JP2005254829A - Bumper stay and bumper structure - Google Patents

Bumper stay and bumper structure Download PDF

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JP2005254829A
JP2005254829A JP2004064942A JP2004064942A JP2005254829A JP 2005254829 A JP2005254829 A JP 2005254829A JP 2004064942 A JP2004064942 A JP 2004064942A JP 2004064942 A JP2004064942 A JP 2004064942A JP 2005254829 A JP2005254829 A JP 2005254829A
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flange
bumper
width direction
vehicle
web
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JP4297810B2 (en
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Seiichi Hashimoto
成一 橋本
Satoshi Futamura
敏 二村
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Kobe Steel Ltd
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Kobe Steel Ltd
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Abstract

<P>PROBLEM TO BE SOLVED: To prevent side members from being bent by the increase of an interval between bumper stay mounting parts when the bent part of a bumper reinforcement is extended at the time of collision against a barrier without lowering the impact absorbing capacity of a bumper stay. <P>SOLUTION: This aluminum alloy extruded material bumper stay 11 fixed between the bumper reinforcement having right and left end part tilted to a body rear side and the side members comprises a front flange 13, a rear flange 14, an intermediate flange 15, a pair of front webs 16 and 17 connecting the front flange to the intermediate flanges, and a pair of inner and outer rear webs 18 and 19 connecting the intermediate flanges to the rear flange. The inner front web 16 is tilted outward in the lateral direction of a vehicle. The rigidities of both forward and backward hollow structure parts are set so that, at the time of collision, a forward hollow structure part 11a starts to bend in the lateral outward direction of a vehicle body before a rearward hollow structure part 11b. <P>COPYRIGHT: (C)2005,JPO&NCIPI

Description

本発明は、アルミニウム合金押出材からなるバンパーステイに関し、詳しくは、押出方向をバンパーリインフォースの長手方向に垂直（上下方向）に向けて配置される、いわゆる横圧壊型バンパーステイ、及び該バンパーステイとバンパーリインフォースにより構成されるバンパー構造体に関する。   The present invention relates to a bumper stay made of an aluminum alloy extruded material. More specifically, the present invention relates to a so-called lateral crush-type bumper stay, in which the extrusion direction is perpendicular to the longitudinal direction of the bumper reinforcement (up and down direction), and the bumper stay. The present invention relates to a bumper structure constituted by bumper reinforcement.

例えば乗用車やトラック等の自動車車体の前端（フロント）及び後端（リア）に設置されるバンパー内部には、補強部材としてバンパーリインフォースが設けられている。バンパーリインフォースは一般に荷重方向に略垂直に向く前壁と後壁、及びそれらを連結する横壁を有する断面中空の部材であり、後方側から一対のバンパーステイにより支持され、各バンパーステイは後端がサイドメンバ（フロント又はリア）の先端に固定されている。
バンパーリインフォース、バンパーステイ及びサイドメンバは、いずれも衝突時に圧壊して衝突エネルギーを吸収する役割を有し、一般に、衝突時にはまずバンパーリインフォースが圧壊し、続いてバンパーステイが圧壊し、さらにサイドメンバが軸圧壊するように、各部材の剛性（荷重による圧壊への抵抗力）が設定されている。 For example, bumper reinforcement is provided as a reinforcing member inside a bumper installed at the front end (front) and rear end (rear) of an automobile body such as a passenger car or a truck. The bumper reinforcement is a hollow member having a front wall and a rear wall that are generally perpendicular to the load direction, and a lateral wall that connects them, and is supported by a pair of bumper stays from the rear side. It is fixed to the tip of the side member (front or rear).
The bumper reinforcement, the bumper stay, and the side member all have a role of crushing and absorbing the collision energy at the time of collision. Generally, at the time of the collision, the bumper reinforcement is first crushed, and then the bumper stay is crushed. The rigidity of each member (resistance to crushing by a load) is set so that the shaft is crushed.

近年、バンパーリインフォースについて、軽量化のためにアルミニウム合金押出材が使用されるようになり、バンパーステイについても、同じくアルミニウム合金押出材が使用され始めている。アルミニウム合金押出材からなるバンパーステイには、大きく分けて縦圧壊型と横圧壊型があり、縦圧壊型のバンパーステイは、軸部を構成する中空の押出形材の前後端に板状の取付用フランジ（バンパーリインフォース及びサイドメンバの取付用）を溶接したもので、押出軸方向が車体前後方向を向き、横圧壊型バンパーステイは、図６に示すように、軸部２の前後端に一体的に前後フランジ３，４（バンパーリインフォース５及びサイドメンバ６の取付用）が形成された押出形材からなり、押出軸方向が車体上下方向を向いている。   In recent years, an aluminum alloy extruded material has been used for bumper reinforcement to reduce the weight, and an aluminum alloy extruded material has also started to be used for a bumper stay. Bumper stays made of aluminum alloy extruded material can be broadly divided into vertical crushing type and lateral crushing type, and vertical crushing type bumper stays are plate-like attachments at the front and rear ends of the hollow extruded profile that forms the shaft part. Welded flange (for mounting bumper reinforcement and side member), with the direction of the extrusion axis facing the longitudinal direction of the vehicle body, and the lateral crushing bumper stay is integrated with the front and rear ends of the shaft 2 as shown in FIG. In particular, it is made of an extruded profile formed with front and rear flanges 3 and 4 (for mounting bumper reinforcements 5 and side members 6), and the direction of the extrusion axis is directed in the vertical direction of the vehicle body.

横圧壊型のバンパーステイは、製造コストが安く、大量生産に適し、図６に示すようにバンパーリインフォースの端部取付箇所が車幅方向から後方側に傾斜又は湾曲していても、容易に対応できる利点があり、下記特許文献１〜８にみられるように種々の構造のものが提案されている。   The lateral crush type bumper stay is low in manufacturing cost and suitable for mass production. As shown in Fig. 6, it is easy to handle even if the bumper reinforcement end mounting part is inclined or curved backward from the vehicle width direction. There are advantages that can be achieved, and various structures have been proposed as seen in Patent Documents 1 to 8 below.

特開平６−２２７３３３号公報JP-A-6-227333 特開平８−９１１５４号公報JP-A-8-91154 特開平１１−２０８３９２号公報JP-A-11-208392 特開平１１−２０８３９３号公報JP-A-11-208393 特開２０００−３１８５５２号公報JP 2000-318552 A 特開２００１−２９４１０６号公報JP 2001-294106 A 特開２００２−１９５５３号公報JP 2002-19553 A 実開平６−６１２０号公報Japanese Utility Model Publication No. 6-6120

ところで、図６のバンパー構造において、例えばバリヤ衝突又はオフセット衝突が起きた場合、仮想線にて示すように、バンパーリインフォース５は屈曲部が伸ばされる。これにより、バンパーリインフォース５のバンパーステイ取付部間隔ｗが、屈曲部が伸びた分だけ広がり、バンパーステイ１には車体後方側への圧縮荷重と同時に車幅方向外向きのせん断荷重が加わる。その結果、発生する曲げモーメントによりサイドメンバが車幅方向外向きに開き、サイドメンバが車体フレームへの取付部において折れ曲がることがあった。この折れ曲がりはサイドメンバが軸圧壊しない程度の軽衝突でも生じることがあり、また、サイドメンバが折れ曲がることにより軸圧壊が妨げられ、衝突エネルギーの吸収が見込みどおり行われなくなることもある。   By the way, in the bumper structure of FIG. 6, for example, when a barrier collision or an offset collision occurs, the bent portion of the bumper reinforcement 5 is extended as indicated by a virtual line. As a result, the bumper stay mounting portion interval w of the bumper reinforcement 5 is widened by the extension of the bent portion, and a compressive load on the rear side of the vehicle body is applied to the bumper stay 1 simultaneously with an outward shearing load in the vehicle width direction. As a result, the side member may be opened outward in the vehicle width direction due to the generated bending moment, and the side member may be bent at the attachment portion to the vehicle body frame. This bending may occur even in a light collision that does not cause the side member to axially collapse, and the side member may be bent to prevent axial collapse, and the collision energy may not be absorbed as expected.

一方、バリヤ衝突時やオフセット衝突時にサイドメンバが車幅方向外向きに開かないようにするには、衝突荷重が掛かってバンパーリインフォースの屈曲部が伸ばされ、バンパーステイ取付部間隔が広がるとき、バンパーステイが車幅方向外向きに座屈し（外向きに倒れ）、これにより前記取付部間隔の広がりを吸収するようにして、サイドメンバに作用する曲げモーメントの発生を抑えることが考えられる。つまり、バンパーステイを車幅方向外向きに座屈開始させるに要する荷重が、サイドメンバがその取付部において曲げ変形を開始するときの限界荷重より小さく設定されていれば、サイドメンバの折れ曲がりが防止できる。しかし、それではバンパーステイによる衝突エネルギーの吸収が不十分となり、あるいはその結果、軽衝突でもサイドメンバが軸圧壊することになりかねない。
本発明は、バンパー構造におけるこのような問題点に鑑みてなされたもので、バリヤ衝突やオフセット衝突時に、バンパーリインフォースが車幅方向に伸びてバンパーステイ取付部間隔が広がることによるサイドメンバの折れ曲がりを防止し、かつそれをバンパーステイの衝突エネルギー吸収能を減少させることなく実現するための新たなバンパーステイ断面構造を得ることを目的とする。 On the other hand, in order to prevent the side member from opening outward in the vehicle width direction at the time of a barrier collision or offset collision, when the impact load is applied and the bent part of the bumper reinforcement is extended and the distance between the bumper stay mounting parts is widened, It can be considered that the stay buckles outward in the vehicle width direction (falls outward), thereby absorbing the widening of the interval between the mounting portions, thereby suppressing the generation of a bending moment acting on the side member. In other words, if the load required to start buckling the bumper stay outward in the vehicle width direction is set to be smaller than the limit load when the side member starts bending deformation at the mounting portion, the side member is prevented from bending. it can. However, the collision energy is not sufficiently absorbed by the bumper stay, or as a result, the side member may be axially collapsed even in a light collision.
The present invention has been made in view of such a problem in the bumper structure, and at the time of a barrier collision or offset collision, the bumper reinforcement extends in the vehicle width direction and the side member is bent due to the interval between the bumper stay mounting portions being widened. It is an object of the present invention to obtain a new bumper stay cross-sectional structure for preventing and realizing it without reducing the impact energy absorption capability of the bumper stay.

本発明に係るバンパーステイは、アルミニウム合金押出材からなり、中央部が車幅方向に平行で左右の端部が車体後方側に傾斜又は湾曲したバンパーリインフォースの前記端部と、サイドメンバの端部の間に押出方向を上下方向に向けて固定されるタイプのもので、基本的な断面構造として、車幅方向に対し傾斜又は湾曲して形成され前記バンパーリインフォースの端部に固定される前フランジと、車体前後方向に対し垂直に形成され前記サイドメンバの端部に固定される後フランジと、前記前フランジと後フランジの間に配置された中間フランジと、前記前フランジと中間フランジを連結する内外一対の前ウエブと、前記中間フランジと後フランジを連結する内外一対の後ウエブからなり、さらに、前方への衝突によりバンパーリインフォースが車幅方向に伸びてバンパーステイ取付部間隔が広がり、バンパーステイに車体後方側への圧縮荷重と同時に車幅方向外向きのせん断荷重が掛かったとき、前記前フランジ、一対の前ウエブ及び中間フランジにより構成される前方側の中空構造部が、前記中間フランジ、一対の後ウエブ及び後フランジにより構成される後方側の中空構造部より先に座屈を開始し、かつそれが車体の幅方向外向きの座屈であるように、前記両中空構造部の剛性が設定されていることを特徴とする。なお本発明においてバンパーリインフォースの側が前方、サイドメンバの側が後方を意味する。   The bumper stay according to the present invention is made of an aluminum alloy extruded material, the end portion of the bumper reinforcement having the center portion parallel to the vehicle width direction and the left and right end portions inclined or curved toward the rear side of the vehicle body, and the end portion of the side member The front flange is fixed to the end portion of the bumper reinforcement, which is fixed to the end of the bumper reinforcement. A rear flange formed perpendicular to the longitudinal direction of the vehicle body and fixed to the end of the side member, an intermediate flange disposed between the front flange and the rear flange, and the front flange and the intermediate flange are connected to each other. It consists of a pair of inner and outer front webs, and a pair of inner and outer rear webs that connect the intermediate flange and the rear flange. And the bumper stay mounting portion is widened, and the front flange, the pair of front webs, and the pair of front webs when the bumper stay is subjected to a compressive load on the rear side of the vehicle body and an outward shearing load in the vehicle width direction. The front hollow structure part constituted by the intermediate flange starts buckling before the rear hollow structure part constituted by the intermediate flange, the pair of rear webs and the rear flange, and this is the width of the vehicle body. The rigidity of both the hollow structure portions is set so as to be buckled outward in the direction. In the present invention, the bumper reinforcement side means the front side, and the side member side means the rear side.

基本的な断面構造は前記の通りであるが、さらに具体的な形態として、（１）内側の前ウエブが車体前後方向から車幅方向外向きに傾斜し、（２）内側の後ウエブが車体前後方向に平行か、車体前後方向から車幅方向外向きに傾斜している場合は前記内側の前ウエブより傾斜が緩く、（３）外側の前ウエブが車体前後方向に平行か、車体前後方向から車幅方向外向きに傾斜し、（４）後方側の中空構造部において、後フランジのウエブ間距離が中間フランジのウエブ間距離と同じか長いことが挙げられる。これらは前方側の中空構造部を優先的に座屈（車幅方向外向きの座屈）させるために特に望ましい要件である。
さらに、前方側の中空構造部のウエブ（前ウエブ）の幅厚比を大きく、後方側の中空構造部のウエブ（後ウエブ）の幅厚比を相対的に小さくすることにより、前記の座屈変形が生じやすくなる。すなわち、前記内外一対の前ウエブの肉厚をｔ１，ｔ２とし、その長さをＬ１，Ｌ２とし、前記内外一対の後ウエブの肉厚ｔ３，ｔ４とし、その長さをＬ３，Ｌ４としたとき、（Ｌ１＋Ｌ２）／（ｔ１＋ｔ２）≧（Ｌ３＋Ｌ４）／（ｔ３＋ｔ４）であることが望ましいということである。
いずれにしても実施レベルでは、前記基本的な断面構造の中で設計上多くのバリエーションがあり得るが、特定の断面形状のバンパーステイが前記のような座屈変形をするかどうかは、初歩的な数値解析によって容易に推測可能である。逆に、数値解析により前記のような座屈変形をするバンパーステイの断面形状を求めるのも容易である。なお、前方側の中空構造部を車幅方向外向きに座屈開始させるに要する荷重が、サイドメンバがその取付部において曲げ変形を開始するときの荷重より小さくなるように設定する必要があることはいうまでもない。 The basic cross-sectional structure is as described above. As a more specific form, (1) the inner front web is inclined outward in the vehicle width direction from the vehicle longitudinal direction, and (2) the inner rear web is the vehicle body. If it is parallel to the front-rear direction or inclined outward from the vehicle longitudinal direction in the vehicle width direction, the inclination is gentler than the inner front web. (3) Whether the outer front web is parallel to the vehicle front-rear direction or the vehicle front-rear direction (4) In the rear hollow structure portion, the distance between the webs of the rear flange is the same as or longer than the distance between the webs of the intermediate flange. These are particularly desirable requirements for preferentially buckling the hollow structure portion on the front side (buckling outward in the vehicle width direction).
Further, the buckling is achieved by increasing the width-thickness ratio of the web (front web) of the hollow structure portion on the front side and relatively decreasing the width-thickness ratio of the web (rear web) of the rear-side hollow structure portion. Deformation tends to occur. That is, when the thicknesses of the pair of inner and outer front webs are t1 and t2, the lengths are L1 and L2, and the wall thicknesses t3 and t4 of the pair of inner and outer rear webs are L3 and L4. , (L1 + L2) / (t1 + t2) ≧ (L3 + L4) / (t3 + t4).
In any case, there may be many design variations in the basic cross-sectional structure at the implementation level, but it is rudimentary whether a bumper stay with a specific cross-sectional shape will buckle as described above. Can be easily estimated by simple numerical analysis. Conversely, it is easy to obtain the cross-sectional shape of the bumper stay that undergoes the buckling deformation as described above by numerical analysis. The load required to start buckling the front hollow structure portion outward in the vehicle width direction must be set to be smaller than the load when the side member starts bending deformation at the mounting portion. Needless to say.

本発明のバンパーステイ及びバンパー構造体によれば、前方側の中空構造部の剛性を小さく、後方側の中空構造部の剛性を大きく設定したので、バリヤ衝突やオフセット衝突が起きたとき、前方側の中空構造部が優先的に車幅方向外向きに座屈し、これによりバンパーリインフォースのバンパー取付部間隔の広がりが吸収され、サイドメンバに作用する曲げモーメントの発生が抑えられる。
その結果、バンパーステイの後方側の中空構造部及びサイドメンバには車体前後方向の圧縮力が作用することとなり、サイドメンバが曲げモーメントにより折れ曲がることが防止される。同時に前記後方側の中空構造部によってバンパーステイはトータルとして不足なく衝突エネルギーを吸収するとともに、サイドメンバの断面が２つの中空構造により構成され、衝突荷重がかかったとき始めに前方側、続いて後方側が座屈をすることにより、圧壊の荷重ピークが２つに分散し、エネルギー吸収の効率（荷重−ストローク線図において、実際の吸収エネルギーをＥとし、最大荷重をＰmax、ストロークをＳとしたとき、Ｅ／（Ｐmax×Ｓ）×１００（％）で定義される）も上昇する。さらに、サイドメンバの軸圧壊が妨げられず、衝突エネルギーの吸収が見込みどおり行われる。 According to the bumper stay and the bumper structure of the present invention, since the rigidity of the hollow structure part on the front side is set small and the rigidity of the hollow structure part on the rear side is set large, when a barrier collision or offset collision occurs, the front side The hollow structure portion is buckled preferentially outward in the vehicle width direction, so that the spread of the bumper attachment portion of the bumper reinforcement is absorbed and the generation of bending moment acting on the side member is suppressed.
As a result, the compressive force in the longitudinal direction of the vehicle body acts on the hollow structure portion and the side member on the rear side of the bumper stay, and the side member is prevented from being bent by a bending moment. At the same time, the bumper stay absorbs collision energy as a whole by the hollow structure on the rear side, and the cross-section of the side member is composed of two hollow structures. By buckling the side, the load peak of crushing is dispersed into two, and the energy absorption efficiency (in the load-stroke diagram, the actual absorbed energy is E, the maximum load is Pmax, and the stroke is S) , E / (Pmax × S) × 100 (%)) is also increased. In addition, the side member axial crush is not hindered, and the collision energy is absorbed as expected.

以下、図面を参照して本発明に係るバンパーステイについて説明するが、はじめに図１を参照して、本発明に係るバンパーステイの断面構造について基本的な説明を行う。
図１に示すバンパーステイ１１は、アルミニウム合金押出材からなり、車体前後方向を向く軸部１２と、軸部１２の前端に車幅方向に対して傾斜して形成された前フランジ１３と、軸部１２の後端に車体前後方向に対し垂直（車幅方向）に形成された後フランジ１４からなる。このバンパーステイ１１は、図６に示すバンパーステイ１と同様に、前フランジ１３がバンパーリインフォース５の傾斜した端部に固定され、後フランジ１４がサイドメンバ６の前端部に固定される。軸部１２は、前フランジ１３と後フランジ１４の間に配置された中間フランジ１５と、前フランジ１３と中間フランジ１５を連結する内外一対の前ウエブ（内側前ウエブ１６，外側前ウエブ１７）と、中間フランジ１５と後フランジ１４を連結する内外一対の後ウエブ（内側後ウエブ１８，外側前ウエブ１９）からなる。
前フランジ１３，内側前ウエブ１６，外側前ウエブ１７及び中間フランジ１５により本発明でいう前方側の中空構造部１１ａが構成され、中間フランジ１５，内側後ウエブ１８，外側後ウエブ１９及び後フランジ１４により本発明でいう後方側の中空構造部１１ｂが構成される。なお、バンパーステイを構成するアルミニウム合金は、例えばＪＩＳ６０００系又は７０００系が望ましい。 Hereinafter, a bumper stay according to the present invention will be described with reference to the drawings. First, with reference to FIG. 1, a basic description will be given of a cross-sectional structure of a bumper stay according to the present invention.
A bumper stay 11 shown in FIG. 1 is made of an aluminum alloy extruded material, and includes a shaft portion 12 facing the vehicle body longitudinal direction, a front flange 13 formed at a front end of the shaft portion 12 so as to be inclined with respect to the vehicle width direction, and a shaft. The rear flange 14 is formed at the rear end of the portion 12 perpendicularly to the longitudinal direction of the vehicle body (in the vehicle width direction). In the bumper stay 11, as in the bumper stay 1 shown in FIG. 6, the front flange 13 is fixed to the inclined end portion of the bumper reinforcement 5, and the rear flange 14 is fixed to the front end portion of the side member 6. The shaft portion 12 includes an intermediate flange 15 disposed between the front flange 13 and the rear flange 14, and a pair of inner and outer front webs (an inner front web 16 and an outer front web 17) that connect the front flange 13 and the intermediate flange 15. The inner flange 15 and the rear flange 14 are connected to each other by a pair of inner and outer rear webs (an inner rear web 18 and an outer front web 19).
The front flange 13, the inner front web 16, the outer front web 17 and the intermediate flange 15 constitute a hollow structure portion 11 a on the front side in the present invention, and the intermediate flange 15, the inner rear web 18, the outer rear web 19 and the rear flange 14. Thus, the hollow structure portion 11b on the rear side referred to in the present invention is configured. In addition, as for the aluminum alloy which comprises a bumper stay, JIS6000 series or 7000 series is desirable, for example.

次に、このバンパーステイ１１のさらなる特徴点を説明し、あわせて本発明に係るバンパーステイを所定の座屈形態（前方側の中空構造部１１ａが車幅方向外向きに座屈を起こした後、後方側の中空構造部１１ｂが座屈を起こす）で座屈させるために望ましい断面構造について説明する。
（１）バンパーステイ１１において、内側前ウエブ１６が車幅方向外向きに傾斜している。内側前ウエブ１６の傾斜角度は、前フランジ１３及び中間フランジ１５との連結部の中心点１６ａ，１６ｂをつないだライン１６ｃと、車体前後方向のライン１６ｄのなす角度θである。内側前ウエブ１６のこの傾斜は、バンパーステイ１１を前記座屈形態で座屈させるために設けた最も大きい初期不整である。
（２）このバンパーステイ１１では、内側前ウエブ１６以外のウエブ１７〜１９は車体前後方向に平行である。本発明においてこれらが車体前後方向に平行であることは必須ではないが、後方側の中空構造部１１ｂを前方側の中空構造部１１ａに比べて座屈しにくくするには、内側後ウエブ１８はこの例のように車体前後方向に平行か、車体前後方向から車幅方向外向きに傾斜している場合は内側前ウエブ１６の傾斜より傾斜が緩いことが望ましい。また、外側前ウエブ１７はこの例のように車体前後方向に平行か、車幅方向外向きに傾斜していることが望ましく、傾斜が大きいほど前記座屈形態を起こさせる初期不整が大きくなる。 Next, further characteristic points of the bumper stay 11 will be described, and the bumper stay according to the present invention is also subjected to a predetermined buckling configuration (after the hollow structure portion 11a on the front side is buckled outward in the vehicle width direction). The cross-sectional structure desirable for buckling in the rear side hollow structure portion 11b) will be described.
(1) In the bumper stay 11, the inner front web 16 is inclined outward in the vehicle width direction. The inclination angle of the inner front web 16 is an angle θ formed by a line 16c connecting the center points 16a and 16b of the connecting portion between the front flange 13 and the intermediate flange 15 and a line 16d in the vehicle longitudinal direction. This inclination of the inner front web 16 is the largest initial irregularity provided for buckling the bumper stay 11 in the buckling configuration.
(2) In this bumper stay 11, the webs 17 to 19 other than the inner front web 16 are parallel to the longitudinal direction of the vehicle body. In the present invention, it is not essential that these are parallel to the longitudinal direction of the vehicle body. However, in order to make the rear hollow structure portion 11b less likely to buckle than the front hollow structure portion 11a, the inner rear web 18 is As in the example, when the vehicle is inclined parallel to the longitudinal direction of the vehicle body or inclined outward in the vehicle width direction from the longitudinal direction of the vehicle body, it is desirable that the inclination is gentler than the inclination of the inner front web 16. Further, it is desirable that the outer front web 17 is inclined parallel to the longitudinal direction of the vehicle body or outward in the vehicle width direction as in this example, and the larger the inclination, the greater the initial irregularity that causes the buckling mode.

（３）後方側の中空構造部１１ｂにおいて測定した後フランジ１４のウエブ間距離をｐ１とし、中間フランジ１５のウエブ間距離をｐ２としたとき、ｐ１＝ｐ２である。本発明において、ｐ１＜ｐ２となると、後方側の中空構造部１１ｂが座屈しやすくなるため、ｐ１≧ｐ２が望ましい。
（４）各フランジ１３〜１５及びウエブ１６〜１９は各々の連結部を除いて均一な厚さを有し、内側前ウエブ１６の厚さをｔ１、外側前ウエブ１７の厚さをｔ２とし、内側後ウエブ１８の厚さをｔ３、外側後ウエブ１９の厚さをｔ４としたとき、ｔ３はｔ１より、ｔ４はｔ２より大きい。本発明において、この厚さの差が大きいほど前記座屈形態を起こさせる初期不整が大きくなる。
（５）内側前ウエブ１６の長さをＬ１（中心点１６ａ，１６ｂ間長さ、以下同じ）、外側前ウエブ１７の長さをＬ２、内側後ウエブ１８の長さをＬ３、外側後ウエブ１９の長さをＬ４としたとき、前ウエブ１６，１７の幅厚比（Ｌ１＋Ｌ２）／（ｔ１＋ｔ２）は、後ウエブ１８，１９の幅厚比（Ｌ３＋Ｌ４）／（ｔ３＋ｔ４）より大きく設定されている。本発明において前記座屈形態を起こさせるには、（Ｌ１＋Ｌ２）／（ｔ１＋ｔ２）≧（Ｌ３＋Ｌ４）／（ｔ３＋ｔ４）が望ましい。なお、上記不等式の成立は中間フランジの位置（前フランジ１３と後フランジ１４の中間のどの位置に設けるか）とも関係し、上記不等式が成立するように、中間フランジ１５の位置が決められる。なお、ウエブの長さは、フランジをそのまま延長したときのウエブの中心間距離である。 (3) When the distance between the webs of the rear flange 14 measured at the rear hollow structure portion 11b is p1, and the distance between the webs of the intermediate flange 15 is p2, p1 = p2. In the present invention, when p1 <p2, the hollow structure portion 11b on the rear side is likely to buckle, so p1 ≧ p2 is desirable.
(4) The flanges 13 to 15 and the webs 16 to 19 have a uniform thickness except for their respective connecting portions, the thickness of the inner front web 16 is t1, and the thickness of the outer front web 17 is t2. When the thickness of the inner rear web 18 is t3 and the thickness of the outer rear web 19 is t4, t3 is larger than t1, and t4 is larger than t2. In the present invention, the greater the difference in thickness, the greater the initial irregularity that causes the buckling configuration.
(5) The length of the inner front web 16 is L1 (the length between the center points 16a and 16b, hereinafter the same), the length of the outer front web 17 is L2, the length of the inner rear web 18 is L3, and the outer rear web 19 The width / thickness ratio (L1 + L2) / (t1 + t2) of the front webs 16, 17 is set to be larger than the width / thickness ratio (L3 + L4) / (t3 + t4) of the rear webs 18, 19. In order to cause the buckling form in the present invention, it is desirable that (L1 + L2) / (t1 + t2) ≧ (L3 + L4) / (t3 + t4). The establishment of the inequality is also related to the position of the intermediate flange (where it is provided between the front flange 13 and the rear flange 14), and the position of the intermediate flange 15 is determined so that the inequality is established. The length of the web is the distance between the centers of the web when the flange is extended as it is.

次に、図２に示すバンパーステイ２１は、同じくアルミニウム合金押出材からなり、断面構造はバンパーステイ１１に類似するが、下記のようにいくつかの相違点がある。この中には、前方側の中空構造部２１ａが優先的に座屈するように、いくつかの初期不整が含まれている。
（１）内側前ウエブ２６は、中間フランジ２５の近傍と前フランジ２３の近傍に屈曲箇所２６ａ，２６ｂがあり、屈曲箇所２６ａより前方側の部分２６ｃは中間部分２６ｄよりわずかに車幅方向外向きに傾斜し、屈曲箇所２６ｂより後方側の部分２６ｅは車幅方向内向きに傾斜し、全体として車幅方向外向きに傾斜している。なお、内側ウエブ２６の傾斜は、前フランジ２３及び中間フランジ２５との連結部の中心点２６ｆ，２６ｇをつないだライン２６ｈの傾斜（車体前後方向のライン２６ｉからの傾斜）でみる。屈曲部が形成されていることにより、前方側の内側前ウエブ２６の車幅方向外向きの倒れが起きやすくなっている。
（２）外側前ウエブ２７は、中間フランジ２５の近傍に屈曲箇所２７ａがあり、屈曲箇所２７ａより後方側の部分２７ｂは車幅方向外向きに傾斜し、前方側の部分２７ｃは車体前後方向に平行に向き、全体として車幅方向外向きに傾斜している。屈曲部が形成されていることにより、前方側の外側前ウエブ２７の車幅方向外向きの倒れが起きやすくなっている。なお、傾斜の定義は内側前ウエブ２６と同じである。 Next, the bumper stay 21 shown in FIG. 2 is also made of an aluminum alloy extruded material, and the cross-sectional structure is similar to that of the bumper stay 11, but there are some differences as described below. In this, some initial irregularities are included so that the hollow structure 21a on the front side is buckled preferentially.
(1) The inner front web 26 has bent portions 26a and 26b in the vicinity of the intermediate flange 25 and in the vicinity of the front flange 23, and a portion 26c in front of the bent portion 26a is slightly outward in the vehicle width direction from the intermediate portion 26d. The portion 26e on the rear side of the bent portion 26b is inclined inward in the vehicle width direction, and is inclined outward in the vehicle width direction as a whole. The inclination of the inner web 26 is seen by the inclination of the line 26h (inclination from the line 26i in the longitudinal direction of the vehicle body) connecting the center points 26f and 26g of the connecting portion between the front flange 23 and the intermediate flange 25. By forming the bent portion, the front-side inner front web 26 is likely to fall outward in the vehicle width direction.
(2) The outer front web 27 has a bent portion 27a in the vicinity of the intermediate flange 25, a portion 27b on the rear side of the bent portion 27a is inclined outward in the vehicle width direction, and a front portion 27c in the vehicle longitudinal direction. Oriented in parallel and inclined outward in the vehicle width direction as a whole. By forming the bent portion, the outer front web 27 on the front side tends to fall outward in the vehicle width direction. The definition of the inclination is the same as that of the inner front web 26.

（３）内側後ウエブ２８は、後フランジ２４の近傍と中間フランジ２５の近傍に屈曲箇所２８ａ，２８ｂがあり、屈曲箇所２８ａより後方側の部分２８ｃはわずかに車幅方向外向きに傾斜し、中間部分２８ｄは車体前後方向に平行に向き、屈曲箇所２８ｂより前方側の部分２８ｅは車幅方向内向きに傾斜し、全体として車幅方向外向きに傾斜している。この傾斜（後フランジ２４及び中間フランジとの連結部の中心点２８ｆ，２８ｇをつないだライン２８ｈの傾斜）は、内側前ウエブ２６の傾斜より緩く設定されている。
（４）外側後ウエブ２９は、後フランジ２４の近傍と中間フランジ２５の近傍に屈曲箇所２９ａ，２９ｂがあり、屈曲箇所２９ａより後方側の部分２９ｃはわずかに車幅方向外向きに傾斜し、中間部分２９ｄは車体前後方向に平行に向き、屈曲箇所２９ｂより前方側の部分２９ｅは車幅方向内向きに傾斜している。
（５）中間フランジ２５の左右において、内側前ウエブ２６及び内側後ウエブ２８に傾斜した部分２６ｅ，２８ｅが形成され、外側前ウエブ２７及び外側後ウエブ２９の傾斜した部分２７ｂ，２９ｅが形成され、それにより表面にくぼみ３１，３２が形成された形になっている。中間フランジ２５の位置において、内側前ウエブ２６及び内側後ウエブ２８の連結点及び外側前ウエブ２７及び外側後ウエブ２９の連結点に設けたくぼみ３１，３２は、前方側の中空構造部２１ａが座屈変形を開始するピーク荷重を低下させるための変形の起点、すなわち初期不整として機能する。
（６）後方側の中空構造部２１ｂにおいて測定した後フランジ２４のウエブ間距離をｐ１とし、中間フランジ２５のウエブ間距離をｐ２としたとき、ｐ１＞ｐ２である。 (3) The inner rear web 28 has bent portions 28a and 28b in the vicinity of the rear flange 24 and in the vicinity of the intermediate flange 25, and a portion 28c on the rear side of the bent portion 28a is slightly inclined outward in the vehicle width direction. The intermediate portion 28d is oriented parallel to the longitudinal direction of the vehicle body, and the portion 28e ahead of the bent portion 28b is inclined inward in the vehicle width direction, and as a whole is inclined outward in the vehicle width direction. This inclination (inclination of the line 28h connecting the center points 28f and 28g of the connecting portion between the rear flange 24 and the intermediate flange) is set to be gentler than the inclination of the inner front web 26.
(4) The outer rear web 29 has bent portions 29a and 29b in the vicinity of the rear flange 24 and in the vicinity of the intermediate flange 25, and a portion 29c on the rear side of the bent portion 29a is slightly inclined outward in the vehicle width direction. The intermediate portion 29d is oriented parallel to the longitudinal direction of the vehicle body, and the portion 29e ahead of the bent portion 29b is inclined inward in the vehicle width direction.
(5) On the left and right sides of the intermediate flange 25, inclined inner portions 26e and 28e are formed on the inner front web 26 and the inner rear web 28, and inclined portions 27b and 29e of the outer front web 27 and the outer rear web 29 are formed. As a result, recesses 31 and 32 are formed on the surface. At the position of the intermediate flange 25, the recesses 31 and 32 provided at the connecting point of the inner front web 26 and the inner rear web 28 and the connecting point of the outer front web 27 and the outer rear web 29 are seated by the hollow structure portion 21a on the front side. It functions as a starting point of deformation for reducing the peak load at which bending deformation starts, that is, as an initial irregularity.
(6) When the distance between the webs of the rear flange 24 measured in the hollow structure portion 21b on the rear side is p1, and the distance between the webs of the intermediate flange 25 is p2, p1> p2.

このバンパーステイ２１及びバンパーリインフォース５において、各々の剛性は、バンパーリインフォース５の曲げ強度（屈曲部を伸ばすのに必要な荷重）をａ、前方側の中空構造部２１ａの剛性（座屈変形を開始させるに必要な荷重）をｂ、バンパーリインフォース５の断面圧壊強度（断面の圧壊を開始させるに必要な荷重）をｃとしたとき、ａ＜ｂ≦ｃに設定され、バンパーステイ２１の後方側の中空構造部２１ｂの剛性はさらに大きく設定される。
前記バンパーステイ２１は、図３に示すように、ボルト締め又は溶接等により（いずれも図示せず）、前フランジ２３がバンパーリインフォース５の傾斜した端部に固定され、後フランジ２４がサイドメンバ６の先端に固定される。この状態で、図６のようにバリヤ衝突が起きた場合、バンパーリインフォース５は屈曲部が伸ばされるため、バンパーリインフォース５のバンパーステイ取付部間隔ｗが広がり、バンパーステイ２１には車体後方側に圧縮荷重と幅方向外向きのせん断荷重が掛かる。バンパーステイ２１は、この圧縮荷重及びせん断荷重により、図４（ａ）〜（ｃ）に示すように、まず前方側の中空構造部２１ａが車幅方向外向きに座屈を開始し、その座屈が進行する。この間、後方側の中空構造部２１ｂは比較的剛性が高いため座屈を開始していない。
前方側の中空構造部２１ａが車幅方向外向きに座屈することにより、バンパーリインフォース５のバンパーステイ取付部間隔ｗの広がりが吸収され、サイドメンバ６に作用する曲げモーメントの発生が抑えられ、サイドメンバ６が車幅方向外側に開いて折り曲げられるのが防止される。 In the bumper stay 21 and the bumper reinforcement 5, the rigidity of each of the bumper reinforcement 5 is the bending strength of the bumper reinforcement 5 (the load necessary for extending the bent portion), and the rigidity of the hollow structure portion 21 a on the front side (starts buckling deformation). B) and the crushing strength of the bumper reinforcement 5 (load necessary to start crushing the cross section) as c, a <b ≦ c is set, and the rear side of the bumper stay 21 The rigidity of the hollow structure portion 21b is set to be even greater.
As shown in FIG. 3, the bumper stay 21 is fixed to the inclined end portion of the bumper reinforcement 5 by bolting or welding or the like (both not shown), and the rear flange 24 is fixed to the side member 6. It is fixed to the tip. In this state, when a barrier collision occurs as shown in FIG. 6, the bumper reinforcement 5 is extended at the bent portion, so that the bumper stay attachment portion interval w of the bumper reinforcement 5 is widened, and the bumper stay 21 is compressed toward the rear side of the vehicle body. Load and shear load outward in the width direction are applied. As shown in FIGS. 4A to 4C, the bumper stay 21 starts to buckle the hollow structure portion 21a on the front side outward in the vehicle width direction, as shown in FIGS. Bending progresses. During this time, the hollow structure portion 21b on the rear side does not start buckling because of its relatively high rigidity.
Since the hollow structure 21a on the front side is buckled outward in the vehicle width direction, the spread of the bumper stay mounting portion interval w of the bumper reinforcement 5 is absorbed, and the generation of a bending moment acting on the side member 6 is suppressed. The member 6 is prevented from being opened and bent outward in the vehicle width direction.

衝突エネルギーが大きく、バンパーリインフォース５と前方側の中空構造部２１ａの座屈だけでは吸収しきれない場合、図４（ｄ）〜（ｆ）に示すように、後方側の中空構造部２１ｂが座屈を開始し、その座屈が進行するが、バンパーリインフォース５の屈曲部がほぼ伸びきっていて、それ以上バンパーステー取り付け間隔が広がることはないため、バンパーリインフォース５からバンパーステイ２１にはほぼ車体前後方向に平行な圧縮荷重のみが掛かる。このバンパーステイ５の場合、後方側の中空構造部２１ｂも車幅方向外向きに座屈するように初期不整が設定されているため、後方側の中空構造部２１ｂは車幅方向外向きに座屈し、後ウエブ２８，２９は車幅方向外向きに倒れる。これにより、後フランジ２４には車幅方向内向きの荷重が掛かり、サイドメンバ６にも車幅方向内向きの荷重が掛かるが、この荷重によりバンパーステイに加わる曲げモーメントは大きくない。   When the impact energy is large and the bumper reinforcement 5 and the front-side hollow structure portion 21a cannot be absorbed only by buckling, the rear-side hollow structure portion 21b is seated as shown in FIGS. Bending starts and the buckling progresses, but the bent part of the bumper reinforcement 5 is almost extended, and the bumper stay mounting interval does not further increase. Only a compressive load parallel to the longitudinal direction is applied. In the case of the bumper stay 5, the initial irregularity is set so that the rear hollow structure portion 21b is also buckled outward in the vehicle width direction. Therefore, the rear hollow structure portion 21b is buckled outward in the vehicle width direction. The rear webs 28 and 29 are tilted outward in the vehicle width direction. As a result, an inward load in the vehicle width direction is applied to the rear flange 24, and an inward load in the vehicle width direction is also applied to the side member 6, but the bending moment applied to the bumper stay by this load is not large.

図５は、他の断面構造を有するバンパーステイ４１，５１を示すもので、いずれも内側前ウエブ４６，５６が車幅方向外向きに傾斜している。また、バンパーステイ４１においては、前方側の中空構造部４１ａが優先的に車幅方向外向きに座屈するための初期不整として、外側前ウエブ４７が車幅方向外向きに傾斜し、バンパーステイ５１においては、後方側の中空構造部５１ｂが前方側の中空構造部５１ａより車幅方向外向きに座屈しにくいように、外側後ウエブ５９が内向きに傾斜し、後フランジ４４のウエブ間距離をｐ１と、中間フランジ４５のウエブ間距離をｐ２の関係が、ｐ１＞ｐ２となっている。   FIG. 5 shows bumper stays 41 and 51 having other cross-sectional structures, in which inner front webs 46 and 56 are inclined outward in the vehicle width direction. Further, in the bumper stay 41, as an initial irregularity for the front side hollow structure portion 41a to buckle preferentially outward in the vehicle width direction, the outer front web 47 is inclined outward in the vehicle width direction, and the bumper stay 51 The rear rear web 59 is inclined inward so that the rear hollow structure 51b is less likely to buckle outward in the vehicle width direction than the front hollow structure 51a, and the distance between the webs of the rear flange 44 is increased. The relationship between p1 and the distance between the webs of the intermediate flange 45 is p1> p2.

本発明に係るバンパーステイの平面図である。It is a top view of the bumper stay concerning the present invention. 同じく本発明に係るバンパーステイの平面図である。It is a top view of the bumper stay which similarly concerns on this invention. そのバンパーステイをサイドメンバの先端に固定し、バンパーリインフォースを取り付けた平面図である。It is the top view which fixed the bumper stay to the front-end | tip of a side member, and attached bumper reinforcement. そのバンパーステイの座屈形態を示す図である。It is a figure which shows the buckling form of the bumper stay. 本発明に係る他のバンパーステイの平面図である。It is a top view of the other bumper stay which concerns on this invention. 従来のバンパーステイをサイドメンバの先端に固定し、バンパーリインフォースを取り付けた平面図である。It is the top view which fixed the conventional bumper stay to the front-end | tip of a side member, and attached bumper reinforcement.

符号の説明Explanation of symbols

１１，２１ バンパーステイ
１１ａ，２１ａ 前方の中空構造部
１１ｂ，２１ｂ 後方の中空構造部
１２，２２ 軸部
１３，２３ 前フランジ
１４，２４ 後フランジ
１５，２５ 中間フランジ
１６，２６ 内側前ウエブ
１７，２７ 外側前ウエブ
１８，２８ 内側後ウエブ
１９，２９ 外側前ウエブ 11, 21 Bumper stay 11a, 21a Front hollow structure part 11b, 21b Rear hollow structure part 12, 22 Shaft part 13, 23 Front flange 14, 24 Rear flange 15, 25 Intermediate flange 16, 26 Inner front web 17, 27 Outer front web 18,28 Inner rear web 19,29 Outer front web

Claims (4)

アルミニウム合金押出材からなり、中央部が車幅方向に平行で左右の端部が車体後方側に傾斜又は湾曲したバンパーリインフォースの前記端部と、サイドメンバの端部の間に押出方向を上下方向に向けて固定されるバンパーステイにおいて、車幅方向に対し傾斜又は湾曲して形成され前記バンパーリインフォースの端部に固定される前フランジと、車体前後方向に対し垂直に形成され前記サイドメンバの端部に固定される後フランジと、前記前フランジと後フランジの間に配置された中間フランジと、前記前フランジと中間フランジを連結する内外一対の前ウエブと、前記中間フランジと後フランジを連結する内外一対の後ウエブからなり、前方への衝突によりバンパーリインフォースが車幅方向に伸びてバンパーステイ取付部間隔が広がり、バンパーステイに車体後方側への圧縮荷重と同時に車幅方向外向きのせん断荷重が掛かったとき、前記前フランジ、一対の前ウエブ及び中間フランジにより構成される前方側の中空構造部が、前記中間フランジ、一対の後ウエブ及び後フランジにより構成される後方側の中空構造部より先に座屈を開始し、かつそれが車体の幅方向外向きの座屈であるように、前記両中空構造部の剛性が設定されていることを特徴とするバンパーステイ。 Made of an aluminum alloy extruded material, the center part is parallel to the vehicle width direction and the left and right end parts are inclined or curved toward the rear of the vehicle body. In the bumper stay fixed toward the front, a front flange formed to be inclined or curved with respect to the vehicle width direction and fixed to an end portion of the bumper reinforcement, and an end of the side member formed perpendicular to the vehicle body front-rear direction A rear flange fixed to a portion, an intermediate flange disposed between the front flange and the rear flange, a pair of inner and outer front webs connecting the front flange and the intermediate flange, and connecting the intermediate flange and the rear flange Consists of a pair of inner and outer rear webs, and bumper reinforcement extends in the vehicle width direction due to a collision in the front, increasing the distance between bumper stay mounting parts. When a compressive load on the rear side of the vehicle body and an outward shear load in the vehicle width direction are applied to the bumper stay, the hollow structure on the front side constituted by the front flange, the pair of front webs, and the intermediate flange is Both the hollow structure portions start buckling before the rear hollow structure portion constituted by the flange, the pair of rear webs and the rear flange, and are buckled outward in the width direction of the vehicle body. Bumper stay, characterized by its rigidity. 内側の前ウエブが車体前後方向から車幅方向外向きに傾斜し、内側の後ウエブが車体前後方向に平行か、車体前後方向から車幅方向外向きに傾斜している場合は前記内側の前ウエブより傾斜が緩く、外側の前ウエブが車体前後方向に平行か、車体前後方向から車幅方向外向きに傾斜し、後方側の中空構造部において、後フランジのウエブ間距離が中間フランジのウエブ間距離と同じか長いことを特徴とする請求項１に記載されたバンパーステイ。 If the inner front web is inclined outward in the vehicle width direction from the vehicle longitudinal direction and the inner rear web is parallel to the vehicle longitudinal direction or inclined outward in the vehicle width direction from the vehicle longitudinal direction, The outer front web is parallel to the longitudinal direction of the vehicle or inclined outward from the longitudinal direction of the vehicle in the width direction of the vehicle, and the distance between the webs of the rear flange is the intermediate flange web in the hollow structure on the rear side. The bumper stay according to claim 1, wherein the bumper stay is equal to or longer than the distance. 中央部が車幅方向に平行で左右の端部が車体後方側に傾斜又は湾曲したバンパーリインフォースと、アルミニウム合金押出材からなり、前記バンパーリインフォースの前記端部とサイドメンバの端部の間に押出方向を上下方向に向けて固定されるバンパーステイにより構成されるバンパー構造体において、前記バンパーステイは、車幅方向に対し傾斜又は湾曲して形成され前記バンパーリインフォースの端部に固定される前フランジと、車体前後方向に対し垂直に形成され前記サイドメンバの端部に固定される後フランジと、前記前フランジと後フランジの間に配置された中間フランジと、前記前フランジと中間フランジを連結する内外一対の前ウエブと、前記中間フランジと後フランジを連結する内外一対の後ウエブからなり、前方への衝突によりバンパーリインフォースが車幅方向に伸びてバンパーステイ取付部間隔が広がり、バンパーステイに車体後方側への圧縮荷重と同時に車幅方向外向きのせん断荷重が掛かったとき、前記前フランジ、一対の前ウエブ及び中間フランジにより構成される前方側の中空構造部が、前記中間フランジ、一対の後ウエブ及び後フランジにより構成される後方側の中空構造部より先に座屈を開始し、かつそれが車体の幅方向外向きの座屈であるように、前記両中空構造部の剛性が設定されていることを特徴とするバンパー構造体。 It consists of a bumper reinforcement whose center part is parallel to the vehicle width direction and whose left and right ends are inclined or curved toward the rear of the vehicle body, and an aluminum alloy extruded material, and is extruded between the end part of the bumper reinforcement and the end part of the side member. A bumper structure comprising a bumper stay fixed in a vertical direction, wherein the bumper stay is inclined or curved with respect to the vehicle width direction and is fixed to the end of the bumper reinforcement. A rear flange formed perpendicular to the longitudinal direction of the vehicle body and fixed to the end of the side member, an intermediate flange disposed between the front flange and the rear flange, and the front flange and the intermediate flange are connected to each other. It consists of a pair of inner and outer front webs and a pair of inner and outer rear webs connecting the intermediate flange and the rear flange. The bumper reinforcement extends in the vehicle width direction due to The front hollow structure portion constituted by the web and the intermediate flange starts buckling before the rear hollow structure portion constituted by the intermediate flange, the pair of rear webs and the rear flange, and this is the vehicle body. The bumper structure is characterized in that the rigidity of both the hollow structure portions is set so as to be buckled outward in the width direction. 前記バンパーステイにおいて、内側の前ウエブが車体前後方向から車幅方向外向きに傾斜し、内側の後ウエブが車体前後方向に平行か、車体前後方向から車幅方向外向きに傾斜している場合は前記内側の前ウエブより傾斜が緩く、外側の前ウエブが車体前後方向に平行か、車体前後方向から車幅方向外向きに傾斜し、後方側の中空構造部において、後フランジのウエブ間距離が中間フランジのウエブ間距離と同じか長いことを特徴とする請求項３に記載されたバンパー構造体。 In the bumper stay, when the inner front web is inclined outward in the vehicle width direction from the vehicle longitudinal direction, and the inner rear web is parallel to the vehicle longitudinal direction or inclined from the vehicle longitudinal direction outward in the vehicle width direction. Is less inclined than the inner front web, and the outer front web is parallel to the longitudinal direction of the vehicle body or inclined outwardly from the longitudinal direction of the vehicle body in the vehicle width direction. The bumper structure according to claim 3, wherein is equal to or longer than a distance between the webs of the intermediate flange.
JP2004064942A 2004-03-09 2004-03-09 Bumper stay and bumper structure Expired - Fee Related JP4297810B2 (en)

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Cited By (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2007110938A1 (en) * 2006-03-28 2007-10-04 Nikkeikin Aluminium Core Technology Company Ltd. Bumper stay
JP2007261426A (en) * 2006-03-28 2007-10-11 Nikkeikin Aluminium Core Technology Co Ltd Bumper structure
JP2007261453A (en) * 2006-03-29 2007-10-11 Daihatsu Motor Co Ltd Shock absorbing structure of automobile
JP2007261427A (en) * 2006-03-28 2007-10-11 Nikkeikin Aluminium Core Technology Co Ltd Bumper structure
WO2009037787A1 (en) * 2007-09-21 2009-03-26 Nikkeikin Aluminium Core Technology Company Ltd. Bumper structure
JP2010100259A (en) * 2008-10-27 2010-05-06 Toyota Motor Corp Vehicle end structure
JP2012081844A (en) * 2010-10-08 2012-04-26 Honda Motor Co Ltd Vehicle body front part structure

Cited By (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2007110938A1 (en) * 2006-03-28 2007-10-04 Nikkeikin Aluminium Core Technology Company Ltd. Bumper stay
JP2007261426A (en) * 2006-03-28 2007-10-11 Nikkeikin Aluminium Core Technology Co Ltd Bumper structure
JP2007261427A (en) * 2006-03-28 2007-10-11 Nikkeikin Aluminium Core Technology Co Ltd Bumper structure
JPWO2007110938A1 (en) * 2006-03-28 2009-08-06 日軽金アクト株式会社 Bumper stay
JP4705500B2 (en) * 2006-03-28 2011-06-22 日軽金アクト株式会社 Bumper structure
JP2007261453A (en) * 2006-03-29 2007-10-11 Daihatsu Motor Co Ltd Shock absorbing structure of automobile
WO2009037787A1 (en) * 2007-09-21 2009-03-26 Nikkeikin Aluminium Core Technology Company Ltd. Bumper structure
JP2010100259A (en) * 2008-10-27 2010-05-06 Toyota Motor Corp Vehicle end structure
JP2012081844A (en) * 2010-10-08 2012-04-26 Honda Motor Co Ltd Vehicle body front part structure

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