WO2014097398A1 - 車両端部構造 - Google Patents
車両端部構造 Download PDFInfo
- Publication number
- WO2014097398A1 WO2014097398A1 PCT/JP2012/082818 JP2012082818W WO2014097398A1 WO 2014097398 A1 WO2014097398 A1 WO 2014097398A1 JP 2012082818 W JP2012082818 W JP 2012082818W WO 2014097398 A1 WO2014097398 A1 WO 2014097398A1
- Authority
- WO
- WIPO (PCT)
- Prior art keywords
- vehicle
- surface portion
- absorbing member
- crash box
- bumper reinforcement
- Prior art date
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Classifications
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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
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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
- B60R19/023—Details
Definitions
- the present invention relates to a vehicle end structure.
- a crash box has been provided between the front end of the side member and the bumper reinforcement.
- the crash box is crushed in the vehicle front-rear direction when the vehicle collides, thereby absorbing energy.
- Patent Document 1 discloses a technique in which a bead that is recessed inward and extending in the vertical direction is formed on the left and right side surfaces of a crash can (crash box), and a bead that extends outward in the vehicle width direction is formed on the upper and lower surfaces. ing.
- this prior art crash can (crash box)
- these beads function as a deformation starting point that becomes a starting point for buckling deformation. .
- An object of the present invention is to provide a vehicle end structure capable of improving the shock absorbing performance in consideration of the above fact.
- the vehicle end structure includes a bumper reinforcement disposed along the vehicle width direction at an end portion in the front-rear direction of the vehicle, and disposed along the vehicle front-rear direction at both lower portions in the vehicle width direction.
- energy is absorbed by the impact absorbing member being crushed in the vehicle front-rear direction by the collision load input from the bumper reinforcement.
- the upper extension part and the lower extension part of the bumper reinforcement open in the vertical direction, and the impact absorbing member joined to the upper extension part and the lower extension part
- the end portion of the upper surface portion and the end portion of the lower surface portion are also integrally opened in the vertical direction.
- the joining width is narrower than the end part of the upper surface part and the lower surface part of the impact absorbing member, only the joining part of the end part of the upper surface part and the end part of the lower surface part extends to the upper side of the bumper reinforcement. Opening up and down together with the projecting part and the lower extension part. Therefore, the orthogonal cross section orthogonal to the vehicle front-rear direction of the upper surface portion and the lower surface portion of the shock absorbing member is deformed into a substantially trapezoidal shape with the joint portion as the upper base or the lower base. Due to the deformation of the orthogonal cross section, new ridge lines in the vehicle front-rear direction are newly formed on the upper surface portion and the lower surface portion of the shock absorbing member.
- the strength of the shock absorbing member in the vehicle front-rear direction increases. Therefore, the load generated when the shock absorbing member is crushed in the vehicle front-rear direction increases, and as a result, the energy absorption amount of the shock absorbing member increases. That is, the shock absorbing performance of the shock absorbing member is improved.
- the vehicle end structure according to the second aspect of the present invention includes an end portion of the upper surface portion and an end portion of the lower surface portion of the shock absorbing member, the upper extension portion and the lower extension portion of the bumper reinforcement. Each part is joined by welding.
- the upper end portion and the lower end portion of the impact absorbing member, and the upper extension portion and the lower extension portion of the bumper reinforcement are joined by a method other than welding (for example, , Bolts and nuts), the number of parts is reduced.
- beads are formed along the vehicle front-rear direction on the upper surface portion and the lower surface portion of the shock absorbing member.
- the strength of the shock absorbing member in the vehicle front-rear direction is increased by the beads along the vehicle front-rear direction formed on the upper surface portion and the lower surface portion of the shock absorbing member, and the energy of the shock absorbing member is increased. Absorption increases. Further, when the impact absorbing member is crushed in the vehicle front-rear direction, the new ridge line is more clearly formed at a portion where the bead is not formed and the portion where the bead is not formed is relatively less rigid.
- the outer shape of the cross section orthogonal to the vehicle front-rear direction in the shock absorbing member is substantially rectangular, and the side wall that configures between the upper surface portion and the lower surface portion At least a part of the part is configured by overlapping and joining a plurality of plate members.
- the rigidity of the side wall portion is increased. Therefore, the side wall portion is less likely to be deformed out of plane, and the upper surface portion and the lower surface portion are relatively easy to open in the vertical direction. Accordingly, new ridge lines are easily formed on the upper surface portion and the lower surface portion of the shock absorbing member.
- the shock absorbing member in the orthogonal cross section, includes an upper plate portion that constitutes an upper portion of the side wall portion and the upper surface portion, a lower portion of the side wall portion, and the A lower plate portion constituting a lower surface portion, an upper side of the side wall portion and an inner side or an outer side of a lower portion of the side wall portion, and a side plate portion constituting the side wall portion together with the upper side plate portion and the lower side plate portion, and 5.
- Vehicle end structure a flange portion that is formed by bending inwardly the respective front end portions of the side plate portion on the upper surface portion side and the lower surface portion side, and that approaches or contacts the upper surface portion or the lower surface portion.
- the collapse of the ridgeline of the substantially rectangular corner portion of the orthogonal cross section is prevented or suppressed by the flange portion that is close to or in contact with the upper surface portion or the lower surface portion of the shock absorbing member. Therefore, since the shock absorbing member is more ideally crushed in the vehicle front-rear direction, the new ridge line stably bears the load.
- the impact absorbing performance can be improved.
- the number of parts can be reduced.
- the new ridge line can be more clearly formed on the upper surface portion and the lower surface portion of the shock absorbing member.
- the new ridge line can be more reliably formed on the upper surface portion and the lower surface portion of the shock absorbing member.
- the new ridgeline can stably bear the load.
- FIG. 5B is a perspective view showing a state where one sheet metal in the unfolded state of FIG.
- FIG. 5A is bent and self-spotted welded. It is a top view of the crash box shown in FIG. It is the side view seen in the vehicle width direction which shows typically the state where the edge part of the upper surface part of the crash box shown in Drawing 6A immediately after vehicle front impact and the edge part of the undersurface part opened up and down. It is a longitudinal cross-sectional view which shows typically the longitudinal cross section along the vehicle front-back direction of the vehicle front part shown in FIG. 1 just before vehicle front collision. It is a longitudinal cross-sectional view which shows typically the longitudinal cross section along the vehicle front-back direction of the vehicle front part shown in FIG. 1 immediately after a vehicle front collision.
- FIG. 7B is a perspective view schematically showing a deformed state of the crash box immediately after the vehicle front collision shown in FIG.
- the joint width in the vehicle width direction of the joint portion between the upper extension portion and the lower extension portion of the bumper reinforcement and the end portion of the upper surface portion and the lower surface portion of the crash box, and the upper surface portion and the lower surface of the crash box It is explanatory drawing explaining the relationship between a part and the width
- FIG. 2 It is a longitudinal cross-sectional view corresponding to FIG. 2 which shows the crush box which has two board members. It is a rear view of a crash box. It is a top view of a crash box. It is a left view of a crash box. It is a front view of a crash box. It is a right view of a crash box. It is a bottom view of a crash box.
- ⁇ Vehicle front> A vehicle front portion in which a vehicle end structure according to an embodiment of the present invention is employed will be described.
- an arrow UP indicates the vehicle vertical direction upper side
- an arrow FR indicates the vehicle front-rear direction front side
- an arrow OUT indicates the vehicle width direction outer side.
- a long bumper reinforcement (front bumper reinforcement) 30 is disposed at the front end of the vehicle 10 with the vehicle width direction as a longitudinal direction.
- the bumper reinforcement 30 is a high-strength member, and a bumper cover (not shown) is attached to the front side thereof.
- long side members (front side members) 12 of high-strength members are disposed in the vehicle width direction lower portion of the vehicle 10 with the vehicle front-rear direction as a longitudinal direction.
- each side member 12 is disposed at a position (offset position) that is separated from the bumper reinforcement 30 by a predetermined distance to the rear side in the vehicle front-rear direction.
- a metal crash box 50 is provided between the front end of each side member 12 and the bumper reinforcement 30. The crash box 50 is attached to the front end portion of the side member 12 and the bumper reinforcement 30 by bolts and nuts not shown.
- the crash box 50 will be described.
- the crash boxes 50 are provided on both sides in the vehicle width direction as shown in FIG. 1, they have the same structure except that they are bilaterally symmetrical.
- the direction side toward the centroid (axial center) is referred to as “inside”, and the opposite direction side is referred to as “outside”.
- an orthogonal cross section orthogonal to the vehicle longitudinal direction (axial direction) in the crash box 50 is substantially rectangular (rectangular), and has a box shape with an opening on the front side in the vehicle longitudinal direction (see FIG. 3). (See also the longitudinal sectional view of Fig. 4 and the 6-side views shown in Figs. 12A to 12F). As shown in FIGS. 1 and 6A, the tip end portion 50A of the crash box 50 is slightly inclined toward the vehicle rear side toward the outer side in the vehicle width direction in plan view.
- the crash box 50 includes an upper surface portion 52 and a lower surface portion 54 that are arranged to face each other in the vehicle vertical direction, and a side wall portion 56 and a side wall portion that are arranged to face each other in the vehicle width direction. 58 and a rear surface portion 60 provided on the rear side in the vehicle front-rear direction.
- ridgelines R1, R2, R3, and R4 along the vehicle front-rear direction are formed at the corners of the crash box 50.
- a mounting flange 59 is formed at the front end portion of the side wall portions 56 and 58 of the crash box 50.
- long beads 61, 62, 63 along the vehicle front-rear direction are provided on the upper surface 52 and the lower surface 54 of the crash box 50 in the vehicle width direction. It is formed at intervals.
- a short bead 64 is formed along the vehicle front-rear direction on the rear side of the center bead 62 in the upper surface portion 52 and the lower surface portion 54.
- the three long beads 61, 62, 63 arranged in the vehicle width direction are convex on the inner side (axial side), and as shown in FIG.
- the short bead 64 is convex outward.
- a bead 65 and a bead 66 that protrude outwardly along the front direction of the vehicle are formed in a straight line at the center in the vehicle vertical direction of the side wall portions 56 and 58 that are arranged facing the vehicle width direction. It is.
- the crash box 50 includes an upper plate portion 112, a lower plate portion 114, a side plate portion 116, and a side plate portion 118 in an orthogonal cross section orthogonal to the vehicle longitudinal direction.
- the cross section of the upper side plate portion 112 is U-shaped (substantially groove shape) having side portions 112A formed by bending both ends in the vehicle width direction downward, and the upper surface portion 52 and the side wall portions 56, 58 Configure the top.
- the orthogonal cross section of the lower plate portion 114 is U-shaped (substantially groove shape) having side portions 114A formed by bending both ends in the vehicle width direction upward, and the lower surface portion 54 and the side wall portions 56, 58. Configure the lower part of
- the side plate portions 116 and 118 are overlapped and joined to the inner side of the side portion 112A of the upper side plate portion 112 and the side portion 114A of the lower side plate portion 114, respectively. That is, the side part 112A of the upper side plate part 112, the side part 114A of the lower side plate part 114, and the side plate parts 116 and 118 constitute the side wall parts 56 and 58.
- the beads 65 and 66 of the side wall portions 56 and 58 are formed on the side plate portions 116 and 118, respectively.
- Flange portions 116A and 118A are formed on the side plate portions 116 and 118, respectively, by bending the top and bottom ends inward.
- the flange portions 116A and 118A are arranged close to each other along the inner surfaces of the upper surface portion 52 and the lower surface portion 54 that are constituted by the upper plate portion 112 and the lower plate portion 114. Further, ridgelines R5, R6, R7, R8 along the vehicle front-rear direction are formed at the bending start ends of the flange portions 116A, 118A.
- the crash box 50 of the present embodiment has a substantially quadrangular outer shape that is orthogonal to the vehicle front-rear direction, but the four ridgelines R1, R2, R3, and R4 formed at each corner.
- FIGS. 5A to 5C a method for manufacturing the crash box 50 will be described with reference to FIGS. 5A to 5C.
- the vertical direction in the drawings is the axial direction of the crash box 50 (the vehicle front-rear direction when assembled in the vehicle 10), and the rear surface portion 60 is illustrated on the upper side.
- the developed shape of the crash box 50 is a substantially cross shape in plan view in which the upper plate portion 112, the lower plate portion 114, and the side plate portions 116 and 118 are extended around the rear surface portion 60. .
- the single sheet metal is bent along a folding line (shown by a one-dot broken line in FIGS. 5A and 5B) as shown in FIGS. 5A to 5C.
- the box-shaped crush box 50 is manufactured by self-point welding the side portion 112A of the upper side plate portion 112 and the side portion 114A of the lower side plate portion 114 and the side plate portions 116 and 118.
- the parts to be bent are ridge lines R1 to R8.
- the cross section of the bumper reinforcement 30 in the vehicle front-rear direction has a cross-sectional hat shape with the vehicle rear side being the opening side.
- an upper extension portion 32 and a lower extension portion 34 extend from the upper and lower ends of the front portion 36 arranged with the vehicle longitudinal direction as the out-of-plane direction, respectively, on the vehicle rear side.
- a flange portion 32A bent upward is formed at the rear end portion of the upper extension portion 32 of the bumper reinforcement 30, and a flange bent downward is formed at the rear end portion of the lower extension portion 34.
- Each part 34A is formed.
- a long slot 38 for welding whose longitudinal direction is the vehicle width direction is formed in the upper extension portion 32 of the bumper reinforcement 30, and a long slot 39 for welding whose longitudinal direction is the vehicle width direction is formed in the lower extension portion 34. Is formed.
- assembly holes 37 ⁇ / b> A, 37 ⁇ / b> B, and 37 ⁇ / b> C that are used when the crash box 50 is assembled to the bumper reinforcement 30 are formed in the front surface portion 36.
- the vehicle front side end portion of the crash box 50 is inserted between the upper extension portion 32 and the lower extension portion 34 of the bumper reinforcement 30 (in the opening). . Then, the upper extension portion 32 and the lower extension portion 34 of the bumper reinforcement 30 and the crash box 50 are used by using the long holes 38 and 39 for welding formed in the upper extension portion 32 and the lower extension portion 34.
- the front end portion 52A of the upper surface portion 52 and the front end portion 54A of the lower surface portion 54 are joined by arc welding, respectively (see also FIGS. 1 and 6A).
- the long holes for welding 38 and 39 are narrower than the width in the vehicle width direction of the front end portion 52A of the upper surface portion 52 and the front end portion 54A of the lower surface portion 54 of the crash box 50 (see also FIG. 6A).
- . 2 is a portion joined by arc welding using the welding long holes 38 and 39 (hereinafter, referred to as “joint portion S”).
- the joint width L2 of the joint portion S in the vehicle width direction is the width of the front end portion 52A of the upper surface portion 52 of the crash box 50 and the front end portion 54A of the lower surface portion 54 in the vehicle width direction. It is narrower than L1 (see also FIGS. 1 and 6A). If it demonstrates from another viewpoint, the non-joint part which is not joined between the edge part ST of the vehicle width direction of the junction part S and the edge parts 52T and 54T of the upper surface part 52 and the lower surface part 54 of the vehicle width direction and It has become.
- the crash box 50 is assembled between the bumper reinforcement 30 and the front end portion of the side member 12. 7A and 7B, when the vehicle 10 collides with the collision body 99 in front of the vehicle (or when the collision body 99 collides with the vehicle 10 in front of the vehicle), the collision load is input to the bumper reinforcement 30. . The input collision load is transmitted to the side member 12 via the crash box 50. At this time, the crash box 50 is compressed in the vehicle front-rear direction (axial direction) and deformed into a bellows shape, that is, collapsed, thereby absorbing energy.
- the upper extension part 32 and the lower extension part 34 of the bumper reinforcement 30 open in the vertical direction (upper and lower opening occurs). Then, the upper extension part 32 and the lower extension part 34 of the bumper reinforcement 30 open in the vertical direction, so that the upper surface part 52 of the crash box 50 joined to the upper extension part 32 and the lower extension part 34.
- the front end portion 52A and the front end portion 54A of the lower surface portion 54 are opened in the vertical direction as indicated by an arrow Y.
- the upper extension portion 32 and the lower extension portion 34 of the bumper reinforcement 30 and the front end portion 52A of the upper surface portion 52 and the front end portion 54A of the lower surface portion 54 of the crash box 50 are indicated by the arrow Y.
- the energy is effectively absorbed by opening it together in the vertical direction (by deformation).
- the joint width in the vehicle width direction of the joint portion S in the upper extension portion 32 and the lower extension portion 34 of the bumper reinforcement 30 (FIG. 9A). Is smaller than the width in the vehicle width direction of each of the front end portion 52A of the upper surface portion 52 and the front end portion 54A of the lower surface portion 54 (see L1 in FIG. 9A).
- the orthogonal cross section orthogonal to the vehicle front-rear direction (axial direction) of the upper surface portion 52 and the lower surface portion 54 of the crash box 50 is deformed into a substantially trapezoidal shape with the joint S as the upper or lower base. That is, the orthogonal cross section of the crash box 50 is deformed into a substantially hexagonal shape.
- the upper surface portion 52 and the lower surface portion 54 have new ridge lines R11, R12, from the vicinity of both ends in the vehicle width direction of the rear end of the vehicle toward the vicinity of both ends in the vehicle width direction of the joint S. R13 and R14 are newly formed.
- the crush box 50 has a total of four ridgelines R5, R6, R7, and R8 formed by four corner ridgelines R1, R2, R3, and R4 and flange portions 116A and 118A.
- four new ridge lines R11, R12, R13, and R14 are newly formed as the crash box 50 is deformed.
- the crash box 50 has a structure having eight ridge lines before the vehicle front impact (before the crash box deformation), but has a structure having a total of 12 ridge lines after the vehicle front impact (after the crash box deformation). Become.
- the ridgeline in the vehicle longitudinal direction (axial direction) increases in this way, the strength in the vehicle longitudinal direction in the crash box 50 increases. Therefore, the load generated when the crash box 50 is crushed in the longitudinal direction of the vehicle increases, and as a result, the energy absorption amount of the crash box 50 increases. That is, the impact absorption performance of the crash box 50 is improved.
- the new ridgelines R11, R12, R13, and R14 are slightly inclined in the vehicle width direction with respect to the vehicle longitudinal direction in plan view, but the new ridgelines R11, R12, R13, and R14 are also in the vehicle longitudinal direction. Included in the ridgeline.
- the side wall portions 56 and 58 of the crash box 50 are overlapped with the side plate portions 116 and 118 on the inner side of the side portion 112A of the upper plate portion 112 and the side portion 114A of the lower plate portion 114, respectively. Therefore, the rigidity of the side wall portions 56 and 58 is increased. Therefore, the out-of-plane deformation of the side wall portions 56 and 58 is less likely to occur, and the upper surface portion 52 and the lower surface portion 54 of the crash box 50 are relatively easily opened in the vertical direction. Therefore, new ridgelines R11 to R14 are more easily formed on the upper surface portion 52 and the lower surface portion 54 of the crash box 50.
- the crash box 50 is formed with beads 61, 62, 63, 64, 65 along the longitudinal direction of the vehicle. Therefore, the strength in the vehicle longitudinal direction in the crash box 50 is increased, and the energy absorption amount of the crash box 50 is increased.
- the beads 61, 62, 63 along the vehicle front-rear direction of the upper surface portion 52 and the lower surface portion 54 of the crash box 50 are formed at intervals in the vehicle width direction.
- the portion between the bead 61 and the bead 62 and between the bead 62 and the bead 63 is smaller than the bead 61, 62, 63 having high rigidity.
- New ridge lines R11 to R14 are clearly formed.
- the beads 61, 62, and 63 are formed so as not to intersect with the new ridge lines R11 to R12 that are supposed to be newly formed in plan view.
- a short bead 64 is formed on the rear side of the central long bead 62 on the upper surface portion 52 and the lower surface portion 54 of the crash box 50. ing. Therefore, in the crash box 50 of the present embodiment, precisely, as shown in FIGS. 6A and 6B, in the vehicle width direction between the long bead 61, 62, 63 on the front side and the short bead 64 on the rear side.
- a fold line R20 is formed, and new ridge lines R11 to R12 are formed between the beads 61, 62, 63 with the fold line R20 as a rear end.
- the flange portions 116A and 118A adjacent to the upper surface portion 52 and the lower surface portion 54 of the crash box 50 are displaced toward the inside of the upper surface portion 52 and the lower surface portion 54 (displacement in the out-of-plane direction). ). Therefore, the ridgeline collapse of the ridgelines R1 to R4 at the corners of the crash box 50 is prevented or suppressed, and the crash box 50 is more ideally crushed in the vehicle longitudinal direction (axial direction). As the crash box 50 is more ideally crushed in the longitudinal direction of the vehicle, the new ridgelines R11 to R14 stably bear the load.
- the upper extension portion 32 and the lower extension portion 34 of the bumper reinforcement 30 and the front end portion 52A of the upper surface portion 52 and the front end portion 54A of the lower surface portion 54 of the crash box 50 are joined by welding. Therefore, the number of parts is reduced as compared with a joining method other than welding, for example, a configuration in which the bolt and nut are fastened and joined.
- the developed shape of the crash box 50 is a single sheet metal in a cross shape with the rear surface portion 60 as the center.
- the single sheet metal is then bent and self-spot welding is performed to produce a box-shaped crash box 50. Therefore, the number of parts is reduced as compared with the configuration in which the crash box 50 is manufactured by joining a plurality of parts.
- the upper extension portion 32 and the lower extension portion 34 of the bumper reinforcement 30 and the front end portion 52A of the upper surface portion 52 and the front end portion 54A of the lower surface portion 54 of the crash box 50 are joined by arc welding, respectively.
- arc welding it is not limited to this. You may join by welding other than arc welding, for example, spot welding. Or you may fasten by methods other than welding, for example, a volt
- the junction part S extended in the vehicle width direction
- the width between the joint portions SA at both ends in the vehicle width direction is the joint width L2 of the joint portion S.
- the joint width in the vehicle width direction of the joint portion S is such that the front edge portion 52A of the upper surface portion 52 and the front end portion 54A of the lower surface portion 54 of the crash box 50 are in the vehicle width direction so that the new ridgelines R11 to R14 are formed. It only needs to be narrower than the width of.
- the upper extension portion 32 of the bumper reinforcement 30 is formed with a flange portion 32A bent upward from the rear end portion, and the lower extension portion 34 has a rear portion.
- a flange portion 34 ⁇ / b> A that is bent downward from the end portion is formed.
- the cross section of the bumper reinforcement 30 in the vehicle front-rear direction has a cross-sectional hat shape with the vehicle rear side being the opening side.
- the cross-sectional horizontal U shape in which the flange parts 32A and 34A are not formed in the upper side extension part 32 and the lower side extension part 34 may be sufficient.
- the bumper reinforcement 30 only needs to be formed with the upper extension portion 32 and the lower extension portion 34 that are joined to the upper surface portion 52 and the lower surface portion 54 of the crash box 50.
- the flange portions 116 ⁇ / b> A and 118 ⁇ / b> A of the crash box 50 are configured to be close to the inner side surfaces of the upper surface portion 52 and the lower surface portion 54, but are not limited thereto.
- the flange portions 116 ⁇ / b> A and 118 ⁇ / b> A may be in contact with the inner surfaces of the upper surface portion 52 and the lower surface portion 54.
- the side plate portions 116 and 118 are overlapped and joined to the inside of the side portion 112A of the upper plate portion 112 and the side portion 114A of the lower plate portion 114 of the crash box 50, but the present invention is not limited to this. .
- the side plate portions 116 and 118 may be overlapped and joined to the outside of the side portion 112A of the upper plate portion 112 and the side portion 114A of the lower plate portion 114.
- the flange portions 116 ⁇ / b> A and 118 ⁇ / b> A are configured to be close to or in contact with the outer surfaces of the upper surface portion 52 and the lower surface portion 54.
- the crash box 120 in which the flange portions 116A and 118A (see FIG. 4) are not formed may be used.
- the crash box 120 has side plate portions 126 and 128 in which flange portions 116A and 118A (see FIG. 4) are not formed on the side portion 112A of the upper plate portion 112 and the side portion 114A of the lower plate portion 114.
- the structure may be overlapped and joined.
- the side plate portions 126 and 128 are overlapped and joined to the inside of the side portions 112A and 114A, but may be overlapped and joined to the outside of the side portions 112A and 114A.
- the developed shape of the crash box 50 is a box-shaped by bending a single sheet metal with a cross shape around the rear surface portion 60 and performing self-spot welding.
- the crash box 50 was produced, it is not limited to this.
- a U-shaped upper plate portion 122 having side portions 122A formed by bending both ends in the vehicle width direction upward, and both ends in the vehicle width direction A configuration in which two plate members of a U-shaped lower surface portion 124 having a side portion 124A formed by bending upward are disposed so as to oppose each other, and the side portion 122A and the side portion 124A are overlapped and joined. It may be.
- the crash boxes 50, 120, and 121 have a substantially rectangular shape (rectangular shape) in an orthogonal cross section orthogonal to the vehicle longitudinal direction (axial direction). Although it was a box shape with the front side opened, it is not limited to this.
- the side wall portion may have a cross-sectional shape that is bent outward or inward.
- the crash boxes 50, 120, and 121 as an example of an impact absorbing member include a bumper reinforcement (front bumper reinforcement) 30 at the front portion of the vehicle and a side member (front side member) as an example of a skeleton member. ) 12, but is not limited to this.
- a crash box may be provided between the rear bumper reinforcement at the rear end of the vehicle and the rear side member.
- the beads 61, 62, and 63 are formed on the upper surface portion 52 and the lower surface portion 54 of the crash box 50, the present invention is not limited to this.
- One or two beads may be formed, or four or more beads may be formed.
- the bead may not be formed.
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Abstract
Description
本発明の一実施形態に係る車両端部構造が採用された車両前部について説明する。なお、各図において示される矢印UPは車両上下方向上側を示し、矢印FRは車両前後方向前側を示し、矢印OUTは、車両幅方向外側を示している。
つぎに、クラッシュボックス50について説明する。なお、クラッシュボックス50は、図1に示すように、車両幅方向の両側にそれぞれ設けられているが、左右対称である以外は、同様の構造であるので、一方のみを図示して説明する。また、クラッシュボックス50の車両前後方向(軸方向)と直交する直交断面においては、図心(軸心)に向かう方向側を「内側」とし、この反対方向側を「外側」として説明する。
つぎに、クラッシュボックス50の製作方法について、図5A~図5Cを用いて説明する。なお、図5A~図5Cでは、図における上下方向がクラッシュボックス50の軸方向(車両10に組み付けられた状態の車両前後方向)であり、後面部60が上側に図示されている。
つぎに、バンパリインフォースメント30について説明する。
つぎに、バンパリインフォースメント30とクラッシュボックス50との接合部位について説明する。
つぎに、本実施形態の作用及び効果について説明する。
つぎに本実施形態の変形例について説明する。
本実施形態では、バンパリインフォースメント30の上側延出部32及び下側延出部34とクラッシュボックス50の上面部52の前端部52A及び下面部54の前端部54Aとが、それぞれアーク溶接よって接合されていたが、これに限定されない。アーク溶接以外の溶接、例えばスポット溶接によって接合されていてもよい。或いは、溶接以外の方法、例えば、ボルト及びナットによって締結されていてもよい。
本実施形態では、図2及び図7Aに示すようにバンパリインフォースメント30の上側延出部32には後端部から上側に屈曲したフランジ部32Aが形成され、下側延出部34には後端部から下側方向に屈曲したフランジ部34Aが形成されている。言い換えると、バンパリインフォースメント30の車両前後方向の断面は、車両後方側を開口側とする断面ハット形状となっている。しかし、このような形状に限定されない。例えば、上側延出部32及び下側延出部34にフランジ部32A、34Aが形成されていない断面横U字形状であってもよい。要は、バンパリインフォースメント30には、クラッシュボックス50の上面部52及び下面部54に接合する上側延出部32及び下側延出部34が形成されていればよい。
本実施形態では、図4に示すように、クラッシュボックス50のフランジ部116A、118Aは上面部52及び下面部54の内側面に近接した構成であるが、これに限定されない。フランジ部116A、118Aが上面部52及び下面部54の内側面に接触していてもよい。
尚、本発明は上記実施形態に限定されない。
Claims (5)
- 車両の前後方向の端部に車両幅方向に沿って配置されたバンパリインフォースメントと、
車両幅方向の両側下部に車両前後方向に沿って配置された骨格部材と、
前記バンパリインフォースメントと前記骨格部材との間に設けられ、前記バンパーリインフォースから入力された衝突荷重によって車両前後方向に圧壊する衝撃吸収部材と、
前記バンパリインフォースメントの上部から前記衝撃吸収部材側に延出すると共に前記衝撃吸収部材の上面部の端部に該端部の車両幅方向の幅よりも狭い接合幅で接合された上側延出部と、
前記バンパリインフォースメントの下部から前記衝撃吸収部材側に延出すると共に前記衝撃吸収部材の下面部の端部に該端部の車両幅方向の幅よりも狭い接合幅で接合された下側延出部と、
を備える車両端部構造。 - 前記衝撃吸収部材の前記上面部の端部及び前記下面部の端部と、前記バンパリインフォースメントの前記上側延出部及び前記下側延出部と、はそれぞれ溶接によって接合されている、
請求項1に記載の車両端部構造。 - 前記衝撃吸収部材の前記上面部及び前記下面部には、前記車両前後方向に沿って一つ又は二つ以上のビードが形成されている、
請求項1又は請求項2に記載の車両端部構造。 - 前記衝撃吸収部材における車両前後方向と直交する直交断面の外形は略矩形状とされ、前記上面部と前記下面部との間を構成する側壁部の少なくとも一部は、複数の板部材が重ねられて接合されることにより構成されている、
請求項1~請求項3のいずれか1項に記載の車両端部構造。 - 前記衝撃吸収部材は、前記直交断面において、
前記側壁部の上部と前記上面部とを構成する上側板部と、
前記側壁部の下部と前記下面部とを構成する下側板部と、
前記上側板部及び前記下側板部が構成する前記側壁部の上部及び前記側壁部の下部の内側又は外側に重ねられ、前記上側板部及び下側板部と共に前記側壁部を構成する側板部と、
前記側板部の前記上面部側と前記下面部側のそれぞれの先端部が内側に屈曲して形成され、前記上面部又は前記下面部に近接又は接触するフランジ部と、
を備える請求項4に記載の車両端部構造。
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PCT/JP2012/082818 WO2014097398A1 (ja) | 2012-12-18 | 2012-12-18 | 車両端部構造 |
JP2014552792A JP5920486B2 (ja) | 2012-12-18 | 2012-12-18 | 車両端部構造 |
CN201280077724.5A CN104853961A (zh) | 2012-12-18 | 2012-12-18 | 车辆端部结构 |
EP12890540.3A EP2937249A4 (en) | 2012-12-18 | 2012-12-18 | CONSTRUCTION OF A VEHICLE SUB-SECTION |
US14/651,969 US9290140B2 (en) | 2012-12-18 | 2012-12-18 | Vehicle end section structure |
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EP2937249A4 (en) | 2016-01-20 |
US9290140B2 (en) | 2016-03-22 |
US20150314743A1 (en) | 2015-11-05 |
JP5920486B2 (ja) | 2016-05-25 |
JPWO2014097398A1 (ja) | 2017-01-12 |
EP2937249A1 (en) | 2015-10-28 |
CN104853961A (zh) | 2015-08-19 |
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