実施形態を示す横断面図である。
以下、この図を参照して本発明の車両用バンパ、バンパ用部材およびバンパ用部材の製造方法の第５実施形態について説明するが、前述した実施形態との相違点を中心に説明し、同様の事項はその説明を省略する。
本実施形態は、第２バンパ部材２のフランジ部５の突出方向が異なること以外は前記第４実施形態と同様である。 <Fifth embodiment>
FIG. 15 is a cross-sectional view showing a fifth embodiment of the vehicle bumper of the present invention.
Hereinafter, a fifth embodiment of a vehicle bumper, a bumper member, and a method for manufacturing a bumper member according to the present invention will be described with reference to this figure. The explanation of the matters will be omitted.
This embodiment is similar to the fourth embodiment except that the direction in which the flange portion 5 of the second bumper member 2 projects is different.

図１５に示すように、本実施形態では、第２バンパ部材２のフランジ部５は、Ｚ軸方向負側に向かって突出している。この構成は、例えば、第２バンパ部材２の機械的強度を、前記第４実施形態よりも低下させてもよい場合に有効な構成となる。 As shown in FIG. 15, in this embodiment, the flange portion 5 of the second bumper member 2 protrudes toward the negative side in the Z-axis direction. This configuration is effective, for example, when the mechanical strength of the second bumper member 2 may be lower than that of the fourth embodiment.

＜第６実施形態＞
図１６は、本発明の車両用バンパの第６実施形態を示す上面図である。
以下、この図を参照して本発明の車両用バンパ、バンパ用部材およびバンパ用部材の製造方法の第６実施形態について説明するが、前述した実施形態との相違点を中心に説明し、同様の事項はその説明を省略する。
本実施形態は、第１バンパ部材１および第２バンパ部材２の上面視での形状が異なること以外は前記第１実施形態と同様である。 <Sixth embodiment>
FIG. 16 is a top view showing a sixth embodiment of the vehicle bumper of the present invention.
Hereinafter, a sixth embodiment of a vehicle bumper, a bumper member, and a method for manufacturing a bumper member according to the present invention will be described with reference to this figure. The explanation of the matters will be omitted.
This embodiment is similar to the first embodiment except that the first bumper member 1 and the second bumper member 2 have different shapes when viewed from above.

図１６に示すように、本実施形態では、第１バンパ部材１の上面視での形状は、Ｙ軸方向に沿った直線状をなす。
第２バンパ部材２の上面視での形状は、長手方向の途中の１箇所、すなわち、長手方向の中央部２６が屈曲または湾曲した形状をなす。また、第２バンパ部材２の各端部２７は、それぞれ、第１バンパ部材１上の異なる位置に接合され、当該接合された部分が接合点９となる。
このような構成により、第１バンパ部材１と第２バンパ部材２とは、上面視での形状が互いに異なり、よって、第１実施形態と同様に、衝突時の衝撃を衝撃吸収部材３に十分に伝達することができる。 As shown in FIG. 16, in this embodiment, the first bumper member 1 has a linear shape along the Y-axis direction when viewed from above.
The shape of the second bumper member 2 when viewed from above is bent or curved at one location midway in the longitudinal direction, that is, at the center portion 26 in the longitudinal direction. Further, each end portion 27 of the second bumper member 2 is joined to a different position on the first bumper member 1, and the joined portion becomes a joining point 9.
With such a configuration, the first bumper member 1 and the second bumper member 2 have different shapes when viewed from above, and therefore, as in the first embodiment, the impact at the time of a collision is sufficiently absorbed by the impact absorbing member 3. can be transmitted to.

＜第７実施形態＞
図１７は、本発明の車両用バンパの第７実施形態を示す上面図である。
以下、この図を参照して本発明の車両用バンパ、バンパ用部材およびバンパ用部材の製造方法の第７実施形態について説明するが、前述した実施形態との相違点を中心に説明し、同様の事項はその説明を省略する。
本実施形態は、第２バンパ部材２の上面視での形状が異なること以外は前記第６実施形態と同様である。 <Seventh embodiment>
FIG. 17 is a top view showing a seventh embodiment of the vehicle bumper of the present invention.
Hereinafter, a seventh embodiment of a vehicle bumper, a bumper member, and a method for manufacturing a bumper member according to the present invention will be described with reference to this figure. The explanation of the matters will be omitted.
This embodiment is similar to the sixth embodiment except that the second bumper member 2 has a different shape when viewed from above.

図１７に示すように、本実施形態では、第２バンパ部材２の上面視での形状は、楕円弧状をなす。これにより、第１バンパ部材１と第２バンパ部材２とは、上面視での形状が互いに異なり、よって、第６実施形態と同様に、衝突時の衝撃を衝撃吸収部材３に十分に伝達することができる。 As shown in FIG. 17, in this embodiment, the second bumper member 2 has an elliptical arc shape when viewed from above. As a result, the first bumper member 1 and the second bumper member 2 have different shapes when viewed from above, and therefore, as in the sixth embodiment, the impact at the time of a collision is sufficiently transmitted to the impact absorbing member 3. be able to.

＜第８実施形態＞
図１８は、本発明の車両用バンパの第８実施形態を示す上面図である。
以下、この図を参照して本発明の車両用バンパ、バンパ用部材およびバンパ用部材の製造方法の第８実施形態について説明するが、前述した実施形態との相違点を中心に説明し、同様の事項はその説明を省略する。
本実施形態は、第１バンパ部材１および第２バンパ部材２の上面視での形状が異なること以外は前記第６実施形態と同様である。 <Eighth embodiment>
FIG. 18 is a top view showing an eighth embodiment of the vehicle bumper of the present invention.
Hereinafter, an eighth embodiment of a vehicle bumper, a bumper member, and a method for manufacturing a bumper member of the present invention will be described with reference to this figure. The explanation of the matters will be omitted.
This embodiment is similar to the sixth embodiment except that the first bumper member 1 and the second bumper member 2 have different shapes when viewed from above.

図１８に示すように、本実施形態では、第１バンパ部材１の上面視での形状は、長手方向の途中の２箇所が同方向に屈曲または湾曲した形状をなす。
第２バンパ部材２の上面視での形状は、中央部２６の他に、さらに中央部２６の両側で、中央部２６と反対方向に屈曲または湾曲した形状をなす。また、第２バンパ部材２は、４つの接合点９で第１バンパ部材１と接合されている。
このような構成により、第１バンパ部材１と第２バンパ部材２とは、上面視での形状が互いに異なり、よって、第６実施形態と同様に、衝突時の衝撃を衝撃吸収部材３に十分に伝達することができる。 As shown in FIG. 18, in this embodiment, the shape of the first bumper member 1 when viewed from above is bent or curved at two locations in the middle of the longitudinal direction in the same direction.
The shape of the second bumper member 2 when viewed from above is such that, in addition to the central portion 26, both sides of the central portion 26 are bent or curved in the opposite direction to the central portion 26. Further, the second bumper member 2 is joined to the first bumper member 1 at four joining points 9.
With such a configuration, the first bumper member 1 and the second bumper member 2 have different shapes when viewed from above, and therefore, as in the sixth embodiment, the impact at the time of a collision is sufficiently absorbed by the impact absorbing member 3. can be transmitted to.

以上、本発明の車両用バンパを図示の実施形態について説明したが、本発明は、これに限定されるものではなく、車両用バンパを構成する各部は、同様の機能を発揮し得る任意の構成のものと置換することができる。また、任意の構成物が付加されていてもよい。
また、本発明の車両用バンパは、前記各実施形態のうちの、任意の２以上の構成（特徴）を組み合わせたものであってもよい。 Although the vehicle bumper of the present invention has been described above with reference to the illustrated embodiment, the present invention is not limited thereto, and each part constituting the vehicle bumper may be configured in any arbitrary configuration that can perform the same function. It can be replaced with that of . Moreover, arbitrary components may be added.
Further, the vehicle bumper of the present invention may be a combination of any two or more configurations (features) of the above embodiments.

また、第１バンパ部材１における折り曲げ部の形成数については、各実施形態での形成に数に限定されない。同様に、第２バンパ部材２における折り曲げ部の形成数についても、各実施形態での形成に数に限定されない。 Further, the number of bent portions formed in the first bumper member 1 is not limited to the number formed in each embodiment. Similarly, the number of bent portions formed in the second bumper member 2 is not limited to the number formed in each embodiment.

１０車両用バンパ
１第１バンパ部材
１１左側直線状部
１２左側折り曲げ部（折り曲げ部）
１３中央直線状部
１４右側折り曲げ部（折り曲げ部）
１５右側直線状部
２第２バンパ部材
２１左側直線状部
２２左側折り曲げ部（折り曲げ部）
２３中央直線状部
２４右側折り曲げ部（折り曲げ部）
２５右側直線状部
２６中央部
２７端部
３衝撃吸収部材
３１箱状体（クラッシュボックス）
３２端面
３２１端面
３２２端面
３３挟持部材
３３１上側挟持片
３３２下側挟持片
３３３連結部
４パイプ部（リング状部）
５フランジ部
５Ａフランジ部
６母材
８成形装置
８１上金型
８２下金型
８３気体供給部
８４加熱部
８５冷却部
８６駆動部
８７制御部
８８第１キャビティ
８９第２キャビティ
９接合点
９Ａ接合点
９Ｂ接合点
９Ｃ接合点
１００自動車
１１０プラットフォーム
１２０接続部
２０１障壁（バリア）
２０２ブロック
Ｆ１荷重
Ｆ２荷重
Ｏ_３１中心軸
θ_１２曲げ角度
θ_１４曲げ角度
θ_２２曲げ角度
θ_２４曲げ角度
σ_１圧縮応力
σ_２引張り応力

10 Vehicle Bumper 1 First Bumper Member 11 Left Straight Section 12 Left Side Bent Part (Bending Part)
13 Center linear part 14 Right side bent part (bent part)
15 Right linear portion 2 Second bumper member 21 Left linear portion 22 Left bent portion (bent portion)
23 Center linear part 24 Right side bent part (bent part)
25 Right linear part 26 Center part 27 End part 3 Shock absorbing member 31 Box-shaped body (crash box)
32 End face 321 End face 322 End face 33 Clamping member 331 Upper clamping piece 332 Lower clamping piece 333 Connecting part 4 Pipe part (ring-shaped part)
5 Flange part 5A Flange part 6 Base material 8 Molding device 81 Upper mold 82 Lower mold 83 Gas supply part 84 Heating part 85 Cooling part 86 Drive part 87 Control part 88 First cavity 89 Second cavity 9 Junction point 9A Junction point 9B Junction 9C Junction 100 Car 110 Platform 120 Connection 201 Barrier
202 Block F1 Load F2 Load O ₃₁ Central axis θ ₁₂ Bending angle θ ₁₄ Bending angle θ ₂₂ Bending angle θ ₂₄ Bending angle σ ₁ Compressive stress σ ₂ Tensile stress

Claims

a first bumper member;
a second bumper member disposed overlapping the first bumper member when viewed from above;
a shock absorbing member that supports at least one of the first bumper member and the second bumper member with respect to a frame of a vehicle body and absorbs a shock at the time of a collision;
The first bumper member and the second bumper member have mutually different shapes in a top view, and each has a bent or curved bent portion that is shifted in the longitudinal direction midway in the longitudinal direction,
The first bumper member and the second bumper member are joined at a plurality of joining points spaced apart along the longitudinal direction,
Between the two adjacent junction points, one of the first bumper member and the second bumper member is located further forward than the other member in the traveling direction of the vehicle body.
A vehicle bumper characterized by:

The vehicle bumper according to claim 1, wherein the two adjacent joining points and the one member and the other member between the two adjacent joining points form a truss structure.

When a load is applied from the front with respect to the traveling direction of the vehicle body, a compressive stress along the longitudinal direction acts on the one member between the two adjacent joint points , and the other member 3. The vehicle bumper according to claim 2 , wherein a tensile stress along the longitudinal direction acts on the bumper.

4. The vehicle bumper according to claim 1, wherein the shock absorbing member supports at least one of the first bumper member and the second bumper member between the two adjacent joining points .

The vehicle bumper according to any one of claims 1 to 4 , wherein the first bumper member and the second bumper member are each formed of a single tubular body.

6. The vehicle bumper according to claim 5 , wherein each of the first bumper member and the second bumper member has a flange portion protruding from an outer peripheral portion and formed in the longitudinal direction.

The vehicle bumper according to claim 5 or 6 , wherein the first bumper member and the second bumper member are each formed by molding the tubular body.

The vehicle bumper according to claim 1, wherein the shock absorbing member supports both the first bumper member and the second bumper member.

a first bumper member;
a second bumper member disposed overlapping the first bumper member in a top view,
The first bumper member and the second bumper member have mutually different shapes in a top view, and each has a bent or curved bent portion that is shifted in the longitudinal direction midway in the longitudinal direction,
The first bumper member and the second bumper member are joined at a plurality of joining points spaced apart along the longitudinal direction,
Between the two adjacent junction points, one of the first bumper member and the second bumper member is located further forward than the other member in the traveling direction of the vehicle body.
A bumper member characterized by:

10. The bumper member according to claim 9 , wherein each of the first bumper member and the second bumper member has a flange portion protruding from an outer peripheral portion and formed in the longitudinal direction.

A method for manufacturing a bumper member according to claim 10 , comprising:
A pipe portion having a non-circular cross-sectional shape formed by applying force from the outside and inside to a tubular body having a circular cross-sectional shape, which is a base material of the first bumper member and the second bumper member. and a flange portion protruding from the outer peripheral side of the pipe portion.