WO2011115148A1

WO2011115148A1 - Bumper stay

Info

Publication number: WO2011115148A1
Application number: PCT/JP2011/056153
Authority: WO
Inventors: 栄徳斎藤; 裕年島野; 季李; 大樹藤原
Original assignee: 日軽金アクト株式会社; 日本軽金属株式会社
Priority date: 2010-03-17
Filing date: 2011-03-16
Publication date: 2011-09-22
Also published as: JP5462674B2; JP2011189915A

Abstract

A bumper stay less likely to bend sideways in a collision of the vehicle, the bumper stay facilitating inspection, replacement, etc. and enabling the stay body to have high freedom in design. A bumper stay is provided with a stay body (10) open at the upper and lower sides thereof, and also with a reinforcement member (20) disposed so as to divide the stay body (10) into upper and lower parts. The reinforcement member (20) is inserted in sidewise slits (2a-6a) formed in the stay body (10) and supports side walls (13, 14) of the stay body (10) when the side walls (13, 14) are deformed.

Description

Bumper stay

The present invention relates to a bumper stay.

Patent Documents 1 and 2 disclose a bumper structure including a bumper reinforcement and a pair of left and right bumper stays that support the bumper reinforcement. This bumper structure absorbs collision energy by causing bending deformation and crushing in the bumper reinforcement, and further absorbs collision energy by generating crushing in the bumper stay. According to such a bumper structure, it is possible to increase the amount of collision energy absorbed while keeping the peak of the crushing load low, so that it is possible to prevent the malfunction of a safety device (for example, an air bag) during a light collision. Damage to the can be reduced.

By the way, if the main body of the bumper stay is formed of a shape having an opening at the top and bottom, the side wall of the stay main body may “side-down” in the crushing process. Even if “side-down” occurs on the side wall of the stay body, it is possible to absorb the collision energy. However, it is more effective to suppress the side-falling or delay the occurrence of the side-fall. The amount increases.

As a technique for coping with “side-down”, Patent Document 3 discloses a technique in which the upper and lower openings of a stay body having a rectangular tube shape are closed with a pair of cover plates. A technique for disposing a brace inside a main body is disclosed.

International Publication No. 2007/110938 Pamphlet International Publication No. 2009/110461 Pamphlet Japanese Patent No. 4232328 Japanese Patent No. 3981791

Patent Documents 1 and 2 exemplify a form in which the bolts for fixing the vehicle body are arranged in the interior space of the bumper stay. If the technique of Patent Document 3 is applied to such a bumper stay, the bumper stay The opening may be blocked, making it difficult to perform inspection or replacement.

Further, the technique of Patent Document 4 has a problem that the cross-sectional shape of the stay main body cannot be freely designed because the cross-sectional shape of the stay main body needs to be a hat shape due to the arrangement of the braces.

From this point of view, the present invention provides a bumper stay that does not easily fall down in the event of a vehicle collision, can be easily inspected and replaced, and has a high degree of freedom in designing the stay body. The issue is to provide.

A first invention for solving the above-mentioned problems is a bumper stay comprising a stay main body that is open at the top and bottom, and a reinforcing member that is arranged so as to partition the stay main body up and down. It is inserted into a lateral slit formed in the main body, and the side wall is supported when the side wall of the stay main body is deformed.

Even when the reinforcing member is not in contact with the side wall at normal times, when the wall of the stay main body is brought into contact with the side wall when a certain degree of deformation occurs, Is included in "supporting the side wall when deformation occurs."

According to the present invention, it is possible to suppress bending deformation and buckling deformation that occur on the side wall of the stay main body due to the collision of the vehicle. It becomes possible to delay the occurrence of the fall.

Further, according to the present invention, although the reinforcing member is arranged on the stay body, the upper and lower sides of the stay body remain open, so that the bumper stay can be easily inspected and replaced.

Furthermore, in the present invention, since the horizontal slit is formed in the stay main body and the reinforcing member is inserted into the horizontal slit, the reinforcing member can be arranged regardless of the cross-sectional shape of the stay main body. That is, according to the present invention, the degree of freedom in designing the stay main body is high, and the crushing strength and crushing condition of the bumper stay can be easily adjusted even after the cross-sectional shape of the stay main body is determined. .

The cross-sectional shape of the stay main body is not limited, but the stay main body has a rear wall serving as a mounting portion for a vehicle body, a front wall serving as a mounting portion for bumper reinforcement, the rear wall and the front wall. When the side wall has a pair of left and right side walls, a sideways slit is formed on the side wall, and the reinforcing member is joined to the side wall in a state where the reinforcing member is inserted into the sideways slit. If it does in this way, since the side wall and reinforcement member of a stay main body will become integral, a deformation | transformation of a side wall can be suppressed effectively. In addition, there is no restriction | limiting in the joining method of a stay main body and a reinforcement member, For example, joining methods, such as adhesion | attachment, welding, friction stir welding, and a mechanical joining method (screw stop and rivet stop), can be applied.

When a sideways slit is formed on the side wall of the stay body, a reinforcing member may be welded to the outer surface of the side wall. If it does in this way, since it becomes possible to join a reinforcement member to a stay main body by the welding operation from the outer surface side of a stay main body, the work efficiency at the time of manufacture will become high.

When the stay main body has a partition wall (partitioning the internal space of the stay main body in the left-right or front-rear direction), a sideways slit is formed in the partition wall, and a reinforcing member is inserted into the sideways slit. If it does in this way, it will become possible to control an out-of-plane deformation of a reinforcing member, and it will become possible to attain thinning of a reinforcing member.

In addition, when a sideways slit is not formed on the side wall of the stay body, a reinforcing member may be inserted into the sideways slit of the partition wall, and the side edge of the reinforcing member may be brought into contact with or close to the inner surface of the side wall of the stay body.

A cut may be formed in the reinforcing member, and a partition wall may be inserted into the cut. If it does in this way, since it becomes possible to suppress buckling deformation etc. of a partition wall, it will become possible to achieve thickness reduction of a partition wall.

The stay body should be formed using an extruded profile. In this case, the above-described laterally-oriented slit may be formed by making a cut in a part of the extruded profile that is the base of the stay body. This makes it possible to manufacture the stay body easily and inexpensively.

Said 1st invention forms a clearance gap between the upper part and the lower part of a stay main body by forming a sideways slit in a stay main body, and arrange | positions a reinforcement member using the said clearance gap. However, by making the upper part and the lower part of the stay body separate, a gap may be secured between the upper part and the lower part of the stay body, and the reinforcing member may be arranged using the gap.

That is, a second invention that solves the above problem is a bumper stay that includes a stay body that is open at the top and bottom, and a reinforcing member that is arranged to partition the stay body up and down. A stay upper part made of a first extruded profile and a stay lower part made of a second extruded profile, and the reinforcing member is sandwiched between the stay upper part and the stay lower part, It is characterized by being joined to the lower part of the stay.

According to the present invention, it is possible to suppress bending deformation and buckling deformation that occur on the side wall of the stay main body at the time of a vehicle collision, so that it is possible to suppress the side wall falling or the occurrence of side falling. It becomes possible to delay the time.

Furthermore, in the present invention, since the reinforcing member is sandwiched between the upper portion of the stay and the lower portion of the stay, the reinforcing member can be arranged regardless of the cross-sectional shape of the upper portion of the stay and the lower portion of the stay. That is, according to the present invention, the degree of freedom in designing the stay main body is high, and the crushing strength and crushing condition of the bumper stay can be easily adjusted even after the cross-sectional shape of the stay main body is determined. .

The first extruded profile and the second extruded profile preferably have the same cross-sectional shape. In this way, the stay main body can be formed using one type of extruded profile, so that the manufacturing cost can be reduced.

According to the bumper stay according to the present invention, it is difficult for the vehicle to fall down when the vehicle collides. In addition, inspection and replacement can be easily performed, and the degree of freedom in designing the stay body is high.

It is a disassembled perspective view of the bumper structure provided with the bumper stay which concerns on 1st embodiment of this invention. (A) is an enlarged plan view which shows a stay main body, (b) is an enlarged plan view for demonstrating the structure of the side wall inside a vehicle width direction. (A) is a disassembled perspective view which shows the bumper stay which concerns on 1st embodiment of this invention, (b) is a perspective view which shows the stay main body which fractured | ruptured one part. (A) is a perspective view which shows the state which joined the bumper stay which concerns on 1st embodiment of this invention to bumper reinforcement, (b) is a perspective view which shows the state which joined the reinforcement member to the stay main body. (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, and (d) is a stay crushing process. It is a top view. It is a figure which shows the modification of the bumper stay which concerns on 1st embodiment of this invention, Comprising: (a) is a disassembled perspective view, (b) is a perspective view which shows the state which combined the reinforcement member with the stay main body. It is a top view which shows the modification of a bumper structure. (A) is a disassembled perspective view which shows the bumper stay which concerns on 2nd embodiment of this invention, (b) is a perspective view of the stay main body which fractured | ruptured one part. (A) is a disassembled perspective view which shows the bumper stay which concerns on 3rd embodiment of this invention, (b) is a perspective view similarly.

(First embodiment)
The bumper stay S1 according to the first embodiment of the present invention is interposed between a side member (vehicle body) M and a bumper reinforcement R as shown in FIG. The bumper stays S1 are arranged one by one on the left and right, and together with the bumper reinforcement R, constitute a bumper structure B1.

In addition, although bumper structure B1 comprises a front bumper, it is not the meaning which limits the application range of this invention. Of course, the bumper stay according to the present invention may be applied to the rear bumper.

In the present embodiment, “front and rear”, “right and left”, and “up and down” are based on the state in which the bumper structure B1 is attached to the vehicle body. Further, “vehicle width direction” is synonymous with “left-right direction”.

The bumper stay S1 includes a stay main body 10 that is open at the top and bottom, and a reinforcing member 20 that is arranged to partition the stay main body 10 up and down.

The stay body 10 is made of an aluminum alloy hollow extruded shape (hollow shape), and is arranged so that the extrusion direction is the vertical direction. The stay body 10 is formed with lateral slits 2a to 6a. The lateral slits 2 a to 6 a are formed along the intersection line between the plane having the normal direction in the vertical direction and the stay body 10. There is no limitation on the processing method of the lateral slits 2a to 6a. For example, a circular saw is inserted along a plane with the vertical direction as a normal line into the hollow extruded profile that is the element of the stay body 10, and the cut is made. What is necessary is just to form.

The reinforcing member 20 is made of an aluminum alloy plate and is inserted into the lateral slits 2a to 6a. The reinforcing member 20 is disposed along a plane that intersects the pushing direction (vertical direction) of the stay main body 10 and supports the

side walls

13 and 14 when the

side walls

13 and 14 of the stay main body 10 are deformed. .

The configuration of the stay body 10 will be described in more detail with reference to FIG.
As shown in FIG. 2A, the stay main body 10 has a shape (a diverging shape) in which the width dimension gradually increases from the side member M toward the bumper reinforcement R. The stay main body 10 includes three hollow spaces a, b, and c. The hollow space a on the outer side in the vehicle width direction and the hollow space c on the inner side in the vehicle width direction have a triangular shape in plan view, and the hollow space b located between the hollow spaces a and c has a pentagonal shape in plan view. Presents.

The stay main body 10 of the present embodiment includes a rear wall 11 serving as a mounting portion to the side member M, a front wall 12 serving as a mounting portion to the bumper reinforcement R, and a pair of left and right connecting the rear wall 11 and the front wall 12.

Side walls

13 and 14 and

partition walls

15 and 16 for partitioning the internal space of the stay main body 10 to the left and right.

The rear wall 11 is a part fixed to the front end surface of the side member M, and has a flat plate shape. Bolt insertion holes are formed in the rear wall 11. A bolt for fastening the rear wall 11 to the front end surface of the side member M is inserted into the bolt insertion hole.

The front wall 12 is a part fixed to the bumper reinforcement R, and is spaced from the contact surfaces 12a and 12b that contact the rear surface of the bumper reinforcement R (the surface on the vehicle body side) and the rear surface of the bumper reinforcement R. And a facing surface 12c facing each other. The contact surfaces 12a and 12b are formed into a curved surface (arc surface) having the same curvature as the rear surface of the bumper reinforcement R, and are in surface contact with the rear surface of the bumper reinforcement R.

As shown in FIG. 3A, a lateral slit 2a is formed in the center of the front wall 12 in the height direction. The lateral slit 2 a is continuous over the entire width of the front wall 12.

The left and

right side walls

13 and 14 are arranged at intervals in the vehicle width direction. As shown in FIG. 2A, the separation distance between the

side walls

13 and 14 gradually increases from the side member M toward the bumper reinforcement R. In the following description, when the

side walls

13 and 14 are distinguished, the side wall 13 on the outer side in the vehicle width direction is referred to as an “outer wall 13”, and the side wall 14 on the inner side in the vehicle width direction is referred to as an “inner wall 14”.

The outer wall 13 is a part from the side edge of the rear wall 11 on the outer side in the vehicle width direction to the side edge of the front wall 12 on the outer side in the vehicle width direction, and supports the front wall 12 from the vehicle body side.

The outer wall 13 crosses the rear wall 11 obliquely. The inner angle formed by the rear wall 11 and the outer wall 13 is an obtuse angle. Further, the entire outer wall 13 has an arc shape in plan view, and is curved toward the inner space side (hollow space a side) of the stay body 10. In other words, the outer wall 13 is located closer to the hollow space a than the plane s1 that passes through the side edge of the rear wall 11 outside in the vehicle width direction and the side edge of the front wall 12 outside in the vehicle width direction. In the present embodiment, the outer wall 13 having a circular arc shape in plan view is illustrated, but the configuration of the outer wall 13 is not intended to be limited. Although illustration is omitted, it may be changed to an outer wall in a form in which a plurality of arc-shaped portions are connected, or may be changed to an outer wall having a flat plate shape.

As shown in FIG. 3A, a lateral slit 3a is formed in the center of the outer wall 13 in the height direction. The front end of the horizontal slit 3 a communicates with the horizontal slit 2 a of the front wall 12, and the rear end of the horizontal slit 3 a reaches just before the rear wall 11.

The inner wall 14 is a part from the inner side edge of the rear wall 11 in the vehicle width direction to the inner edge of the front wall 12 in the vehicle width direction, and supports the front wall 12 from the vehicle body side.

At the center of the inner wall 14 in the height direction, a lateral slit 4a is formed as shown in FIG. The front end of the horizontal slit 4 a communicates with the horizontal slit 2 a of the front wall 12, and the rear end of the horizontal slit 4 a reaches just before the rear wall 11.

As shown in FIG. 2A, the inner wall 14 crosses the rear wall 11 obliquely. An inner angle formed by the rear wall 11 and the inner wall 14 is an obtuse angle. The inner wall 14 is curved toward the inner air side (hollow space b, c side) of the stay body 10. That is, the entire inner wall 14 is positioned on the hollow space b, c side with respect to the plane s2 passing through the side edge in the vehicle width direction of the rear wall 11 and the side edge in the vehicle width direction of the front wall 12.

2 (b), the inner wall 14 has a plurality of

arcuate portions

14A, 14B, and 14C. In the following description, the arc-shaped portion 14A connected to the rear wall 11 is referred to as “first arc-shaped portion 14A”, and the arc-shaped portion 14C connected to the front wall 12 is referred to as “third arc-shaped portion 14C”. The arcuate part 14B that connects the arcuate part 14A and the third arcuate part 14C is referred to as a “second arcuate part 14B”. In addition, the hatching attached | subjected to drawing of (b) of FIG. 2 is attached in order to clarify the range of 14 A of 1st circular arc-shaped parts, and 14 C of 3rd circular arc parts.

The first arcuate portion 14 </ b> A is a portion that extends from the inner side edge of the rear wall 11 to the connecting portion with the partition wall 16. The first arc-shaped portion 14A has an arc shape in a plan view and is curved toward the hollow space b.

The second arcuate part 14B is a part from the front end part of the first arcuate part 14A to the rear end part of the third arcuate part 14C. The second arcuate portion 14B has an arc shape in plan view and is curved toward the hollow space c. The second arcuate part 14B and the third arcuate part 14C are smoothly continuous, but the first arcuate part 14A and the second arcuate part 14B are refracted (the tangent is not common). Is continuous.

The third arc-shaped portion 14C is a portion from the front end portion of the second arc-shaped portion 14B to the side edge of the front wall 12 on the inner side in the vehicle width direction. The third arc-shaped portion 14C has an arc shape in plan view and is curved toward the hollow space c.

The radius Ra of the first arcuate portion 14A, the radius Rb of the second arcuate portion 14B, and the radius Rc of the third arcuate portion 14C are in a magnitude relationship of Ra> Rb> Rc, but may be changed as appropriate. There is no problem. Further, in the present embodiment, the inner wall 14 in a form in which the three

arcuate portions

14A, 14B, and 14C are connected is illustrated, but the configuration of the inner wall 14 is not intended to be limited. Although illustration is omitted, it may be changed to an inner wall having one arcuate portion, or may be changed to an inner wall having a flat plate shape.

As shown in FIG. 2 (a), the

partition walls

15 and 16 partition the internal space of the stay main body 10 to the left and right, and support the front wall 12 from the vehicle body side. Each of the

partition walls

15 and 16 has a flat plate shape.

The partition wall 15 on the outer side in the vehicle width direction rises from the intersection of the rear wall 11 and the outer wall 13 toward the side edge on the inner side in the vehicle width direction of the contact surface 12a and reaches the front wall 12.

As shown in FIG. 2B, the partition wall 16 on the inner side in the vehicle width direction is on the outer side in the vehicle width direction of the contact surface 12b from the boundary portion between the first arc-shaped portion 14A and the second arc-shaped portion 14B. It rises toward the edge and reaches the front wall 12.

As shown in FIG. 3 (b), a horizontal slit 5a is formed in the central portion of one partition wall 15 in the height direction. The front end of the sideways slit 5 a communicates with the sideways slit 2 a of the front wall 12, and the rear end of the sideways slit 5 a reaches the front of the rear wall 11.

A horizontal slit 6a is formed at the center of the other partition wall 16 in the height direction. The front end portion of the lateral slit 6 a communicates with the lateral slit 2 a of the front wall 12, and the rear end portion of the lateral slit 6 a communicates with the lateral slit 4 a of the inner wall 14.

Note that the ease of crushing of the hollow space a shown in FIG. 2A is not only the thickness and length of the front wall 12, outer wall 13, and partition wall 15 surrounding the hollow space a, but also the curvature (radius) of the outer wall 13. ) Is also dependent on the size. For example, if the curvature of the outer wall 13 is reduced (the radius is increased), the buckling load of the outer wall 13 is increased, so that the hollow space a is not easily crushed, and if the curvature of the outer wall 13 is increased (the radius is decreased), Since the buckling load is reduced, the hollow space a is easily crushed.

The ease with which the hollow space b is crushed includes the thickness and length of the rear wall 11, the front wall 12, the first arcuate portion 14 </ b> A (see FIG. 2B) surrounding the hollow space b, and the

partition walls

15 and 16. In addition, it depends on the radius of the first arcuate portion 14A. For example, if the radius of the first arcuate part 14A is increased, the buckling load of the first arcuate part 14A is increased, so that the hollow space b is not easily crushed, and if the radius of the first arcuate part 14A is reduced, Since the buckling load of one arcuate portion 14A is reduced, the hollow space b is easily crushed.

In addition to the thickness and length of the front wall 12, the second arcuate part 14B, the third arcuate part 14C, and the partition wall 16 surrounding the hollow space c, the hollow space c is easily crushed. It also depends on the size of the radius of the part 14B and the third arcuate part 14C. For example, when the radius of the second arc-shaped portion 14B or the third arc-shaped portion 14C is increased, the hollow space c is hardly crushed, and when the radius of the second arc-shaped portion 14B or the third arc-shaped portion 14C is decreased, the hollow space c is decreased. c tends to be crushed.

As shown in FIG. 3A, the reinforcing member 20 is inserted into the lateral slits 2a to 6a. The reinforcing member 20 is prevented from coming out in the front-rear direction by the rear wall 11 of the stay body 10 and the bumper reinforcement R (see FIG. 1). The planar shape of the reinforcing member 20 is substantially the same as the outline (outer shape) of the stay body 10, and the thickness dimension of the reinforcing member 20 is equal to the opening width of the lateral slits 2a to 6a. Although the crushing strength of the stay body 10 is increased by arranging the reinforcing member 20, the degree can be adjusted by the thickness of the reinforcing member 20 and the welding length.

The rear end edge portion 21 of the reinforcing member 20 enters the rear end of the lateral slits 3a to 5a (see FIG. 3B) and contacts or approaches the rear wall 11 of the stay body 10.

The front end edge portion 22 of the reinforcing member 20 is molded so as not to protrude forward from the contact surfaces 12a and 12b of the stay body 10 (see FIG. 1). In the present embodiment, the front end edge portion 22 enters the sideways slit 2a, and the front surface (the contact surfaces 12a and 12b and the opposing surface 12c) of the stay body 10 and the front end edge portion 22 are flush with each other.

The

side edge portions

23 and 24 of the reinforcing member 20 are formed so as to enter the lateral slits 3a and 4a, respectively, and to be flush with the side surface of the stay main body 10.

The reinforcing member 20 is joined only to the

side walls

13 and 14 of the stay main body 10. In this embodiment, as shown in FIG. 4 (b), it continues from the outer surface side of the stay body 10 over the entire length of the side edges 23 and 24 of the reinforcing member 20 (see FIG. 3 (a)). Welding W3 and W4. In order to increase the crushing strength of the bumper stay S1, the reinforcing member 20 may be welded to the

partition walls

15 and 16.

The bumper reinforcement R shown in FIG. 1 is installed on the bumper stays S1 and S1, and is fixed to the bumper stay S1 by means such as welding. The bumper reinforcement R shown in the figure has a circular arc shape as a whole (including not only a case where the bumper reinforcement R is formed as a single arc but also a case where the bumper reinforcement R 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). That is, the bumper reinforcement R is curved so as to be convex in the vehicle outward direction (forward). Incidentally, such bumper reinforcement R can be obtained by bending a hollow extruded profile made of aluminum alloy.

As shown in FIG. 4A, the bumper reinforcement R includes a rectangular tube-shaped main body portion R1 serving as an outer shell thereof, and an inner wall R2 disposed inside the main body portion R1. The middle wall R2 is disposed for the purpose of improving the cross-sectional rigidity of the bumper reinforcement R. In the present embodiment, the inner wall R2 is disposed so as to divide the internal space of the main body R1 into two parts.

The bumper reinforcement R absorbs collision energy in the process in which the curved portion is linearly extended between the bumper stays S1 and S1 (extension process), and the upper and lower walls of the main body R1 in the region adjacent to the bumper stay S1. The collision energy is absorbed in the process in which buckling or plastic bending deformation occurs in the wall and the inner wall R2 (cross-section crushing process). In the present embodiment, the bending rigidity of the entire bumper reinforcement R is set so that the cross-sectional crushing process proceeds after the expansion process proceeds.

Incidentally, it is mainly the bending stiffness of the entire bumper reinforcement R that affects the start / end timing of the extension process. The bending stiffness is adjusted by increasing or decreasing the cross-sectional secondary moment. The main factors that affect the magnitude of the moment of inertia of the bumper reinforcement R are mainly the thickness of the front and rear walls of the main body R1 and the distance between the front and rear walls of the main body R1. Therefore, by increasing or decreasing these, the start / end timing of the expansion process can be adjusted. On the other hand, the influence on the start / end timing of the cross-section crushing process is mainly due to the thickness of the upper wall, the lower wall, and the middle wall R2 of the main body R1, and the front and rear walls of the main body R1. Since it is the size of the separation distance, the start / end timing of the cross-section crushing process can be adjusted by increasing / decreasing these.

In the present embodiment, the rigidity of the bumper stay S1 and the bumper reinforcement R (the thickness of each part, the 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 R have progressed. ) Is set.

Here, an assembling method of the bumper structure B1 will be described.
As shown in FIG. 3A, first, the reinforcing member 20 is inserted into the lateral slits 2a to 6a of the stay body 10. Next, as shown in FIG. 4 (a), the front wall 12 of the stay body 10 is in contact with the rear surface of the bumper reinforcement R, along the upper edge, lower edge, and side edge of the contact portion. Welding W1 and W2, and joining the stay main body 10 to the bumper reinforcement R. Further, as shown in FIG. 4B, welding W <b> 3 and W <b> 4 are performed along the side edge portion of the reinforcing member 20 to join the reinforcing member 20 to the stay main body 10. Since the side edge of the reinforcing member 20 is exposed to the outer surface of the stay body 10 through the lateral slits 3a and 4a (see FIG. 3A), the welds W3 and W4 are on the outer surface side of the stay body 10. It is good to do from.

Although not shown, the bumper stay S1 may be joined to the bumper reinforcement R by friction stir welding or mechanical joining means such as bolts and rivets.

Next, the collision energy absorption process at the time of a frontal collision will be described with reference to FIG.
When a collision load in the front-rear direction of the vehicle body acts on the bumper structure shown in FIG. 5A from the front side (front of the vehicle body), first, as shown in FIG. When the curved portion of the bumper reinforcement R is stretched in a straight line, the collision energy is absorbed (elongation process).

When the curved portion of the bumper reinforcement R is straightened, the outer shell of the hollow space c of the stay body 10 (the front wall 12, the second arcuate portion 14B, the third circle shown in FIG. 2 (b)). A force F that presses the arcuate portion 14C and the partition wall 16) toward the vehicle body acts, but the outer shell of the hollow space c has a mechanically stable triangular shape in plan view, and the reinforcing member 20 Since the “side-down” of the inner wall 14 is suppressed, the bumper stay S1 stably supports the bumper reinforcement R during the extension process. In addition, since the bending deformation occurs in the front wall 12 and the inner wall 14 during the extension process, the initial shape of the outer shell of the hollow space c is not firmly maintained, but the hollow space c in the extension process is not maintained. The outer shell is maintained in a generally triangular shape in plan view. That is, the outer shell of the hollow space c deforms appropriately so as not to inhibit the bending and extension of the bumper reinforcement R while stably supporting the bumper reinforcement R during the extension process.

When the collision energy cannot be absorbed only by the extension process, the bumper stay S1 is reduced to the bumper reinforcement R as shown in FIG. 5C, and the cross section of the bumper reinforcement R in the region adjacent to the bumper stay S1. As the deformation proceeds (that is, the internal space of the bumper reinforcement R is crushed), 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 S1 is reduced to the bumper reinforcement R after the curved portion of the bumper reinforcement R is linearly extended, the peak of the collision load transmitted to the side member M during the extension process and the cross-section crushing process (bumper reinforcement) The peak of the collision load transmitted to the side member M during the time when the ment R is crushed in the front-rear direction appears with a time difference.

If the bumper reinforcement R is torn at the edge portion of the bumper stay S1 when the bumper stay S1 is reduced to the bumper reinforcement R, the amount of energy absorption in the cross-sectional crushing process is reduced. According to B1, since the outer shell of the hollow space c is appropriately deformed, the bumper reinforcement R is hardly torn. That is, the outer shell of the hollow space c is reduced to the bumper reinforcement R while maintaining a substantially triangular shape in plan view. However, since the front wall 12 and the inner wall 14 are appropriately bent and deformed, “Tear” at the inner edge in the vehicle width direction is less likely to occur, and the bumper reinforcement R is crushed over a wide range.

If the angle θ ₂ (see FIG. 2B) formed by the inner wall 14 and the partition wall 16 is reduced, the bumper reinforcement R can be stably supported, while the outer shell of the hollow space c is firmly fixed. Therefore, it is desirable to set the magnitude of θ ₂ to such an extent that there is no concern about “tearing” at the inner edge of the front wall 12 in the vehicle width direction. As shown in FIG. 2B, in this embodiment, the angle θ ₁ formed by the front wall 12 and the partition wall 16, the angle θ ₂ formed by the inner wall 14 and the partition wall 16, the front wall 12 and the inner wall 14, The angle θ ₃ is in the relationship of θ ₁ > θ ₂ > θ ₃ , but if this is the case, the bumper reinforcement R is stably supported while preventing the occurrence of tearing. It becomes possible to do.

If the collision energy cannot be absorbed even after the cross-section crushing process proceeds, the collision energy is absorbed by the stay body 10 and the reinforcing member 20 being crushed in the front-rear direction (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 as shown in FIG. After the bumper stay S1 is reduced to the bumper reinforcement R, when the bumper stay S1 is crushed, the peak of the collision load transmitted to the side member M during the cross-section crushing process and the collision load transmitted to the side member M during the stay crushing process Appears with a time difference. In the stay crushing process, buckling or plastic bending deformation or the like occurs on the outer wall 13, inner wall 14, partition walls 15 and 16 (see FIG. 2A) of the stay main body 10, and seats on the reinforcing member 20. Bending, plastic deformation, etc. occur, and the hollow spaces a, b, and c (see (a) of FIG. 2) are crushed.

As described above, according to the bumper structure B1, at least in the case of a frontal collision, the extension process, the cross-section crushing process, and the stay crushing process proceed sequentially, so that the peak of the collision load also appears sequentially with a time difference. . Therefore, according to the bumper structure B1, it is possible to maintain the load value by preventing the collision load from greatly decreasing after the collision load is increased.

Further, according to the bumper structure B1, at least in the case of a frontal collision, the bumper stays S1, S1 are not crushed in the front-rear direction during the extension process. In other words, in the bumper structure, the distance between the fulcrums of the bumper reinforcement R is reduced not only in appearance but also substantially.

If the thickness of the front and rear walls of the bumper reinforcement R is reduced without taking any measures, the weight of the bumper reinforcement R can be reduced while the bending rigidity of the bumper reinforcement R is reduced. As a result, the deformation resistance of the bumper reinforcement R decreases, and the amount of collision energy absorbed in the extension process decreases. On the other hand, according to the bumper structure B1 of the present embodiment, the distance between the fulcrums of the bumper reinforcement R is narrowed by the bumper stay S1 having a divergent shape, so that the thickness of the front wall and the rear wall of the bumper reinforcement R is reduced. Even if the weight is reduced by reducing the size, the deformation resistance of the bumper reinforcement R is not greatly reduced, and therefore the amount of collision energy absorbed in the extension process is not greatly reduced. . That is, according to the bumper structure B1, the thickness of the bumper reinforcement R without reducing the deformation resistance of the bumper reinforcement R between the bumper stays S1 and S1 (particularly, the thickness of the front wall and the rear wall of the main body R1). ) Can be reduced, and therefore, it is possible to reduce the weight without reducing the amount of collision energy absorbed in the extension process.

Further, according to the bumper structure B1, since the bumper stay S1 having a divergent shape is used, it is possible to increase the crushing range of the bumper reinforcement R 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.

In addition, according to the bumper structure B1, since both the bumper stay S1 and the bumper reinforcement R are formed of an extruded shape made of aluminum alloy, the bumper structure B1 can be reduced in weight and cost. In addition, the manufacture is facilitated and the quality is stabilized.

Thus, according to the bumper stay S1 according to the present embodiment, it is possible to suppress the bending deformation and the buckling deformation generated in the

side walls

13 and 14 of the stay main body 10 at the time of the vehicle collision by the reinforcing effect by the reinforcing member 20. Therefore, it becomes possible to suppress the “side-down” of the

side walls

13, 14, or to delay the occurrence time of the side-down.

In addition, according to the bumper stay S1, the upper and lower sides of the stay main body 10 remain open even though the reinforcing member 20 is disposed on the stay main body 10. Therefore, it is possible to easily inspect and replace the bumper stay S1. it can.

In the bumper stay S1, as shown in FIG. 2A, the outer wall 13 and the inner wall 14 of the stay body 10 are curved toward the inner space of the stay body 10, so that the buckling mode of the outer wall 13 and the inner wall 14 is performed. In many cases, the buckling mode is set so as to enter the inside of the stay body 10. That is, according to the bumper stay S1, 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.

Further, as shown in FIGS. 3 (a) and 3 (b), the structure in which the lateral slits 2a to 6a are formed in the stay body 10 and the reinforcing member 20 is inserted into the lateral slits 2a to 6a is adopted. Regardless of the cross-sectional shape of the stay body 10, the reinforcing member 20 can be disposed. That is, according to the bumper stay S1, the design flexibility of the stay body 10 is high, and even after the cross-sectional shape of the stay body 10 is determined, the crushing strength and crushing condition of the bumper stay S1 can be easily adjusted. can do.

Further, the lateral slits 3a and 4a are formed in the

side walls

13 and 14, and the reinforcing member 20 is welded to the

side walls

13 and 14 in a state where the side edges 23 and 24 of the reinforcing member 20 are inserted into the lateral slits 3a and 4a. As a result (see FIG. 4B), the

side walls

13 and 14 and the reinforcing member 20 are integrally coupled, and as a result, deformation of the

side walls

13 and 14 can be effectively suppressed.

Moreover, in the bumper stay S1, since the reinforcing member 20 is joined to the stay body 10 by welding work from the outside of the stay body 10, the work efficiency at the time of manufacture is high.

Furthermore, since the reinforcing member 20 is inserted into the lateral slits 5a and 6a of the

partition walls

15 and 16, it is possible to suppress the out-of-plane deformation of the reinforcing member 20, and consequently to reduce the thickness of the reinforcing member 20. Is possible.

Note that if the welding location (welding length) of the reinforcing member 20 is increased or the thickness of the reinforcing member 20 is increased, the crushing strength of the bumper stay S1 increases, but the peak load in the stay crushing process also increases. , May interfere with smooth shock absorption. In the case where there is a concern that the crushing strength is excessively increased, the side edges 23 and 24 of the reinforcing member 20 are partially welded to the stay body 10 to reduce the degree of restraint of the

side walls

13 and 14. It may be reduced or the thickness of the reinforcing member 20 may be reduced. When a part of the side edge 23 is welded to the outer wall 13, it is possible to weld to at least one of the intersection between the rear wall 11 and the outer wall 13 and the intersection between the front wall 12 and the outer wall 13. desirable. When a part of the side edge 24 is welded to the inner wall 14, the intersection between the rear wall 11 and the inner wall 14, the intersection between the front wall 12 and the inner wall 14, and the intersection between the inner wall 14 and the partition wall 16. It is desirable to weld at least one of the parts.

In the present embodiment, the

side edge portions

23 and 24 of the reinforcing member 20 are illustrated as being flush with the side surfaces of the stay body 10 (outer surfaces of the side walls 13 and 14). However, the configuration of the bumper stay according to the present invention is illustrated. It is not intended to limit. Although illustration is omitted, the side edges 23 and 24 of the reinforcing member 20 may be protruded from the

side walls

13 and 14 of the stay main body 10, or the bumper stay S1 ′ shown in FIGS. As described above, the additional plate portion 25 may be attached to one side edge of the reinforcing member 20, and the additional plate portion 25 may be joined to the side surface of the bumper body 10. 6 (a) and 6 (b) are disposed along the outer surface of the outer wall 13 of the bumper body 10, and are joined to the outer wall 13 by welding. If it does in this way, since it becomes possible to suppress the bending deformation and buckling deformation which arise in the outer wall 13, it will become possible to suppress the lateral fall of the outer wall 13, or the generation | occurrence | production time of the lateral fall may be delayed. It becomes possible. Although illustration is omitted, an additional plate portion bonded to the inner wall 14 may be provided instead of the additional plate portion 25 bonded to the outer wall 13.

In the present embodiment, a case where the bumper stay S1 is combined with the bumper reinforcement R that is curved in an arc shape as a whole is illustrated, but as shown in FIG. 7, two bent portions are provided between the bumper stays S1 and S1. The bumper reinforcement R having Rs and Rs may be used. In this case, the bending energy Rs, Rs of the bumper reinforcement R is linearly extended, so that the collision energy at the initial stage of the collision is absorbed.

Although illustration is omitted, it is possible to use a bumper reinforcement having a linear shape. In this case, the collision energy in the initial stage of the collision is absorbed by bending (bending deformation) the bumper reinforcement so that the portion between the left and right bumper stays is convex toward the vehicle body.

(Second embodiment)
As shown in FIG. 8A, the bumper stay S2 according to the second embodiment of the present invention includes a stay main body 30 that is open at the top and bottom, and a reinforcing member 40 that is arranged to partition the stay main body 30 up and down. And.

The stay main body 30 is made of an aluminum alloy hollow extruded shape (hollow shape), and is arranged so that the extrusion direction is the vertical direction. The stay body 30 is formed with

lateral slits

2a, 5a, 6a. The laterally oriented

slits

2 a, 5 a, 6 a are formed along the intersecting line of the stay main body 30 and the plane whose normal is the vertical direction.

The stay main body 30 includes a rear wall 31 serving as a mounting portion for side members, a front wall 32 serving as a mounting portion for bumper reinforcement, and a pair of left and

right side walls

33 and 34 that connect the rear wall 31 and the front wall 32. The

partition walls

35 and 36 partition the interior space of the stay main body 10 to the left and right. The stay main body 30 has the same configuration as the stay main body 10 in the first embodiment, but the

partition walls

35 and 36 are arranged in parallel.

Horizontal slits

2a, 5a, 6a are formed in the front wall 32 and the

partition walls

35, 36. The

side walls

33 and 34 are not formed with a lateral slit.

The lateral slit 2 a of the front wall 32 is continuous over substantially the entire width of the front wall 32. As shown in FIG. 8B, the front ends of the

horizontal slits

5a and 6a of the

partition walls

35 and 36 communicate with the horizontal slit 2a of the front wall 12, and the rear ends of the

horizontal slits

5a and 6a are It reaches the middle part of the

partition walls

35 and 36 in the front-rear direction.

As shown in FIG. 8A, the reinforcing member 40 is made of an aluminum alloy plate and is inserted into the

lateral slits

2a, 5a, 6a. The reinforcing member 40 is disposed along a plane that intersects the pushing direction of the stay body 30, and when the

side walls

33, 34 of the stay body 30 are deformed, the

side walls

33, 34 are moved from the inner space side of the stay body 30. To support.

The

notches

40a and 40b are formed in the reinforcing member 40. The

partition walls

35 and 36 of the stay main body 30 are inserted into the

notches

40a and 40b.

The rear edge 41 of the reinforcing member 40 is in contact with or close to the rear wall 31 of the stay body 10. The front end edge portion 42 of the reinforcing member 40 is shaped so as not to protrude forward (bumper reinforcement side) from the contact surfaces 42a and 42b of the stay body 10.

The

side edge portions

43 and 44 of the reinforcing member 40 are in contact with the inner surfaces (inner empty surfaces) of the

side walls

33 and 34 of the stay main body 30. In addition, although illustration is abbreviate | omitted, you may make the

side edge parts

43 and 44 of the reinforcement member 40 contact | abut on the

side walls

33 and 34, and it adjoins. In this case, the

side edge portions

43 and 44 are separated from the inner surfaces of the

side walls

33 and 34 and normally do not contact the

side walls

33 and 34, but some deformation has occurred in the

side walls

33 and 34 of the stay main body 30. At the time, the

side walls

33 and 34 come into contact.

The reinforcing member 40 is restrained from moving in the vertical direction by entering the

horizontal slits

5a, 6a of the

partition walls

35, 36, and is also moved in the left-right direction by the

partition walls

35, 36 entering the

cuts

40a, 40b. In addition, the rear wall 31 and the bumper reinforcement of the stay main body 30 are prevented from coming out in the front-rear direction, so that welding to the stay main body 30 may be omitted.

Thus, according to the bumper stay S2 according to the present embodiment, it is possible to suppress the bending deformation and the buckling deformation generated in the

side walls

33 and 34 of the stay main body 30 at the time of the vehicle collision by the reinforcing effect by the reinforcing member 40. As a result, the

side walls

33 and 34 can be prevented from falling sideways, or the occurrence time of the side falling can be delayed.

Further, according to the bumper stay S2, the upper and lower sides of the stay main body 30 remain open while the reinforcing member 40 is disposed on the stay main body 30, so that the bumper stay S2 can be easily inspected and replaced. it can.

Further, according to the bumper stay S2, since the

partition walls

35 and 36 are inserted into the

cuts

40a and 40b of the reinforcing member 40, buckling deformation of the

partition walls

35 and 36 can be suppressed. It is possible to reduce the thickness of the partition wall.

(Third embodiment)
As shown in FIG. 9B, a bumper stay S3 according to the third embodiment of the present invention includes a stay main body 50 that is open at the top and bottom, and a reinforcing member 60 that is disposed so as to partition the stay main body 50 up and down. And.

The stay main body 50 includes a stay upper portion 5A made of a first extruded shape made of aluminum alloy and a stay lower portion 5B made of a second extruded shape made of aluminum alloy. As shown in FIG. 9A, the cross-sectional shapes of the stay upper portion 5A (first extruded profile) and the stay lower portion 5B (second extruded profile) are the cross-sectional shapes of the stay main body 10 according to the first embodiment. Is the same.

The reinforcing member 60 is made of an aluminum alloy plate, and is joined to the stay upper portion 5A and the stay lower portion 5B while being sandwiched between the stay upper portion 5A and the stay lower portion 5B.

Thus, according to the bumper stay S3, it is possible to suppress the bending deformation and buckling deformation that occur on the side wall of the stay main body 50 at the time of the vehicle collision, so that the side wall can be prevented from falling sideways. , It will be possible to delay the time of occurrence of the fall.

Further, according to the bumper stay S3, although the reinforcing member 60 is disposed on the stay main body 50, the upper and lower sides of the stay main body 50 remain open, so that the bumper stay S3 can be easily inspected and replaced. it can.

Furthermore, since the reinforcement member 60 is sandwiched between the stay upper part 5A and the stay lower part 5B, the reinforcement member 60 can be arranged regardless of the cross-sectional shapes of the stay upper part 5A and the stay lower part 5B. In other words, according to the bumper stay S3, the design of the stay main body 50 has a high degree of freedom, and even after the cross-sectional shape of the stay main body 50 is determined, the crushing strength and crushing condition of the bumper stay S3 can be easily adjusted. can do.

Further, since the stay upper portion 5A (first extruded profile) and the stay lower portion 5B (second extruded profile) have the same cross-sectional shape, the stay main body 50 can be formed using one type of extruded profile. Therefore, the manufacturing cost can be reduced.

In each of the above-described embodiments, the bumper stays S1 to S3 having a divergent shape are illustrated. However, the present invention is not intended to limit the form of the bumper stay according to the present invention. Moreover, in each above-mentioned embodiment, although the stay

main body

10,30,50 which consists of an extrusion shape material was illustrated, you may form a stay main body with a cast or forged product.

S1 Bumper stay 10 Stay body 2a-6a Lateral slit 11 Rear wall 12

Front wall

13, 14

Side wall

15, 16 Partition wall 20 Reinforcing member

S2 Bumper stay

2a, 5a, 6a Lateral slit 30 Stay body 40 Reinforcing

member

40a, 40b Cut S3 Bumper stay 50 Stay body 5A Stay upper part 5B Stay lower part 60 Reinforcement member R Bumper reinforcement M Side member (vehicle body)

Claims

A stay body that is open at the top and bottom;
A bumper stay comprising: a reinforcing member arranged to partition the stay body vertically;
The stay main body has a rear wall serving as a mounting portion to the vehicle body, a front wall serving as a mounting portion to bumper reinforcement, and a pair of left and right side walls connecting the rear wall and the front wall,
The bumper stay, wherein the reinforcing member is joined to the side wall in a state of being inserted into a lateral slit formed on the side wall.
The bumper stay according to claim 1, wherein the reinforcing member is welded to an outer surface of the side wall.
The stay body has a partition wall that partitions the internal space into left and right or front and rear,
2. The bumper stay according to claim 1, wherein the reinforcing member is inserted into a lateral slit formed in the partition wall. 3.
The bumper stay according to claim 3, wherein the partition wall is inserted into a cut formed in the reinforcing member.
A stay body that is open at the top and bottom;
A bumper stay comprising: a reinforcing member arranged to partition the stay body vertically;
The stay body has a partition wall that partitions the internal space into left and right or front and rear,
The reinforcing member is inserted into a lateral slit formed in the partition wall,
The bumper stay characterized in that the side edge of the reinforcing member is in contact with or close to the inner surface of the side wall of the stay body.
The bumper stay according to claim 5, wherein the partition wall is inserted into a cut formed in the reinforcing member.
A stay body that is open at the top and bottom;
A bumper stay comprising: a reinforcing member arranged to partition the stay body vertically;
The bumper stay is characterized in that the reinforcing member is inserted into a lateral slit formed in the stay body, and is supported on the side wall when the side wall of the stay body is deformed.
The said laterally oriented slit is formed by making a cut in a part of an extruded profile that is a base of the stay main body, and the horizontal slit is any one of claims 1 to 7. Bumper stay as described in.
A stay body that is open at the top and bottom;
A bumper stay comprising: a reinforcing member arranged to partition the stay body vertically;
The stay body has a stay upper part made of a first extruded shape member and a stay lower part made of a second extruded shape member,
The bumper stay, wherein the reinforcing member is joined to the upper portion of the stay and the lower portion of the stay while being sandwiched between the upper portion of the stay and the lower portion of the stay.
The bumper stay according to claim 9, wherein the first extruded profile and the second extruded profile have the same cross-sectional shape.