JP4705360B2 - Bumper for vehicle and cushioning material thereof - Google Patents
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本発明は、衝撃が加わった際、材料自体の圧壊によって衝撃を吸収する緩衝材及び該緩衝材を組み込んだ車輌用バンパに関する。 The present invention relates to a shock absorbing material that absorbs a shock by crushing the material itself when a shock is applied, and a vehicle bumper incorporating the shock absorbing material.
車輌用バンパは、バンパリインフォースメントに、発泡成形された緩衝材を取り付け、これをバンパカバーで覆ったものが実施されている。該緩衝材は、自動車が歩行者と接触事故を起こした場合に、バンパが歩行者の脚部に衝突したことによって潰れて衝撃を吸収し、歩行者の脚部に加わるダメージを低減する。 A bumper for a vehicle is mounted on a bumper reinforcement with a foamed cushioning material covered with a bumper cover. When the automobile causes a contact accident with the pedestrian, the cushioning material is crushed and absorbed by the bumper colliding with the pedestrian's leg, reducing the damage applied to the pedestrian's leg.
図１４は、従来の緩衝材の一例を示しており、車輌の幅方向に長く延び、緩衝材の長手方向と直交する断面形状はＷ型である。
緩衝材(3a)に衝突荷重が作用すると、緩衝材(3a)の各凹条(33a)(34a)の上壁と下壁との間が開いて荷重を吸収する。
FIG. 14 shows an example of a conventional cushioning material, and the cross-sectional shape that extends long in the width direction of the vehicle and is orthogonal to the longitudinal direction of the cushioning material is W-shaped.
When a collision load acts on the cushioning material (3a), the space between the upper and lower walls of each recess (33a) (34a) of the cushioning material (3a) opens to absorb the load.
図１５の実線で示すグラフは、図１４に示される従来の緩衝材による衝突荷重と圧縮率との関係を示したもので、衝突初期の段階で歩行者の脚部に重大なダメージを与えない程度の所定の衝突荷重に達し(図１５のＡ点黒丸)、その後、該所定の衝撃荷重を一定時間保持(図１５のＡ点黒丸とＢ点黒丸とを結ぶ線上の間)させ衝撃エネルギーを吸収する。
即ち、該緩衝材に作用する衝撃荷重が所定量に達した時点で、衝撃荷重の上昇を抑制するように緩衝材が大きく変形し、衝撃エネルギーの所定量を一定時間吸収することにより、歩行者の脚部に重大なダメージを与える危険性を回避できる(特許文献１)。
以下の説明の各グラフのＡ点、Ｂ点は、図１５のＡ点、Ｂ点に対応する。又、Ａ点からＢ点までをフラット領域、Ｂ点以後を勾配領域と呼ぶ。
The graph shown by the solid line in FIG. 15 shows the relationship between the collision load and the compression rate by the conventional cushioning material shown in FIG. 14, and does not cause significant damage to the pedestrian's legs in the initial stage of the collision. The predetermined impact load is reached (A point black circle in FIG. 15), and then the predetermined impact load is held for a certain period of time (between the line connecting the A point black circle and the B point black circle in FIG. 15). Absorb.
That is, when the impact load acting on the cushioning material reaches a predetermined amount, the cushioning material is greatly deformed so as to suppress an increase in the impact load, and the predetermined amount of impact energy is absorbed for a certain period of time. The risk of seriously damaging the legs of the legs can be avoided (Patent Document 1).
The points A and B in each graph in the following description correspond to the points A and B in FIG. Further, the point A to the point B is called a flat region, and the points after the point B are called a gradient region.
しかしながら、従来の緩衝材では、衝撃エネルギーの吸収量が一定であるため、歩行者がバンパに衝突した際の歩行者脚部の挙動も一定となるため、車輌の形状によっては適合しないものもあり、歩行者脚部のダメージを軽減する限界荷重を越えない範囲で、車輌の形状に合わせて歩行者脚部の挙動を最適な状態にコントロールできる緩衝材が望まれていた。
本発明は、衝撃エネルギーの吸収量を容易に調整することができる緩衝材を提供することを課題とする。
However, with conventional cushioning materials, the amount of impact energy absorbed is constant, so the behavior of the pedestrian legs when the pedestrian collides with the bumper is also constant. Therefore, there has been a demand for a cushioning material that can control the behavior of the pedestrian leg to an optimum state in accordance with the shape of the vehicle within a range that does not exceed the limit load that reduces damage to the pedestrian leg.
An object of the present invention is to provide a cushioning material capable of easily adjusting the amount of absorption of impact energy.
以下の説明で、「内外方向」は車輌における車輌内方向と車輌外方向に対応し、「上下方向」は車輌における上下方向に対応する。 In the following description, “inside / outside direction” corresponds to the in-vehicle direction and the outside direction of the vehicle in the vehicle, and “vertical direction” corresponds to the up-down direction in the vehicle.
衝撃が加わった際に潰れて衝撃を吸収する車輌バンパ用緩衝材(３)であって、緩衝材前部(31)と該緩衝材前部(31)に連なる緩衝材後部(32)とからなり、
緩衝材前部(31)は、車輌幅方向に延びる複数の壁部(36)(37)と、隣り合う壁部(36)(37)の前端に形成された衝突当り部(35)を有し、
緩衝材後部(32)は外側の壁部の少なくとも一方の壁部の後端に、車両上下方向の肉厚が外側の壁部(36)の肉厚よりも大きく、車輌幅方向に延びる外側ブロック(39)(39')と、中央の２つの壁部(37)(37)の夫々後端に共通するとともに車両上下方向の肉厚が中央の壁部(37)の肉厚よりも大きく、車両幅方向に延びる共通のブロック(38)とを夫々有するとともに、該外側ブロック(39)(39')と共通ブロック(38)との間、かつ該緩衝材前部(31)の壁部間には車両内方向に開口されて車両幅方向に延びる凹条(34)が設けられ、
外側ブロック(39)(39')と共通ブロック(38)とは凹条(34)によって互いに離れ、該中央の２つの壁部(37)の夫々の傾き角度θ２は、壁部(37)(37)よりも車両上下方向の外側に位置する２つの壁部(36)の夫々の傾き角度θ１よりも大きい。
A shock absorber (3) for a vehicle bumper that is crushed and absorbs shock when an impact is applied, from the shock absorber front part (31) and the shock absorber rear part (32) connected to the shock absorber front part (31) Become
The cushioning material front part (31) has a plurality of wall parts (36) (37) extending in the vehicle width direction and a collision contact part (35) formed at the front end of the adjacent wall parts (36) (37). And
The rear portion of the cushioning material (32) is at the rear end of at least one wall portion of the outer wall portion, and the outer block extending in the vehicle width direction is thicker in the vehicle vertical direction than the outer wall portion (36). (39) and (39 '), the two walls of the central (37) (37) the thickness of the common when both the vehicle vertical direction to each rear end is greater than the wall thickness of the central wall portion (37) of, Each having a common block (38) extending in the vehicle width direction, between the outer block (39) (39 ') and the common block (38), and between the wall portions of the cushioning material front portion (31) Is provided with a recess (34) that opens in the vehicle interior direction and extends in the vehicle width direction,
The outer block (39) (39 ') and the common block (38) are separated from each other by the recess (34), and the inclination angle θ2 of each of the two central wall portions (37) is the wall portion (37) ( 37) and the inclination angle θ1 of each of the two wall portions (36) located outside the vehicle in the vertical direction is larger.
請求項２は、請求項１の緩衝材において、緩衝材後部には、緩衝材前部の壁部間に車輌内方向に開口し車輌幅方向に延びる凹条が設けられている。 According to a second aspect of the present invention, in the cushioning material of the first aspect, the rear portion of the cushioning material is provided with a groove that opens in the vehicle inward direction and extends in the vehicle width direction between the wall portions of the front portion of the cushioning material.
請求項３は、請求項２の緩衝材において、緩衝材前部(31)に車輌外方向に開口し車輌幅方向に延びる凹条(33)を有し、該凹条(33)の上下に緩衝材後部(32)の凹条(34)(34)が位置している。 A third aspect of the present invention provides the cushioning material according to the second aspect, wherein the cushioning material front portion (31) has a groove (33) that opens in the vehicle outer direction and extends in the vehicle width direction, and is formed above and below the groove (33). The recesses (34) and (34) of the rear portion (32) of the cushioning material are located.
請求項４は、請求項２又は３に記載の緩衝材において、各凹条(33)(34)は緩衝材の長手方向と直交する断面が略Ｖ字状であり、緩衝材は長手方向と直交する断面はＷ字状である。 A fourth aspect of the present invention provides the cushioning material according to the second or third aspect, wherein each of the recesses (33) and (34) has a substantially V-shaped cross section perpendicular to the longitudinal direction of the cushioning material. The orthogonal cross section is W-shaped.
請求項５は、請求項１乃至４の何れかに記載の緩衝材において、各壁部(36)(37)に夫々ブロック(38)(39)が繋がっている。 According to a fifth aspect of the present invention, in the cushioning material according to any one of the first to fourth aspects, the blocks (38), (39) are connected to the respective wall portions (36), (37).
請求項６は、請求項１乃至５の何れかに記載の緩衝材において、中央の２つの壁部(37)(37)は共通のブロック(38)に繋がっている。 A sixth aspect of the present invention is the cushioning material according to any one of the first to fifth aspects, wherein the central two wall portions (37) and (37) are connected to a common block (38).
請求項７は、請求項１乃至６の何れかに記載の緩衝材において、発泡樹脂により一体成形されている。 According to a seventh aspect of the present invention, the cushioning material according to any one of the first to sixth aspects is integrally formed of a foamed resin.
請求項８は、請求項６に記載の緩衝材において、発泡樹脂がスチレン改質ポリエチレン系樹脂である。 An eighth aspect of the present invention is the cushioning material according to the sixth aspect, wherein the foamed resin is a styrene-modified polyethylene resin.
請求項９の車輌用バンパは、 請求項１乃至８の何れかの緩衝材(３)をバンパリインフォースメント(２)に固定し、緩衝材(３)をバンパカバー(４)で覆っている。 According to a ninth aspect of the present invention, there is provided a vehicular bumper in which the shock-absorbing material (3) according to any one of the first to eighth aspects is fixed to the bumper reinforcement (2), and the shock-absorbing material (3) is covered with a bumper cover (4).
請求項１の緩衝材(３)は、衝突当り部(35)に衝突負荷が加わったとき、壁部(36)(37)に車輌内方向の圧縮力を加える。壁部(36)(37)に圧縮変形、曲げ変形が生じて所定の衝撃荷重に達し、更に該衝撃荷重がほぼ持続されたフラット領域に入る。
緩衝材前部(31)にて壁部(36)(37)が押し潰されて緩衝の働きがなくなると、荷重は専ら緩衝材後部(32)が受けることになり、フラット領域から急に荷重が大きくなる勾配領域に入る。即ち、衝突の瞬間から、フラット領域の終端に達するタイミングは、緩衝材前部(31)の車輌内外方向の長さＬ1(図３参照)によって制御し、緩衝材後部(32)の複数のブロック(38)(39)の上下方向肉厚の和によって荷重勾配を制御できる。
これによって、所望の荷重上昇勾配を効果的にコントロールすることができる。
The shock-absorbing material (3) according to
When the walls (36) and (37) are crushed by the cushioning material front part (31) and the cushioning function is lost, the cushioning material rear part (32) receives exclusively, and suddenly loads from the flat region. Enter the gradient region where becomes larger. That is, the timing to reach the end of the flat region from the moment of the collision is controlled by the length L1 (see FIG. 3) of the cushioning material front part (31) in the vehicle inside / outside direction, and a plurality of blocks in the cushioning material rear part (32) (38) The load gradient can be controlled by the sum of the vertical thicknesses of (39).
Thereby, a desired load increase gradient can be effectively controlled.
請求項２の緩衝材(３)は、緩衝材後部(32)に、車輌内方向に開口し車輌幅方向に延びる凹条(34)が緩衝材前部(31)の壁部(36)(37)間に設けられているから、衝突当り部(35)に衝突荷重が加わったとき、外側の壁部(36)(36)は、“く”の字状に潰れる。この結果、緩衝材前部(31)の壁部(36)(37)は車輌内方向に圧縮変形せず、衝突体(「歩行者の脚部」以下、同じ)が緩衝材(３)から受ける衝撃荷重の上昇を抑制できる。
The cushioning material (3) of
請求項３の緩衝材(３)は、緩衝材前部(31)の車輌外方向の中央に凹条(33)を有し、緩衝材後部(32)に該凹条(33)を挟んで凹条(34)(34)を有しているから、衝突当り部(35)に衝突荷重が加わったとき、外側の壁部(36)(36)は、“く”の字状に潰れる。この結果、緩衝材前部(31)の壁部(36)(37)は車輌内方向に圧縮変形せず、衝突体が緩衝材(３)から受ける衝撃荷重の上昇を抑制できる。又、凹条(33)(34)(34)によって緩衝材前部(31)の潰れ残り代を低減させることができ、前記所定の衝撃荷重を越えて急速に衝撃荷重が上がるタイミング(図１５のＢ点)を適正にすることができる。
The cushioning material (3) of
請求項４の緩衝材(３)は、緩衝材前部(31)は長手方向と直交する断面は、車輌外方向の中央に凹条(33)を有し、緩衝材後部(32)に該凹条(33)を挟んで凹条(34)(34)を有するＷ型であるから、衝突当り部(35)に衝突荷重が加わったとき、外側の壁部(36)(36)が“く”の字状に潰れる。この結果、緩衝材前部(31)の壁部(36)(37)は車輌内方向に圧縮変形せず、衝突体が緩衝材(３)から受ける衝撃荷重の上昇を抑制できる。又、凹条(33)(34)(34)によって緩衝材前部(31)の潰れ残り代を低減させることができ、前記所定の衝撃荷重を越えて急速に衝撃荷重が上がるタイミング(図１５のＢ点)を適正にすることができる。
The cushioning material (3) according to
請求項５の緩衝材(３)は、各壁部(36)(37)にブロック(38)(39)が繋がっているから、フラット領域を越えて勾配領域の荷重を受けるバランスがよい。
The buffer material (3) of
請求項６の緩衝材(３)は、内側の２つの壁部(37)(37)は共通のブロック(38)に繋がっているから該ブロック(38)の車輌上下方向の長さを大きく出来、他のブロック(39)(39′)の上下方向の長さを小さくして、緩衝材(３)全体の車輌上下方向の寸法を小さくできる。
In the cushioning material (3) of
請求項７の緩衝材(３)は、発泡樹脂で一体成形するから量産に適し、低コストで生産できる。
The cushioning material (3) according to
請求項８の緩衝材(３)は、スチレン改質ポリエチレン系樹脂を用いているため、衝撃吸収性と成形性がより好ましい。
Since the cushioning material (3) of
請求項９のバンパは、上記した様に、好ましい衝撃吸収性を発揮する緩衝材(３)をバンパリインフォースメント(２)に固定し、緩衝材(３)をバンパカバー(４)で覆って形成されるから、緩衝材(３)の特性を損なわず、バンパ自体の好ましい衝撃吸収性を発揮する。 As described above, the bumper according to claim 9 is formed by fixing the shock absorbing material (3) exhibiting preferable shock absorption to the bumper reinforcement (2) and covering the shock absorbing material (3) with the bumper cover (4). Therefore, the shock absorbing property of the bumper itself is exhibited without impairing the characteristics of the cushioning material (3).
図１は、本発明の車輌用バンパ(１)を車輌の前部に取り付けた状態を、車輌左側から見た断面図で示している。
バンパ(１)は、車輌に固定された金属製のバンパリインフォースメント(２)の前面に緩衝材(３)を取り付け、緩衝材(３)及びバンパリインフォースメント(２)をバンパカバー(４)で覆って形成されている。
バンパカバー(４)は薄肉樹脂で形成され、衝突によって衝撃が加わった際に、変形または破断される。
FIG. 1 shows a state in which the vehicle bumper (1) of the present invention is attached to the front portion of the vehicle in a cross-sectional view as viewed from the left side of the vehicle.
The bumper (1) has a shock absorber (3) attached to the front of a metal bumper reinforcement (2) fixed to the vehicle, and the bumper cover (4) is attached to the shock absorber (3) and the bumper reinforcement (2). It is formed to cover.
The bumper cover (4) is formed of a thin resin and is deformed or broken when an impact is applied by collision.
緩衝材(３)は、樹脂の発泡成形により、車輌の幅方向に長く形成されている。バンパリインフォースメント(２)上に、１つの長尺緩衝材(３)を取り付けてもよく、或いは複数の短尺緩衝材(３)を並べて取り付けてもよい。 The cushioning material (3) is formed long in the width direction of the vehicle by resin foam molding. One long cushioning material (3) may be attached on the bumper reinforcement (2), or a plurality of short cushioning materials (3) may be arranged side by side.
図２、図３に示す如く、緩衝材(３)は、緩衝材前部(31)と、該緩衝材前部(31)から内方向に連なる緩衝材後部(32)とからなる。
図３は衝撃試験のために緩衝材(３)を、荷重が上方から掛かる様に描いている(以下、「図７」「図９」「図１１」「図１２」「図１３」も同様)。
緩衝材前部(31)は、緩衝材(３)の長手方向(車輌幅方向)と直交する断面形状がＷ型であり、外面に１つの凹条(33)、内面に該凹条(33)を挟んで２つの凹条(34)(34)を有している。
各凹条(33)(34)(34)は、長手方向と直交する断面が略Ｖ字型である。
緩衝材前部(31)の外向きの２つの頂部が衝突当り部(35)となっており、各衝突当り部(35)からは、夫々２つの壁部(36)(37)が内方拡がりに、Ｖ字状を成す様に延びている。即ち、車輌の上下方向に隣り合う壁部(36)(37)、(37)(36)の前端が繋がっている部分の外側面が、衝突体(歩行者の脚部)に当たる衝突当り部(35)となっている。
As shown in FIGS. 2 and 3, the cushioning material (3) includes a cushioning material front portion (31) and a cushioning material rear portion (32) continuous inward from the cushioning material front portion (31).
FIG. 3 depicts the cushioning material (3) for the impact test so that the load is applied from above (the same applies to “FIG. 7,” “FIG. 9,” “FIG. 11,” “FIG. 12,” “FIG. 13”). ).
The front part (31) of the cushioning material has a W-shaped cross section perpendicular to the longitudinal direction (vehicle width direction) of the cushioning material (3), and has one recess (33) on the outer surface and the recess (33 ) With two concave strips (34) and (34).
Each of the concave stripes (33), (34) and (34) has a substantially V-shaped cross section perpendicular to the longitudinal direction.
Two outward apexes of the shock absorber front part (31) are the collision contact parts (35), and two wall parts (36) (37) are inward from each collision contact part (35). It extends so as to form a V shape. That is, the outer surface of the portion where the front ends of the walls (36), (37), (37), (36) adjacent to each other in the vertical direction of the vehicle are in contact with the collision object (pedestrian's legs) ( 35).
各壁部(36)(37)の車輌側の先端は、断面矩形のブロック(38)(39)(39′)が一体に突設された緩衝材後部(32)を構成している。隣り合うブロック(38)と(39)、及び(38)と(39′)は、前記凹条(34)の最大開口幅の間隔を存して隣り合っている。
緩衝材前部(31)の車輌内外方向の厚みＬ1は、各ブロック(38)(39)の車輌内外方向の肉厚Ｌ2より大きい。
中央部の２つの壁部(37)(37)は共通のブロック(38)に連続している。中央部の２つの壁部(37)(37)の肉厚ｔ2は互いに等しい。
図３において左右の２つの壁部(36)(36)の肉厚ｔ1は互いに同じであり、中央部の壁部(37)の肉厚ｔ2よりも小さい。
中央部の２つの壁部(37)(37)の夫々の傾き角度θ2は、左右の２つの壁部(36)(36)の夫々の傾き角度θ1よりも大きい。
右側のブロック(39′)は、右側の壁部(36)先端よりも更に右側に突出している。
左側のブロック(39)は、左側の壁部(36)の先端よりも更に左側に突出している。
２つの衝突当り部(35)の車輌外方向の前端面は、面が揃っている。３つのブロック(38)(39)(39′)の車輌内方向の端面も面が揃っている。
中央ブロック(38)の車輌上下方向の肉厚ｈ2を、車輌内外方向のブロック肉厚Ｌ2で除した値は１以上である。即ち、中央ブロック(38)は、断面が車輌上下方向に長い長方形に形成されている。
左右のブロック(39)(39′)の車輌高さ方向の夫々の肉厚ｈ1、ｈ3を、車輌内外方向のブロック肉厚Ｌ2で除した値は１以下である。
図３から明らかなように、外側ブロック(39)(39')は、車両上下方向の肉厚が外側の壁部(36)の肉厚t1よりも大きい。また、ブロック(38)は、車両上下方向の肉厚が中央の壁部(37)の肉厚t2よりも大きい。
The front end of each wall portion (36) (37) on the vehicle side constitutes a cushioning material rear portion (32) in which blocks (38), (39) and (39 ′) having a rectangular section are integrally projected. Adjacent blocks (38) and (39) and (38) and (39 ′) are adjacent to each other with a gap of the maximum opening width of the recess (34).
The thickness L1 of the cushioning material front portion (31) in the vehicle inside / outside direction is larger than the thickness L2 of each block (38) (39) in the vehicle inside / outside direction.
The two central walls (37) and (37) are connected to the common block (38). The wall thicknesses t2 of the two wall portions (37) and (37) in the central portion are equal to each other.
In FIG. 3, the wall thicknesses t1 of the left and right wall portions (36) and (36) are the same as each other and smaller than the wall thickness t2 of the central wall portion (37).
The inclination angles θ2 of the two central wall portions (37) and (37) are larger than the inclination angles θ1 of the two right and left wall portions (36) and (36).
The right block (39 ′) protrudes further to the right than the tip of the right wall (36).
The left block (39) protrudes further to the left than the tip of the left wall (36).
The front end surfaces of the two collision contact portions (35) in the vehicle outer direction are aligned. The end faces of the three blocks (38), (39) and (39 ′) in the in-vehicle direction are also aligned.
The value obtained by dividing the thickness h2 of the central block (38) in the vertical direction of the vehicle by the block thickness L2 in the internal and external directions of the vehicle is 1 or more. That is, the central block (38) is formed in a rectangular shape whose cross section is long in the vehicle vertical direction.
The value obtained by dividing the thicknesses h1 and h3 in the vehicle height direction of the left and right blocks (39) and (39 ') by the block thickness L2 in the vehicle inside / outside direction is 1 or less.
As is apparent from FIG. 3, the outer blocks (39) and (39 ′) have a wall thickness in the vehicle vertical direction larger than the wall thickness t1 of the outer wall portion (36). Further, the thickness of the block (38) in the vertical direction of the vehicle is larger than the thickness t2 of the central wall portion (37).
緩衝材(３)は、公知の型内発泡成形で製造できる。
例えば、物理型発泡剤を含浸させた発泡性熱可塑性樹脂ビーズを５〜２５倍に予備発泡して得られた直径１〜５mmの予備発泡粒子を成形型内に注入し、蒸気加熱によって発泡させて粒子間を融着させる。
予備発泡していない発泡性熱可塑性樹脂ビーズを型内発泡させてもよい。
発泡性熱可塑性樹脂ビーズを構成する熱可塑性樹脂としては、例えば、スチレン改質ポリエチレン系樹脂、ポリエチレン系樹脂、ポリプロピレン系樹脂、ポリエステル系樹脂、ポリスチレン系樹脂等を挙げることができる。特に、スチレン改質ポリエチレン系樹脂を用いると成形体としての衝撃吸収性と成形性がより好ましい。
物理型発泡剤としては、例えば、プロパン、ブタン、ペンタン、ヘキサン等の脂肪族炭化水素類等を挙げることができる。これらの物理型発泡体は、単体で用いても、２種以上を併用してもよい。
The cushioning material (3) can be produced by known in-mold foam molding.
For example, pre-expanded particles having a diameter of 1 to 5 mm obtained by pre-expanding expandable thermoplastic resin beads impregnated with a physical-
Foamed thermoplastic resin beads that have not been pre-foamed may be foamed in the mold.
Examples of the thermoplastic resin constituting the foamable thermoplastic resin beads include a styrene-modified polyethylene resin, a polyethylene resin, a polypropylene resin, a polyester resin, and a polystyrene resin. In particular, when a styrene-modified polyethylene resin is used, impact absorbability and moldability as a molded body are more preferable.
Examples of the physical foaming agent include aliphatic hydrocarbons such as propane, butane, pentane, and hexane. These physical foams may be used alone or in combination of two or more.
上記バンパ(１)の作用を説明する。
車輌が歩行者と衝突事故を起こしたとき、歩行者の脚部からバンパカバー(４)に衝撃が加わって、バンパカバー(４)が変形または破断される。その際に緩衝材(３)に衝撃が加わり、先ず緩衝材前部(31)が図５に示す如く、外側の壁部(36)(36)が“く”の字状に潰れ、内側の壁部(37)(37)が外側へ倒れ込む。
単なる断面Ｗ型の緩衝材前部であれば、各壁部は車輌の内外方向に圧縮変形しないで、荷重を受けたときに傾いて開くことによって、歩行者の脚部が緩衝材から受ける衝撃荷重の上昇を抑える。これに対して、本実施形態の場合は、圧縮変形すると共に、図５に示す様に潰れて、衝突初期の歩行者の脚部に対するダメージを軽減する。
The operation of the bumper (1) will be described.
When the vehicle collides with a pedestrian, an impact is applied to the bumper cover (4) from the legs of the pedestrian, and the bumper cover (4) is deformed or broken. At that time, an impact is applied to the cushioning material (3). First, as shown in FIG. 5, the outer wall portions (36) and (36) of the cushioning material front portion (31) are crushed into a "<" shape, Wall part (37) (37) falls outside.
If the front part of the shock absorbing material has a simple W-shaped cross section, each wall is not compressed and deformed inward and outward of the vehicle, and the pedestrian's leg is impacted by the shock absorbing material by tilting and opening when receiving a load. Reduce the increase in load. On the other hand, in the case of this embodiment, while compressing and deforming, it is crushed as shown in FIG.
緩衝材前部(31)が潰れて緩衝の作用がなくなると、荷重は専ら緩衝材後部(32)が受けることになり、フラット領域から急に荷重が大きくなる勾配領域に入る。即ち、衝突の瞬間から、フラット領域の終端Ｂ′点に達するタイミングは、緩衝材前部(31)の車輌内外方向の長さＬ1(図３参照)で制御できる。Ｌ1を大きくすればフラット領域の終端に至るタイミングを延ばすことができ、歩行者のダメージを軽減する。 When the cushioning material front part (31) is crushed and the buffering action is lost, the cushioning material rear part (32) receives exclusively the load, and enters the gradient region where the load suddenly increases from the flat region. That is, the timing of reaching the end B ′ of the flat region from the moment of the collision can be controlled by the length L1 (see FIG. 3) of the cushioning material front portion (31) in the vehicle inside / outside direction. If L1 is increased, the timing to reach the end of the flat region can be extended, and pedestrian damage is reduced.
緩衝材後部(32)のブロック(38)(39)(39′)の車輌上下方向の肉厚の和(ｈ1、ｈ2、ｈ3)は、勾配領域の荷重勾配に関係する。該肉厚の和が大きいほど、勾配が急になる。即ち、荷重が急激に上がる。
緩衝材前部(31)は長手方向と直交する断面はＷ型であり、車輌内外方向に凹条(33)(34)(34)を有しているから、緩衝材前部(31)の潰れ残り代を低減させることができ、上記所定の衝撃荷重を越えて急速に衝撃荷重が上がるタイミング(図１５のＢ点)を適正にすることができる。
The sum (h1, h2, h3) of the vertical thickness of the blocks (38), (39), (39 ′) of the cushioning material rear part (32) is related to the load gradient in the gradient region. The greater the sum of the thicknesses, the steeper the slope. That is, the load increases rapidly.
The front part of the cushioning material (31) has a W-shaped cross section perpendicular to the longitudinal direction, and has recesses (33), (34), and (34) in the inside and outside of the vehicle. The remaining crushing margin can be reduced, and the timing (point B in FIG. 15) where the impact load rapidly rises beyond the predetermined impact load can be made appropriate.
緩衝材(３)は、各壁部(36)(37)にブロック(38)(39)が繋がっているから、フラット領域を越えて勾配領域の荷重を受けるバランスがよい。
緩衝材(３)は、上下に対称形状であるから、全領域での荷重を受けるバランスがよい。
緩衝材(３)は、発泡樹脂で一体成形するから、量産に適し、低コストで生産できる。更に、発泡樹脂は、スチレン改質ポリエチレン系樹脂であるから、より好ましい衝撃吸収性と成形性を発揮する。
Since the buffer material (3) is connected to the walls (36) and (37) by the blocks (38) and (39), the buffer material (3) is well balanced to receive the load of the gradient region beyond the flat region.
Since the cushioning material (3) is symmetrical in the vertical direction, it is well balanced to receive the load in the entire region.
Since the cushioning material (3) is integrally formed of foamed resin, it is suitable for mass production and can be produced at low cost. Furthermore, since the foamed resin is a styrene-modified polyethylene resin, it exhibits more preferable impact absorbability and moldability.
以下に、実施例１乃至４の緩衝材についての衝撃試験について説明する。
衝撃試験方法は、試験片と圧子形状が異なる以外は、ＪＩＳ Ｚ０２３５の「包装用緩衝材の動的圧縮試験法」と同じである。
試験機：垂直自由落下形
重錘重量：２５kg
落下高さ：１.０２ｍ
加速度計：衝撃加速度測定
変位計：試験体変位量測定
圧子形状：直径７５mmの半円筒形(人体の脚部の太さを想定し、円弧面を下向 きにし重錘の下面に取り付けた)
Below, the impact test about the buffer material of Examples 1 thru | or 4 is demonstrated.
The impact test method is the same as JIS Z0235 “Dynamic compression test method for packaging cushioning material” except that the shape of the indenter is different from that of the test piece.
Testing machine: Vertical free fall type Weight: 25kg
Drop height: 1.02m
Accelerometer: Impact acceleration measurement Displacement meter: Specimen displacement measurement Indenter shape: Semi-cylindrical shape with a diameter of 75 mm (assuming the thickness of the leg of the human body, attached to the lower surface of the weight with the circular arc facing down)
実施例１における緩衝材(３)は、スチレン改質ポリエチレン系発泡樹脂(商品名：ピオセランＰＯＯＰ 積水化成品工業株式会社製)を原料とし、１０倍に予備発泡させた、直径２.５〜３.５mmの粒子を成形型内に充填し、蒸気加熱により発泡した粒子間を融着させて形成されている(以下、実施例２、３、４の緩衝材も同じ)。
緩衝材(３)の寸法は、図３において、( )内に記載された数字(単位mm)で表す。
図４の衝撃試験のグラフは、実施例１(実線で示す)と、従来例(二点鎖線で示す)(図１４のＷ型緩衝材)の衝撃試験を比較している。
図４のＡ点、Ｂ点は、図１５のＡ点、Ｂ点に対応するものである。
実施例１では、フラット領域の終点(Ｂ′点)に達するのは、従来例の緩衝材(3a)のフラット領域の終点(Ｂ点)よりもタイミング的に速くなる。
緩衝材の車輌内外方向の寸法が同じであるなら、扁平Ｗ状の緩衝材前部(31)の後部にブロック(38)(39)(39′)を設けた実施例１の緩衝材(３)の方が、従来のＷ型緩衝材(3a)よりも、フラット領域の終点(Ｂ′点)に達するもタイミングを速くできる。別の言い方をすれば、フラット領域の終端に達するタイミングは、緩衝材前部(31)の車輌内外方向の長さＬ1(図３参照)で制御でき、Ｌ1を小さくすると、フラット領域の終点に達するタイミングは速くなり、Ｌ1を大きくするとフラット領域の終点に達するタイミングを遅くできる。
The buffer material (3) in Example 1 is made from styrene-modified polyethylene-based foamed resin (trade name: PIOCELAN POOP manufactured by Sekisui Plastics Co., Ltd.) as a raw material, and has a diameter of 2.5 to 3 that is pre-foamed 10 times. It is formed by filling .5 mm particles into a mold and fusing the foamed particles by steam heating (hereinafter, the cushioning materials of Examples 2, 3, and 4 are the same).
The dimensions of the cushioning material (3) are represented by numbers (unit: mm) described in parentheses in FIG.
The impact test graph of FIG. 4 compares the impact test of Example 1 (shown by a solid line) and the conventional example (shown by a two-dot chain line) (W-type cushioning material of FIG. 14).
The points A and B in FIG. 4 correspond to the points A and B in FIG.
In the first embodiment, the end point (point B ′) of the flat region reaches the timing earlier than the end point (point B) of the flat region of the cushioning material (3a) of the conventional example.
If the size of the cushioning material in the vehicle inside / outside direction is the same, the cushioning material of the first embodiment in which the blocks (38) (39) (39 ′) are provided at the rear of the flat W-shaped cushioning material front part (31) (3 ) Can reach the end point (B ′ point) of the flat region, but the timing can be made faster than the conventional W-type cushioning material (3a). In other words, the timing of reaching the end of the flat region can be controlled by the length L1 (see FIG. 3) of the front portion (31) of the cushioning material inside and outside the vehicle. The timing to reach is faster, and when L1 is increased, the timing to reach the end point of the flat region can be delayed.
実施例２の緩衝材は、全体形状は図３に示す実施例１の緩衝材(３)と似ているが ３つのブロック(38)(39)(39′)の車輌上下方向の厚みの和(ｈ1＋ｈ2＋ｈ3)を６３.３mmとし、具体的には、ｈ1とｈ2を夫々１２.５mm小さくし、第１実施例のそれらの和である８８.３mmに比べて２５mm小さくした。
図６は、実施例２と上記実施例１の衝撃試験の対比を示すグラフである。Ａ点荷重に達するのは上記実施例１とほぼ同じタイミングであるが、実施例２は実施例１に比べて、Ｂ点からの上昇は緩やかである。
緩衝材(３)のブロック(38)(39)(39′)の車輌上下方向の肉厚の和は、勾配領域の荷重勾配に関係し、該肉厚の和が大きいほど勾配が急になる。即ち、荷重が急激に上がることが分かる。
The overall shape of the cushioning material of the second embodiment is similar to that of the cushioning material (3) of the first embodiment shown in FIG. 3, but the sum of the thicknesses of the three blocks (38), (39) and (39 ′) in the vertical direction of the vehicle. (h1 + h2 + h3) was set to 63.3 mm, specifically, h1 and h2 were respectively reduced by 12.5 mm, and were reduced by 25 mm compared to 88.3 mm which is the sum of them in the first embodiment.
FIG. 6 is a graph showing a comparison between the impact test of Example 2 and Example 1 described above. The point A load is reached at almost the same timing as in the first embodiment, but the rise from the point B is slower in the second embodiment than in the first embodiment.
The sum of the vertical thickness of the blocks (38), (39) and (39 ') of the cushioning material (3) is related to the load gradient in the gradient area, and the gradient becomes steeper as the sum of the thickness increases. . That is, it can be seen that the load increases rapidly.
図７に示す如く、実施例３の緩衝材(３)は、右側のブロック(39′)を右側に長くし(車輌上下方向に大きくし)、左側のブロックを省略し、左端の壁部(36)を他のブロック(39′)の車輌内方向の端面に揃う様に延ばした。
実施例１と同一部分については実施例１と同じ符号を付して説明を省略する(以下の実施例４乃至実施例７も同様)。
両ブロック(38)(39′)の車輌上下方向の厚みの和は、８８.３mmであり、前記第１実施例の３つのブロック(38)(39)(39′)の車輌上下方向の厚みの和と同じである。
図８は、実施例３と前記実施例１の衝撃試験の対比を示すグラフである。実施例３の緩衝材は、第１実施例の緩衝材とほぼ同様の圧縮変形の過程を辿る。
As shown in FIG. 7, in the cushioning material (3) of Example 3, the right block (39 ') is elongated to the right (larger in the vehicle vertical direction), the left block is omitted, and the left end wall ( 36) was extended to align with the end face of the other block (39 ') in the vehicle.
The same parts as those of the first embodiment are denoted by the same reference numerals as those of the first embodiment, and the description thereof is omitted (the same applies to the following fourth to seventh embodiments).
The sum of the vertical thicknesses of both blocks (38) and (39 ') is 88.3 mm, and the vertical thickness of the three blocks (38), (39) and (39') of the first embodiment is as follows. Is the same as the sum of
FIG. 8 is a graph showing a comparison between the impact test of Example 3 and Example 1. The cushioning material of Example 3 follows the process of compression deformation substantially the same as the cushioning material of the first example.
図９に示す如く、実施例４の緩衝材(３)の全体形状は、前記実施例１の緩衝材と似ているが ３つのブロック(38)(39)(39′)の車輌内外方向の厚みＬ2を２０mmとし、実施例１のそれに比べて５mm小さくした。緩衝材(３)全体の車輌内外方向の厚みは、実施例１と同様にして５５mmである。
図１０は、実施例４と前記実施例１の衝撃試験の対比を示すグラフである。Ａ点荷重に達するのは 実施例１とほぼ同じタイミングであるが、フラット領域の終点(Ｂ″点)に達するのは、実施例１(Ｂ′点)よりもタイミング的に遅れる。
ブロック(38)(39)(39′)の車輌内外方向の厚みが小さいほど、フラット領域の終点に達するタイミングを遅らせることができる。別の言い方をすれば、フラット領域の終端に達するタイミングは、緩衝材前部(31)の車輌内外方向の長さＬ1で制御でき、Ｌ1を小さくすると、フラット領域の終点に達するタイミングを速くでき、Ｌ1を大きくするとフラット領域の終点に達するタイミングを遅くできる。
As shown in FIG. 9, the overall shape of the cushioning material (3) of the fourth embodiment is similar to the cushioning material of the first embodiment, but the three blocks (38) (39) (39 ′) The thickness L2 was 20 mm, which was 5 mm smaller than that in Example 1. The thickness of the entire cushioning material (3) in the vehicle inside / outside direction is 55 mm as in the first embodiment.
FIG. 10 is a graph showing a comparison between the impact test of Example 4 and Example 1. The point A load is reached at substantially the same timing as in the first embodiment, but the end of the flat region (point B ″) is delayed in time from the first embodiment (point B ′).
The smaller the thickness of the blocks (38), (39), and (39 ′) in the vehicle inside / outside, the later the timing to reach the end point of the flat region can be delayed. In other words, the timing to reach the end of the flat region can be controlled by the length L1 of the cushioning material front portion (31) in the vehicle inside / outside direction, and by reducing L1, the timing to reach the end of the flat region can be accelerated. If L1 is increased, the timing of reaching the end point of the flat region can be delayed.
図１１に示す実施例５の緩衝材(３)は、左右のブロックは存在せず、中央ブロック(38)の内方中央に、緩衝材(３)の長手方向の全長に亘って凹溝(38′)を設けている。 The cushioning material (3) of the fifth embodiment shown in FIG. 11 has no left and right blocks, and has a concave groove (in the center of the center block (38)) over the entire length of the cushioning material (3) in the longitudinal direction. 38 ').
図１２に示す実施例６の緩衝材(３)は、前記実施例１の緩衝材の４つの壁部(36)(37)を平行にして緩衝材前部(31)を形成している。
実施例１と同様にして、車輌の上下方向に隣り合う壁部(36)(37)、(37)(36)の前端が繋がっている部分の外側面が衝突当り部(35)となっている。
The cushioning material (3) of Example 6 shown in FIG. 12 forms the cushioning material front part (31) with the four wall portions (36), (37) of the cushioning material of Example 1 in parallel.
In the same manner as in Example 1, the outer surface of the portion where the front ends of the wall portions (36), (37), (37), (36) adjacent in the vertical direction of the vehicle are connected becomes the collision contact portion (35). Yes.
図１３に示す実施例７の緩衝材(３)は、板状の衝突当り部(35)から内方向に平行に３つの壁部(36)(36)(37)を突設し、各壁部(36)(36)(37)の先端にブロック(38)(39)(39′)を突設している。
車輌の上下方向に隣り合う壁部(36)(37)(36)の前端が繋がっている部分の外側面が衝突当り部(35)となっている。
The cushioning material (3) of the seventh embodiment shown in FIG. 13 has three wall portions (36), (36), (37) protruding in parallel from the plate-shaped collision contact portion (35) to each wall. Blocks (38), (39), and (39 ') are projected from the tips of the portions (36), (36), and (37).
The outer surface of the portion where the front ends of the walls (36), (37) and (36) adjacent to each other in the vertical direction of the vehicle are connected is a collision contact portion (35).
実施例６、７の緩衝材(３)も、ブロック(38)(39)(39′)の車輌上下方向の長さの和の大小によって、又、ブロックの車輌内外方向の厚みの大小によって前記同様の効果を奏する。 The cushioning material (3) of the sixth and seventh embodiments also has the above-described characteristics depending on the sum of the vertical lengths of the blocks (38), (39) and (39 ′), and the thickness of the blocks in the vehicle inside / outside direction. The same effect is produced.
上記実施例の説明は、本発明を説明するためのものであって、特許請求の範囲に記載の発明を限定し、或は範囲を減縮する様に解すべきではない。又、本発明の各部構成は上記実施例に限らず、特許請求の範囲に記載の技術的範囲内で種々の変形が可能であることは勿論である。 The above description of the embodiments is for explaining the present invention, and should not be construed as limiting the invention described in the claims or reducing the scope thereof. In addition, the configuration of each part of the present invention is not limited to the above-described embodiment, and various modifications can be made within the technical scope described in the claims.
１ フロントバンパ
２ バンパリインフォースメント
３ 緩衝材
31 緩衝材前部
32 緩衝材後部
33 凹条
34 凹条
35 衝突当り部
36 壁部
37 壁部
38 ブロック
39 ブロック
４ バンパカバー
1
31 cushioning material front
32 Rear of cushioning material
33 concave
34 Concave
35 Collision area
36 Wall
37 Wall
38 blocks
39
Claims (8)
緩衝材前部(31)は、車輌幅方向に延びる複数の壁部(36)(37)と、隣り合う壁部(36)(37)の前端に形成された衝突当り部(35)を有し、
緩衝材後部(32)は外側の壁部の少なくとも一方の壁部の後端に、車両上下方向の肉厚が外側の壁部(36)の肉厚よりも大きく、車輌幅方向に延びる外側ブロック(39)(39')と、中央の２つの壁部(37)(37)の夫々後端に共通するとともに車両上下方向の肉厚が中央の壁部(37)の肉厚よりも大きく、車両幅方向に延びる共通のブロック(38)とを夫々有するとともに、該外側ブロック(39)(39')と共通ブロック(38)との間、かつ該緩衝材前部(31)の壁部間には車両内方向に開口されて車両幅方向に延びる凹条(34)が設けられ、
外側ブロック(39)(39')と共通ブロック(38)とは凹条(34)によって互いに離れ、該中央の２つの壁部(37)の夫々の傾き角度θ２は、壁部(37)(37)よりも車両上下方向の外側に位置する２つの壁部(36)の夫々の傾き角度θ１よりも大きいことを特徴とする緩衝材。 A shock absorber (3) for a vehicle bumper that is crushed and absorbs shock when an impact is applied, from the shock absorber front part (31) and the shock absorber rear part (32) connected to the shock absorber front part (31) Become
The cushioning material front part (31) has a plurality of wall parts (36) (37) extending in the vehicle width direction and a collision contact part (35) formed at the front end of the adjacent wall parts (36) (37). And
The rear portion of the cushioning material (32) is at the rear end of at least one wall portion of the outer wall portion, and the outer block extending in the vehicle width direction is thicker in the vehicle vertical direction than the outer wall portion (36). (39) and (39 '), the two walls of the central (37) (37) the thickness of the common when both the vehicle vertical direction to each rear end is greater than the wall thickness of the central wall portion (37) of, Each having a common block (38) extending in the vehicle width direction, between the outer block (39) (39 ') and the common block (38), and between the wall portions of the cushioning material front portion (31) Is provided with a recess (34) that opens in the vehicle interior direction and extends in the vehicle width direction,
The outer block (39) (39 ') and the common block (38) are separated from each other by the recess (34), and the inclination angle θ2 of each of the two central wall portions (37) is the wall portion (37) ( 37. A cushioning material characterized in that the cushioning material is larger than the inclination angle θ1 of each of the two wall portions (36) positioned on the outer side in the vehicle vertical direction than 37) .
該壁部(36)(37)の車両内外方向の長さを調整して、該壁部(36)(37)にて衝撃を受けることにより、衝撃エネルギーの吸収時間を制御する工程と、
ブロック(38)(39)の車輌上下方向の肉厚の和によって、荷重勾配を制御する工程を有することを特徴とする緩衝制御方法。 The cushioning material front portion (31) and the cushioning material front portion (31) are connected to the cushioning material rear portion (32), and the cushioning material front portion (31) has a plurality of wall portions (36) (37) extending in the vehicle width direction. ) And a collision contact portion (35) formed at the front ends of the wall portions (36) and (37), respectively, and between the wall portions (36) and (37) of the cushioning material front portion (31), A groove (34) that opens in the direction of the vehicle and extends in the vehicle width direction is provided, and a groove (33) is provided between the adjacent walls (36) and (37), and the cushioning material rear part (32) is in the vehicle vertical direction. An outer block (39) extending in the vehicle width direction at the rear end of at least one wall portion of the outer wall portion of the vehicle and having a wall thickness in the vehicle vertical direction larger than the wall thickness of the outer wall portion (36) ; two wall portions (37) the thickness of the vehicle vertical direction together when common to each rear end center of the wall portion (37) (37) meat larger than the thickness of a common block that extends in the vehicle width direction (38) The inclination angle θ2 of each of the two central wall portions (37) is determined from the wall portions (37) and (37). Even using a buffer material (3) which is sized rather than the inclination angle θ1 of each of the two wall portions located outside the vehicle vertical direction (36), when an impact is applied, the outer wall A buffer control method for a vehicle bumper that is crushed and absorbs impact,
Adjusting the length of the walls (36), (37) in the vehicle inside / outside direction and receiving an impact at the walls (36), (37) to control the absorption time of impact energy; and
A buffer control method comprising a step of controlling a load gradient based on a sum of thicknesses of blocks (38) and (39) in the vehicle vertical direction.
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| JP2008049734A (en) * | 2006-08-22 | 2008-03-06 | Mazda Motor Corp | Vehicle body front structure |
| JP5149509B2 (en) * | 2007-01-15 | 2013-02-20 | トヨタ自動車株式会社 | Bumper structure of vehicle |
| JP4298760B2 (en) * | 2007-03-01 | 2009-07-22 | 林テレンプ株式会社 | Bumper absorber |
| JP5403155B2 (en) | 2011-03-15 | 2014-01-29 | トヨタ自動車株式会社 | Bumper structure |
| KR101460726B1 (en) * | 2013-07-03 | 2014-11-12 | 현대모비스 주식회사 | An airbag of a vehicle |
| CN110696765A (en) * | 2018-07-09 | 2020-01-17 | 标致雪铁龙汽车股份有限公司 | Support and vehicle in rear bumper of vehicle |
| JP6778287B2 (en) | 2019-02-15 | 2020-10-28 | 本田技研工業株式会社 | Energy absorption structure |
| BE1028468B1 (en) * | 2020-07-10 | 2022-02-07 | Nmc Sa | DEVICE FOR TEMPORARY PROTECTION OF A SURFACE |
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