WO2011024996A1 - Structure de pare-chocs - Google Patents

Structure de pare-chocs Download PDF

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Publication number
WO2011024996A1
WO2011024996A1 PCT/JP2010/064695 JP2010064695W WO2011024996A1 WO 2011024996 A1 WO2011024996 A1 WO 2011024996A1 JP 2010064695 W JP2010064695 W JP 2010064695W WO 2011024996 A1 WO2011024996 A1 WO 2011024996A1
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WO
WIPO (PCT)
Prior art keywords
bumper
stay
bumper reinforcement
reinforcement
wall portion
Prior art date
Application number
PCT/JP2010/064695
Other languages
English (en)
Japanese (ja)
Inventor
栄徳 斎藤
裕年 島野
勝雄 荒川
季 李
Original Assignee
日軽金アクト株式会社
日本軽金属株式会社
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by 日軽金アクト株式会社, 日本軽金属株式会社 filed Critical 日軽金アクト株式会社
Publication of WO2011024996A1 publication Critical patent/WO2011024996A1/fr

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R19/00—Wheel guards; Radiator guards, e.g. grilles; Obstruction removers; Fittings damping bouncing force in collisions
    • B60R19/02—Bumpers, i.e. impact receiving or absorbing members for protecting vehicles or fending off blows from other vehicles or objects
    • B60R19/24—Arrangements for mounting bumpers on vehicles
    • B60R19/26—Arrangements for mounting bumpers on vehicles comprising yieldable mounting means
    • B60R19/34—Arrangements for mounting bumpers on vehicles comprising yieldable mounting means destroyed upon impact, e.g. one-shot type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R19/00—Wheel guards; Radiator guards, e.g. grilles; Obstruction removers; Fittings damping bouncing force in collisions
    • B60R19/02—Bumpers, i.e. impact receiving or absorbing members for protecting vehicles or fending off blows from other vehicles or objects
    • B60R19/24—Arrangements for mounting bumpers on vehicles
    • B60R2019/247—Fastening of bumpers' side ends

Definitions

  • the present invention relates to a bumper structure.
  • a bumper reinforcement composed of a bumper reinforcement having a curved portion at the center and a bumper stay that supports the bumper reinforcement. After the curved portion of the bumper reinforcement is straightened, the bumper reinforcement moves in the front-rear direction.
  • a bumper structure in which crushing proceeds see Patent Document 1. According to this bumper structure, the amount of collision energy absorbed can be increased while keeping the peak of the crush load low, thus reducing damage to the vehicle body while preventing malfunction of safety devices such as air bags during light collisions. It becomes possible to do.
  • Patent Documents 2 to 4 a bumper structure using a bumper stay made of a drawn product is known (see, for example, Patent Documents 2 to 4).
  • the bumper structure of Patent Documents 2 to 4 is a technology that focuses on crushing the bumper stay in the front-rear direction.
  • extension process the process in which the curved or bent part of the bumper reinforcement extends linearly
  • cross-section crushing process the process in which the bumper reinforcement is crushed in the front-rear direction
  • stay crushing process A process in which the stay is crushed in the front-rear direction is referred to as a “stay crushing process”.
  • the deformation resistance of the bumper stay is reduced, so that the stay crushing process may proceed at a stretch during the expansion process or the cross-section crushing process. If the stay crushing process progresses at a stretch during the expansion process or the cross-section crushing process, the collision load (crushing load) transmitted to the vehicle body increases at a stretch and the collision load decreases greatly thereafter. While the load is increased, the amount of collision energy absorbed may be decreased.
  • an object of the present invention is to provide a bumper structure capable of ensuring the expected peak load and the amount of collision energy absorbed while the bumper stay is a drawn product.
  • a bumper structure according to the present invention that solves such a problem is a bumper structure including a pair of left and right bumper stays made of a drawn product and bumper reinforcement supported by both the bumper stays.
  • the bumper stay is formed of a draw-molded product, the bottom portion, the upper wall portion, the lower wall portion, and the side wall portion can be formed at the same time. Therefore, the cost of the bumper stay can be reduced. become.
  • the bumper stay opening is closed by bumper reinforcement, and the bumper stay is Since the periphery of the opening is fixed to the bumper reinforcement, the inside of the bumper stay becomes a closed space, and the deformation resistance (crushing strength) of the bumper stay becomes high.
  • the deformation resistance (crushing strength) of the bumper stay is high even though it is a draw-molded product, so that the deformation of the bumper reinforcement and the like are advanced while maintaining the shape of the bumper stay. Therefore, the desired peak load and the amount of collision energy absorbed can be ensured.
  • the bumper stay opening peripheral portion and the bumper reinforcement can be fixed by means such as welding, adhesion, bolts, rivets, etc., but when fixed by welding, formation of a large flange portion for joining, etc. Is suitable because it becomes unnecessary.
  • the upper wall portion and the lower wall portion are flat (planar), it is possible to suppress the occurrence of buckling at the initial stage of the collision.
  • the upper wall portion and the lower wall portion of the bumper stay face each other in parallel, forming wrinkles are less likely to occur during drawing, and moreover, the buckling load is larger than when the bumper stays are not faced in parallel. Therefore, it is possible to reduce the thickness while securing the desired crushing load.
  • the bumper reinforcement and the bumper stay it is preferable to set rigidity of the bumper reinforcement and the bumper stay so that the bumper stay is crushed after the bumper stay is reduced to the bumper reinforcement.
  • the peak of the collision load (crush load) transmitted to the vehicle body during the cross-section crushing process the process of crushing the bumper reinforcement in the front-rear direction by the bumper stay being reduced in the bumper reinforcement
  • the stay crushing process The peak of the collision load transmitted to the vehicle body during the crushing process of the bumper stay itself appears with a time difference, so that the collision load transmitted to the vehicle body is prevented from increasing at a stretch and after the collision load increases It becomes possible to prevent the collision load from being greatly reduced, and as a result, the load value of the collision load can be maintained.
  • the bumper stay becomes the bumper reinforcement after the bent or curved portion of the bumper reinforcement is straightened. It is preferable to set the rigidity of the bumper reinforcement and the bumper stay so as to decrease. In this way, the peak of the collision load that is transmitted to the vehicle body in the extension process (the process in which the bent or curved part of the bumper reinforcement is linearly extended), the cross-section crushing process, and the stay crushing process appears sequentially with a time difference. Therefore, the collision load transmitted to the vehicle body is prevented from increasing at a stretch, and the collision load is prevented from greatly decreasing after the collision load is increased. Can be maintained.
  • the bumper stay has a shape in which a width dimension gradually increases from the vehicle body toward the bumper reinforcement. In this way, the distance between the fulcrums of the bumper reinforcement is reduced, so that it is possible to reduce the wall thickness of the bumper reinforcement while maintaining the deformation resistance of the bumper reinforcement between the bumper stays. It is possible to reduce the weight of the bumper reinforcement without reducing the amount of collision energy absorbed in the process.
  • a JIS standard 5000 series aluminum alloy (for example, JIS A 5052 alloy) has a good drawability, so that the productivity of the bumper stay can be increased.
  • JIS A 5052 alloy is 0.25% by mass or less of Si, 0.40% by mass or less of Fe, 0.10% by mass or less of Cu, 0.10% by mass or less of Mn, and 2.
  • the present invention it is possible to secure the expected peak load and the amount of collision energy absorbed while the bumper stay is a drawn product.
  • FIG. 1 It is a perspective view which shows the bumper structure which concerns on embodiment of this invention. It is an expansion perspective view which shows the bumper structure which concerns on embodiment of this invention.
  • (A) is an enlarged plan view showing a bumper structure according to an embodiment of the present invention,
  • (b) is a sectional view taken along line XX of (a), and
  • (c) is a sectional view taken along line YY of (a).
  • (A) is a plan view showing a bumper structure before a collision load is applied
  • (b) is a plan view showing an extension process
  • (c) is a plan view showing a cross-section crushing process
  • (d) is a stay crushing process.
  • a bumper structure B includes a pair of left and right bumper stays 1 and 1 fixed to a side member (vehicle body) S, and a bumper supported by both bumper stays 1 and 1. Reinforcement 2.
  • bumper structure B constitutes a front bumper
  • front and rear front and rear
  • right and left and “up and down” are based on the state of being attached to the vehicle body.
  • vehicle width direction is synonymous with “left-right direction”.
  • the bumper stay 1 has a shape (a divergent shape) in which the width dimension gradually increases from the side member S toward the bumper reinforcement 2.
  • the bumper stay 1 is made of a drawn product.
  • the bumper stay 1 of the present embodiment has a bottomed box shape in which an opening is formed on the bumper reinforcement 2 side. The opening of the bumper stay 1 is closed by the bumper reinforcement 2, and the opening peripheral portions 1a to 1d of the bumper stay 1 are fixed to the bumper reinforcement 2 by welding (see FIG. 2).
  • the bumper stay 1 includes a bottom portion 11, an upper wall portion 12, a lower wall portion 13 (see FIG. 1), and a pair of left and right side wall portions 14 and 15.
  • the side wall 14 on the outer side in the vehicle width direction is referred to as an “outer wall portion 14”.
  • the side wall 15 on the inner side in the width direction may be referred to as an “inner wall 15”.
  • the bottom part 11 is a flat part fixed to the front end face of the side member S (see FIG. 1).
  • the bottom 11 is a punch bottom at the time of drawing and has a rectangular shape (see FIG. 2).
  • Bolt insertion holes are formed at appropriate positions on the bottom 11. A bolt for fastening the bottom 11 to the front end surface of the side member S is inserted into the bolt insertion hole.
  • the front wall and the rear wall of the bumper reinforcement 2 are formed with through holes (see FIG. 1). When the bumper reinforcement 2 is fixed to the bumper structure B side member S, the bottom 11 Insert the bolt into the bolt insertion hole.
  • the upper wall portion 12 is a flat plate-like portion projecting from the upper edge portion of the bottom portion 11 toward the bumper reinforcement 2. As shown to (a) of FIG. 3, the upper wall part 12 is exhibiting the divergent shape where a width dimension increases gradually as it goes to the bumper reinforcement 2 from the bottom part 11. As shown in FIG. As shown in FIG. 3B, the upper wall portion 12 of this embodiment projects horizontally from the bottom portion 11 and is substantially flush with the upper surface of the bumper reinforcement 2.
  • the front edge (opening peripheral edge portion 1 a) of the upper wall portion 12 is formed in a shape that matches the shape of the bumper reinforcement 2 and is welded in a line contact with the bumper reinforcement 2.
  • the front edge (opening peripheral part 1a) of the upper wall part 12 is exhibiting the small flange shape bent toward the upper side of the upper wall part 12.
  • FIG. A portion having a small flange shape is formed at the time of drawing.
  • the lower wall portion 13 is a flat plate-like portion projecting from the lower edge portion of the bottom portion 11 toward the bumper reinforcement 2.
  • the lower wall portion 13 has a divergent shape in which the width dimension gradually increases from the bottom portion 11 toward the bumper reinforcement 2.
  • the upper wall portion 12 of the present embodiment projects horizontally from the bottom portion 11 and is substantially flush with the lower surface of the bumper reinforcement 2. That is, the lower wall portion 13 has the same planar shape as the upper wall portion 12 and faces the upper wall portion 12 in parallel.
  • the front edge (opening peripheral edge portion 1 b) of the lower wall portion 13 is formed in a shape that matches the shape of the bumper reinforcement 2 and is welded in a line contact with the bumper reinforcement 2.
  • the front edge (opening peripheral part 1b) of the lower wall part 13 is exhibiting the small flange shape bent toward the lower side of the lower wall part 13.
  • FIG. A portion having a small flange shape is formed at the time of drawing.
  • the outer side wall portion 14 is a curved plate-like portion that protrudes toward the bumper reinforcement 2 from the outer edge of the bottom portion 11 in the vehicle width direction, and is entirely viewed in plan view. It has an arc shape.
  • the outer wall portion 14 is curved so as to protrude toward the inner space of the bumper stay 1.
  • the outer wall portion 14 connects the side edges of the upper wall portion 12 and the lower wall portion 13 on the outer side in the vehicle width direction.
  • the front edge (opening peripheral edge portion 1 c) of the outer wall portion 14 is welded in a state of line contact with the bumper reinforcement 2.
  • the front edge (opening peripheral part 1c) of the outer side wall part 14 is exhibiting the small flange shape bent toward the vehicle width direction outer side.
  • a portion having a small flange shape is formed at the time of drawing.
  • the inner wall portion 15 is a curved plate-like portion projecting from the inner edge in the vehicle width direction of the bottom portion 11 toward the bumper reinforcement 2, and as shown in FIG. It has an arc shape.
  • the inner wall portion 15 is curved so as to protrude toward the inner space of the bumper stay 1.
  • the inner wall portion 15 connects the side edges of the upper wall portion 12 and the lower wall portion 13 on the inner side in the vehicle width direction.
  • the front edge (opening peripheral edge portion 1 d) of the inner wall portion 15 is welded in a state of line contact with the bumper reinforcement 2.
  • the front edge (opening peripheral part 1d) of the inner side wall part 15 is exhibiting the small flange shape bent toward the vehicle width direction inner side.
  • a portion having a small flange shape is formed at the time of drawing.
  • the outer wall 14 and the inner wall 15 are opposed to each other with a gap in the vehicle width direction (left-right direction).
  • the crossing angle (inner angle) ⁇ between the outer wall part 14 and the bottom part 11 and the crossing angle (inner angle) ⁇ between the inner wall part 15 and the bottom part 11 are both obtuse angles.
  • the separation distance between the two is gradually increased from the bottom 11 toward the bumper reinforcement 2. That is, the outer side wall part 14 and the inner side wall part 15 are opposed to each other in a letter C shape so that the interval increases from the bottom part 11 toward the bumper reinforcement 2.
  • the boundary portion 1e between the upper wall portion 12 and the outer wall portion 14 and the boundary portion 1f between the upper wall portion 12 and the inner wall portion 15 have corner portions having an arcuate cross section. Is formed. Similarly, corner portions having an arcuate cross section are formed at the boundary portion 1g between the lower wall portion 13 and the outer wall portion 14 and at the boundary portion 1h between the lower wall portion 13 and the inner wall portion 15.
  • the radius R inside the corner is preferably set so as to satisfy the following formula 1.
  • t Wall thickness of each of the walls 12 to 15
  • the rigidity (buckling strength) of the bumper stay 1 is increased, while the drawability is deteriorated.
  • the value of 12 is 12 or more, the drawability is improved while the rigidity of the bumper stay 1 is reduced.
  • corner portions having an arcuate cross section are also formed at the boundary portions (portions formed by the punch shoulder portions) between the wall portions 12 to 15 and the bottom portion 11.
  • the rigidity (easiness of crushing) of the bumper stay 1 it is only necessary to increase or decrease the wall thicknesses of the wall portions 12 to 15, the inner angles ⁇ and ⁇ , the radius of the boundary portions 1e to 1h, and the like. For example, if the wall thickness of each of the walls 12 to 15 is increased or the inner angles ⁇ and ⁇ are decreased, the buckling load of each of the walls 12 to 15 is increased, so that the bumper stay 1 is not easily crushed. If the thickness of .about.15 is reduced or the inner angles .alpha. And .beta. Are increased, the buckling load of the walls 12 to 15 is reduced, so that the bumper stay 1 is easily crushed.
  • the bumper stay 1 is formed by subjecting a base plate made of JIS standard 5000 series aluminum alloy (for example, JIS A 5052 alloy) to deep drawing or drilling.
  • a base plate made of JIS standard 5000 series aluminum alloy (for example, JIS A 5052 alloy)
  • JIS A 5052 alloy JIS A 5052 alloy
  • the periphery of the processing target portion of the base plate may be held between the die and the presser foot, and the punch may be pushed into the processing target portion in such a state.
  • the drawing process proceeds while the portion around the portion to be processed is drawn between the die and the punch holder. Thereafter, an excess portion of the portion left between the die and the punch holder is cut out so that a small flange portion of the opening peripheral edge portions 1a to 1d remains.
  • FIG. 1 JIS standard 5000 series aluminum alloy
  • the shape of the opening end surface of the box-shaped body 1 ′ obtained by deep drawing is not compatible with the shape of the bumper reinforcement 2 (see FIG. 3A).
  • the trimming process may be performed on the box-shaped body 1 ′.
  • the shape of the opening end surface of the bumper stay 1 needs to be adapted to the curved surface of the bumper reinforcement 2, but the die used for deep drawing and the pressing surface of the heel presser
  • the shape of the opening end face of the box-shaped body can be adapted to the bumper reinforcement 2, and in this way Trimming processing is unnecessary.
  • the upper wall 12 and the lower wall 13 of the bumper stay 1 may be beaded along the front-rear direction. In this way, the buckling strength can be improved.
  • the bumper stay 1 is fixed to the bumper reinforcement 2 by welding the entire circumference of the opening peripheral edge portions 1a to 1d (front edges of the wall portions 12 to 15).
  • the small flange portion is formed on the opening peripheral edge portions 1a to 1d, it is easier to perform the welding work if it is placed.
  • the bumper reinforcement 2 is constructed on the bumper stays 1 and 1 as shown in FIG.
  • the bumper reinforcement 2 shown in the figure has a circular arc shape as a whole (including not only a case where the bumper reinforcement 2 is formed as a single arc but also a case where the bumper reinforcement 2 is formed in a substantially arc shape constituted by a plurality of arcs and straight lines). It is curved and both end portions are inclined toward the vehicle body side (rear).
  • such bumper reinforcement 2 can be obtained by bending a hollow extruded shape member made of an aluminum alloy (for example, JIS standard 7000 series aluminum alloy).
  • the JIS standard 7000 series aluminum alloy is an Al—Zn—Mg—Cu series alloy (a heat treated aluminum alloy in which zinc (Zn), magnesium (Mg) and copper (Cu) are added to aluminum (Al). ) And an Al—Zn—Mg alloy (a heat-treatable aluminum alloy in which zinc (Zn) and magnesium (Mg) are added to aluminum (Al)).
  • the bumper reinforcement 2 includes a rectangular tube-shaped main body portion 21 serving as an outer shell, and an inner wall 22 disposed inside the main body portion 21.
  • the middle wall 22 is arranged for the purpose of improving the cross-sectional rigidity of the bumper reinforcement 2, and in this embodiment, the inner wall 22 is arranged so as to divide the internal space of the main body 21 into two parts.
  • the bumper reinforcement 2 absorbs collision energy during the process of extending the curved portion between the bumper stays 1 and 1 (extension process) (see FIG. 5B) and is adjacent to the bumper stay 1. In the region, the collision energy is absorbed in the process in which buckling or plastic bending deformation occurs in the main body 21 and the inner wall 22 (cross-section crushing process) (see FIG. 5C). In the present embodiment, the bending rigidity of the bumper reinforcement 2 is set so that the cross-sectional crushing process proceeds after the expansion process proceeds.
  • the bending stiffness of the entire bumper reinforcement 2 that affects the start and end timing of the extension process.
  • the bending stiffness is adjusted by increasing or decreasing the cross-sectional secondary moment.
  • the main factors affecting the magnitude of the moment of inertia of the bumper reinforcement 2 are mainly the thickness of the front and rear walls of the main body 21 and the distance between the front and rear walls of the main body 21. Therefore, by increasing or decreasing these, the start / end timing of the expansion process can be adjusted.
  • the rigidity of the bumper stay 1 and the bumper reinforcement 2 (the thickness of each part, cross-sectional dimensions, etc.) so that the stay crushing process proceeds after the expansion process and the cross-section crushing process of the bumper reinforcement 2 have progressed. ) Is set.
  • the collision energy absorption process at the time of frontal collision will be described with reference to FIG.
  • a collision load in the longitudinal direction of the vehicle body acts on the bumper structure B, as shown in FIG. 5B
  • the curved portion of the bumper reinforcement 2 is linearly extended between the bumper stays 1 and 1,
  • the collision energy is absorbed (elongation process).
  • the inner wall 15 of the bumper stay 1 is bent and deformed, so that the initial shape of the bumper stay 1 is not firmly maintained.
  • the bumper stay 1 is appropriately deformed so as not to obstruct the bending extension of the bumper reinforcement 2 while stably supporting the bumper reinforcement 2 during the extension process.
  • the bumper stay 1 is reduced to the bumper reinforcement 2 as shown in FIG. 5C, so that the collision energy is absorbed (cross-section crushing process). That is, the cross-section crushing process starts to proceed when the extending process reaches the end of the process or when the extending process is completed. If the bumper stay 1 is reduced to the bumper reinforcement 2 after the curved portion of the bumper reinforcement 2 is straightened, the peak of the collision load transmitted to the side member S during the extension process and the cross-section crushing process (bumper reinforcement) The peak of the collision load transmitted to the side member S during the crushing of the ment 2 in the front-rear direction appears with a time difference. In the cross-section crushing process, buckling or plastic bending deformation occurs in the main body 21 and the inner wall 22 (see FIG. 2) of the bumper reinforcement 2 in the region adjacent to the bumper stay 1, and the internal space of the main body 21. Collapses.
  • the bumper stay 1 itself is crushed in the front-rear direction as shown in FIG. Stay crushing process). That is, when the cross-section crushing process reaches the final stage or the cross-section crushing process ends, the stay crushing process starts to proceed. After the bumper stay 1 is reduced to the bumper reinforcement 2, when the bumper stay 1 is crushed, the peak of the collision load transmitted to the side member S during the cross-section crushing process and the collision load transmitted to the side member S during the stay crushing process Appears with a time difference. In the stay crushing process, buckling, plastic bending deformation, and the like occur in the upper wall portion 12, the lower wall portion 13, the outer wall portion 14, and the inner wall portion 15 (see FIG.
  • the buckling mode is set so as to enter the inside of the bumper stay 1. That is, according to the bumper stay 1, variations in the crushing process and the form after the crushing are less likely to occur, so that variations in the amount of collision energy absorbed in the stay crushing process are less likely to occur.
  • the bumper stay 1 is formed of a drawn molded product, the bottom part 11, the upper wall part 12, the lower wall part 13 and the side wall parts 14 and 15 can be molded simultaneously, and the bumper stay 1 can be reduced in production cost.
  • the bumper stay 1 is constituted by a draw-molded product, the bumper stay 1 having a shape with an open surface is formed due to the properties of the draw molding.
  • the opening of the bumper stay 1 is closed by the bumper reinforcement 2, and the bumper stay 1 is opened. Since the peripheral edge portions 1a to 1d are fixed to the bumper reinforcement 2 by welding, the inside of the bumper stay 1 becomes a closed space, and as a result, the deformation resistance (crushing strength) of the bumper stay 1 becomes high. That is, according to the bumper structure B, the deformation resistance (crushing strength) of the bumper stay 1 is high even though it is a drawn product, so that the deformation of the bumper reinforcement 2 and the like are maintained while maintaining the form of the bumper stay 1. Therefore, it is possible to secure the desired peak load and the amount of collision energy absorbed.
  • the bumper stay 1 since the upper wall portion 12 and the lower wall portion 13 have a flat plate shape (planar shape), the occurrence of buckling at the initial stage of the collision can be suppressed. Moreover, since the upper wall portion 12 and the lower wall portion 13 of the bumper stay 1 face each other in parallel (see FIG. 3B), molding wrinkles are less likely to occur during drawing, Since the buckling load is larger than the case where they do not face each other in parallel, it is possible to reduce the thickness while ensuring the desired crushing load.
  • the corner portion having the arcuate cross section is formed, the deformation resistance of the bumper stay 1 is increased, and as a result, it is possible to reduce the thickness (weight reduction).
  • the bumper stays 1 and 1 are not crushed in the front-rear direction during the process in which the curved portion of the bumper reinforcement 2 is linearly stretched between the bumper stays 1 and 1 (during the expansion process).
  • the distance between the fulcrum points of the reinforcement 2 is reduced not only in appearance but also substantially.
  • the bumper reinforcement 2 can be reduced in weight, while the bumper reinforcement 2 is bent.
  • the rigidity becomes small, the deformation resistance of the bumper reinforcement 2 decreases, and the amount of collision energy absorbed in the extension process decreases.
  • the bumper structure B of the present embodiment since the distance between the fulcrums of the bumper reinforcement 2 is narrowed by the bumper stay 1 having a divergent shape, the front wall and the rear wall of the main body portion 21 of the bumper reinforcement 2 Even if the wall thickness of the bumper reinforcement is reduced, the deformation resistance of the bumper reinforcement 2 is not greatly reduced, so that the amount of collision energy absorbed during the extension process is greatly reduced.
  • the thickness of the bumper reinforcement 2 is reduced without reducing the deformation resistance of the bumper reinforcement 2 between the bumper stays 1 and 1 (particularly, the thickness of the front wall and the rear wall of the main body 21). ) Can be reduced, and therefore, it is possible to reduce the weight without reducing the amount of collision energy absorbed in the extension process.
  • the deformation resistance of the bumper reinforcement 2 between the bumper stays 1 and 1 is the width dimension. Is higher than the case where it is supported by a constant bumper stay, so that the amount of collision energy absorbed in the extension process increases.
  • the peak of the collision load transmitted to the side member S sequentially appears with a time difference during each of the extension process, the cross-section crushing process, and the stay crushing process. It is possible to maintain the load value while preventing the load from greatly decreasing.
  • the bumper stay 1 having a divergent shape since the bumper stay 1 having a divergent shape is used, it is possible to increase the crushing range of the bumper reinforcement 2 as compared with the case of using a bumper stay having a non-divergent shape. As a result, the amount of collision energy absorbed can be increased.
  • the bumper stay 1 is made of an aluminum alloy drawn product
  • the bumper reinforcement 2 is made of an extruded shape made of aluminum alloy. It becomes possible to reduce the cost, and further, the manufacture becomes easy and the quality is stabilized.
  • bumper stay 1 and bumper reinforcement 2 may be changed as appropriate.
  • the bumper reinforcement 2 that is curved in the shape of an arc as a whole is illustrated.
  • two bent portions 2 a and 2 a are provided between the bumper stays 1 and 1.
  • bumper reinforcement 2 can be used.
  • the bending energy 2a, 2a of the bumper reinforcement 2 is linearly extended, so that the collision energy at the initial stage of the collision is absorbed.
  • illustration is omitted, a linear bumper reinforcement and a bumper stay made of a drawn product may be combined.
  • B Bumper structure 1 Bumper stay 11 Bottom 12 Upper wall 13 Lower wall 14 Outer wall (side wall) 15 Inner wall (side wall) 1a to 1d Opening edge 1e to 1h Corner 2 Bumper reinforcement

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  • Mechanical Engineering (AREA)
  • Body Structure For Vehicles (AREA)

Abstract

La présente invention se rapporte à une structure de pare-chocs conçue d’une manière telle que, bien que les étais de pare-chocs soient des produits étirés, la structure de pare-chocs a une valeur de charge de crête souhaitée et une quantité d’absorption d’énergie de collision suffisante. L’invention se rapporte à une structure de pare-chocs (B) pourvue d’une paire d’étais de pare-chocs gauche et droit (1, 1) qui sont des produits étirés, et également d’un élément de renforcement de pare-chocs (2) qui est supporté par les étais de pare-chocs (1, 1). Chaque étai de pare-chocs (1) est pourvu d’une section inférieure (11) qui est fixe à la carrosserie de véhicule, d’une section paroi supérieure du type plaque plate (12) qui fait saillie depuis la section inférieure (11) vers l’élément de renforcement de pare-chocs (2), d’une section paroi inférieure (13), et d’une paire de sections parois latérales gauche et droite (14, 15). La section paroi supérieure (12) et la section paroi inférieure (13) sont parallèlement face à face. L’ouverture de chaque étai de pare-chocs (1) est fermée par l’élément de renforcement de pare-chocs (2), et le bord périphérique de l’ouverture de l’étai de pare-chocs (1) est fixé à l’élément de renforcement de pare-chocs (2) par soudage, etc.
PCT/JP2010/064695 2009-08-31 2010-08-30 Structure de pare-chocs WO2011024996A1 (fr)

Applications Claiming Priority (2)

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JP2009199216A JP2011051364A (ja) 2009-08-31 2009-08-31 バンパー構造
JP2009-199216 2009-08-31

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WO2011024996A1 true WO2011024996A1 (fr) 2011-03-03

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Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2020058485A1 (fr) * 2018-09-20 2020-03-26 Constellium Singen Gmbh Système de pare-chocs amélioré

Families Citing this family (2)

* Cited by examiner, † Cited by third party
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KR101359262B1 (ko) 2011-12-21 2014-02-06 주식회사 포스코 크래쉬 박스의 제조 방법 및 크래쉬 박스
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