JP7463941B2 - Bumper molding equipment - Google Patents

Bumper molding equipment Download PDF

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JP7463941B2
JP7463941B2 JP2020180993A JP2020180993A JP7463941B2 JP 7463941 B2 JP7463941 B2 JP 7463941B2 JP 2020180993 A JP2020180993 A JP 2020180993A JP 2020180993 A JP2020180993 A JP 2020180993A JP 7463941 B2 JP7463941 B2 JP 7463941B2
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flange
vehicle
wheel arch
tip
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崇史 轟
将 高木
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Toyota Auto Body Co Ltd
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本発明は、バンパーの成形装置に関し、詳しくは、バンパーの側面外縁部に形成するホイールアーチフランジ部の脱型時における傷付きを低減し得るバンパーの成形装置に関する。 The present invention relates to a bumper molding device, and more specifically, to a bumper molding device that can reduce damage to the wheel arch flange portion formed on the outer side edge of the bumper when demolding.

一般に、車両の前端部又は後端部に装着されるバンパーパネル（以下、「バンパー」と言う）は、ポリプロピレン（ＰＰ）等の樹脂材料を用いて射出成形法によって成形されている。また、バンパーには、車両の前面又は後面から側面まで車両外方に向けて形成されるパネル本体部と、パネル本体部の車両側面外縁部から車両内方に向けて形成されるホイールアーチフランジ部とを備えている。そして、ホイールアーチフランジ部は、パネル本体部を成形金型（コア型）から取り出す際に、負角状態（アンダーカット）を構成するように形成されている。また、パネル本体部の車両下端側には、他の部品との接合フランジ部等が形成され、車両上端側に比較して剛性が強くなっている。 Generally, bumper panels (hereinafter referred to as "bumpers") attached to the front or rear end of a vehicle are formed by injection molding using resin materials such as polypropylene (PP). The bumper also has a panel main body portion formed from the front or rear of the vehicle to the side facing outward from the vehicle, and a wheel arch flange portion formed from the outer edge of the vehicle side surface of the panel main body portion facing inward from the vehicle. The wheel arch flange portion is formed so as to form a negative angle state (undercut) when the panel main body portion is removed from the molding die (core mold). In addition, a joint flange portion with other parts is formed on the lower end side of the panel main body portion, and the rigidity is stronger than that of the upper end side of the vehicle.

図９、図１０に示すように、パネル本体部１０１とアンダーカット部（ホイールアーチフランジ部）１０２とを有する成形品（バンパー）１００の成形装置２００が、例えば、特許文献１に開示されている。上記成形品（バンパー）１００の成形装置２００には、パネル本体部１０１の表面１０１ａを成形するキャビティ型２０１と、パネル本体部１０１の裏面１０１ｂ及びこの裏面１０１ｂと連続するホイールアーチフランジ部１０２のフランジ内面１０２ｂとを成形するコア主型２０２と、パネル本体部１０１の表面１０１ａと連続するホイールアーチフランジ部１０２のフランジ外面１０２ａ及びホイールアーチフランジ部１０２の先端面１０２ｃを成形する外捲りコア２０３とを備えている。 9 and 10, a molding device 200 for a molded product (bumper) 100 having a panel main body 101 and an undercut portion (wheel arch flange portion) 102 is disclosed in, for example, Patent Document 1. The molding device 200 for the molded product (bumper) 100 includes a cavity mold 201 for molding the surface 101a of the panel main body 101, a core main mold 202 for molding the back surface 101b of the panel main body 101 and the flange inner surface 102b of the wheel arch flange portion 102 that is continuous with the back surface 101b, and an outer turn core 203 for molding the flange outer surface 102a of the wheel arch flange portion 102 that is continuous with the surface 101a of the panel main body 101 and the tip surface 102c of the wheel arch flange portion 102.

そして、外捲りコア２０３は、コア主型２０２の下部で、コア主型２０２の内外方向へ水平状に移動自在に設けられている。また、外捲りコア２０３を水平移動させるための外捲りコア駆動シリンダ２０４が、コア主型２０２の外部に装着されている。なお、上記成形装置２００には、図示しないが、キャビティ型２０１を型閉じ状態と型開き状態との間で上下移動させるキャビティ型駆動装置と、キャビティ型２０１とコア主型２０２と外捲りコア２０３とが型閉じ状態で形成するキャビティ内に溶融状態の樹脂を射出する射出機と、成形品（バンパー）１００をコア主型２０２から離型させる離型装置等を備えている。 The outer curling core 203 is provided below the core main mold 202 so that it can move horizontally inward and outward of the core main mold 202. An outer curling core drive cylinder 204 for moving the outer curling core 203 horizontally is attached to the outside of the core main mold 202. Although not shown, the molding device 200 includes a cavity mold drive device for moving the cavity mold 201 up and down between a closed state and an open state, an injection machine for injecting molten resin into the cavity formed by the cavity mold 201, the core main mold 202, and the outer curling core 203 in the closed state, and a demolding device for demolding the molded product (bumper) 100 from the core main mold 202.

上記成形品（バンパー）１００の成形装置２００によれば、キャビティ型２０１とコア主型２０２と外捲りコア２０３とが形成するキャビティ内に射出された樹脂がある程度冷却固化した段階で、図９に示すように、キャビティ型２０１をコア主型２０２及び外捲りコア２０３から上方（矢印（i）の方向）へ離間させる。その後、図１０に示すように、外捲りコア駆動シリンダ２０４のロッド２０４ａを短縮させて、外捲りコア２０３をコア主型２０２の外方へ移動させることにより、ホイールアーチフランジ部１０２をコア主型２０２の外へ強制的に変位（強制脱型）させる。また、ホイールアーチフランジ部１０２をコア主型２０２の外へ強制脱型させて負角状態を解除した後に、離型装置を作動させて成形品（バンパー）１００をコア主型２０２の上方へ持ち上げ、型外に取り出すことができる。 According to the molding device 200 for the molded product (bumper) 100, when the resin injected into the cavity formed by the cavity mold 201, the core main mold 202, and the outer winding core 203 has cooled and solidified to a certain extent, as shown in FIG. 9, the cavity mold 201 is separated upward (in the direction of the arrow (i)) from the core main mold 202 and the outer winding core 203. Then, as shown in FIG. 10, the rod 204a of the outer winding core drive cylinder 204 is shortened to move the outer winding core 203 outward from the core main mold 202, forcibly displacing the wheel arch flange portion 102 outward from the core main mold 202 (forced demolding). In addition, after the wheel arch flange portion 102 is forcibly demolded outward from the core main mold 202 to release the negative angle state, the demolding device is operated to lift the molded product (bumper) 100 above the core main mold 202 and remove it from the mold.

特開２００９－２３４０２９号公報JP 2009-234029 A

しかしながら、上記成形品（バンパー）１００の成形装置２００では、以下のような問題があった。すなわち、図１１に示すように、外捲りコア２０３をコア主型２０２の外方へ移動させることにより、ホイールアーチフランジ部１０２をコア主型２０２の外へ強制脱型させたとき、パネル本体部１０１が元の位置へ戻ろうとする動きと成形収縮等によって、ホイールアーチフランジ部１０２は、外捲りコア２０３から離間しようとする。 However, the molding device 200 for the molded product (bumper) 100 described above had the following problem. That is, as shown in FIG. 11, when the wheel arch flange portion 102 is forcibly removed from the core main mold 202 by moving the outer turn-up core 203 outward from the core main mold 202, the wheel arch flange portion 102 tries to move away from the outer turn-up core 203 due to the movement of the panel main body portion 101 returning to its original position and molding shrinkage, etc.

そのとき、ホイールアーチフランジ部１０２の先端面１０２ｃが、コア主型２０２に対する外捲りコア２０３の分割線ＰＬと先端面１０２ｃを成形するキャビ壁面２０３ｃとが直角又は鋭角状に交差する角部２０３ｄに引っ掛かり、ホイールアーチフランジ部１０２の先端面１０２ｃからフランジ外面１０２ａにかけて引っ掻き傷が生じやすいという問題があった。特に、車両下端側では、パネル本体部１０１が元の位置へ戻ろうとする復元力が強い。また、ホイールアーチフランジ部１０２のフランジ長さが短くなる車両下端側では、先端面１０２ｃがコア主型２０２に衝突するまでの変位量も大きくなる。その結果、上記引っ掻き傷も大きくなり、外観品質への影響が大きかった。 At that time, the tip surface 102c of the wheel arch flange portion 102 gets caught on the corner 203d where the parting line PL of the outer turn core 203 relative to the core main mold 202 intersects with the cavity wall surface 203c that forms the tip surface 102c at a right angle or acute angle, and scratches are likely to occur from the tip surface 102c of the wheel arch flange portion 102 to the flange outer surface 102a. In particular, at the lower end side of the vehicle, the restoring force that tries to return the panel main body portion 101 to its original position is strong. In addition, at the lower end side of the vehicle where the flange length of the wheel arch flange portion 102 is shorter, the amount of displacement until the tip surface 102c hits the core main mold 202 also becomes large. As a result, the scratches become larger, which has a significant impact on the appearance quality.

この傷付きを低減させる方策として、図１２に示すように、ホイールアーチフランジ部１０２の先端面１０２ｃに断面略三角形状の肉付け部１０３を形成して、外捲りコア２０３の角部２０３ｄの断面を鈍角状に形成することによって、ホイールアーチフランジ部１０２の肉付け部１０３の外面１０３ｃ及びフランジ外面１０２ａが外捲りコア２０３の角部２０３ｄを滑りやすくさせることも考えられる。しかし、この場合、背反事象として、ホイールアーチフランジ部１０２の肉付け部１０３の外面１０３ｃがフランジ内面１０２ｂに対して鋭角状に形成され、危害感を生じさせる。そのため、成形後の塗装で傷付きを隠すことができ、且つ危害感を排除させ得る肉付け部１０３の形状をトライ＆エラーで造り込む必要があり、その型修正費用が増加するという問題があった。 As a measure to reduce this damage, as shown in FIG. 12, a fleshing portion 103 having a substantially triangular cross section is formed on the tip surface 102c of the wheel arch flange portion 102, and the cross section of the corner portion 203d of the outer roll core 203 is formed to have an obtuse angle, so that the outer surface 103c of the fleshing portion 103 of the wheel arch flange portion 102 and the flange outer surface 102a make the corner portion 203d of the outer roll core 203 slippery. However, in this case, as a contradictory event, the outer surface 103c of the fleshing portion 103 of the wheel arch flange portion 102 is formed at an acute angle with respect to the flange inner surface 102b, which creates a sense of danger. Therefore, it is necessary to create a shape of the fleshing portion 103 that can hide the damage by painting after molding and eliminate the sense of danger by trial and error, which causes a problem of increased costs for mold correction.

本発明は、上記問題を解決するためになされたものであり、バンパーの車両側面外縁部に形成するホイールアーチフランジ部の強制脱型に伴う傷付きを低減しつつ、型修正費用の削減が可能なバンパーの成形装置を提供することを目的とする。 The present invention has been made to solve the above problems, and aims to provide a bumper molding device that can reduce the cost of correcting the mold while reducing damage caused by forced demolding of the wheel arch flange portion formed on the outer edge of the vehicle side of the bumper.

上記目的を達成するために、本発明に係るバンパーの成形装置は、次のような構成を有している。
（１）車両の前面又は後面から側面まで車両外方に向けて形成されるパネル本体部と、当該パネル本体部の車両側面外縁部から車両内方に向けて形成されるホイールアーチフランジ部とを備えたバンパーの成形装置であって、
前記ホイールアーチフランジ部の車両下端側には、前記パネル本体部の表面に続くフランジ外面の先端部で鈍角状に交差し車両内方へ傾斜する第１先端面と、前記パネル本体部の裏面に続くフランジ内面の先端部で略直交し車両外方に延びる第２先端面とを備え、
前記パネル本体部の表面を成形するキャビティ型と、前記パネル本体部の裏面と前記フランジ内面と前記第２先端面とを成形するコア主型と、前記フランジ外面と前記第１先端面とを成形し、前記ホイールアーチフランジ部を前記コア主型の外方へ強制脱型させる外捲りコアとを備え、
車両下端側における前記コア主型と前記外捲りコアとの分割線は、前記第１先端面と前記第２先端面との交差部を起点にして前記第１先端面との開き角が１２０度以上となるように形成されていることを特徴とする。 In order to achieve the above object, a bumper molding apparatus according to the present invention has the following configuration.
(1) A molding device for a bumper including a panel body portion formed from a front or rear surface of a vehicle to a side surface toward the outside of the vehicle, and a wheel arch flange portion formed from an outer edge portion of the vehicle side surface of the panel body portion toward the inside of the vehicle,
The wheel arch flange portion has a first tip surface that intersects at an obtuse angle with a tip portion of an outer flange surface continuing to the front surface of the panel main body portion and inclines toward the inside of the vehicle, and a second tip surface that intersects at a substantially right angle with a tip portion of an inner flange surface continuing to the rear surface of the panel main body portion and extends toward the outside of the vehicle,
A cavity mold for forming the surface of the panel main body portion, a core main mold for forming the back surface of the panel main body portion, the flange inner surface, and the second tip surface, and an outer roll-up core for forming the flange outer surface and the first tip surface and forcibly releasing the wheel arch flange portion to the outside of the core main mold,
The parting line between the core main mold and the outer wound core at the vehicle lower end side is formed so that an opening angle with the first tip surface is 120 degrees or more, starting from an intersection of the first tip surface and the second tip surface.

本発明においては、ホイールアーチフランジ部の車両下端側には、パネル本体部の表面に続くフランジ外面の先端部で鈍角状に交差し車両内方へ傾斜する第１先端面と、パネル本体部の裏面に続くフランジ内面の先端部で略直交し車両外方に延びる第２先端面とを備えているので、ホイールアーチフランジ部における第２先端面がフランジ内面に対して略直角状に形成された平面部を構成することによって、危害感を生じさせない形状とすることができる。そのため、危害感を排除させ得る肉付け形状等をトライ＆エラーで造り込む必要がなく、その型修正費用を削減できる。なお、第１先端面は、引っ掛かりにくい滑らかな形状であればよく、直線状に形成しても湾曲状に形成しても良い。 In the present invention, the vehicle lower end side of the wheel arch flange portion is provided with a first tip surface that intersects at an obtuse angle at the tip of the outer surface of the flange that continues to the surface of the panel main body and slopes toward the inside of the vehicle, and a second tip surface that intersects at a substantially right angle at the tip of the inner surface of the flange that continues to the back surface of the panel main body and extends toward the outside of the vehicle. Therefore, by forming a flat portion in which the second tip surface of the wheel arch flange portion is formed at a substantially right angle to the inner surface of the flange, it is possible to obtain a shape that does not cause a sense of danger. Therefore, there is no need to create a fleshed-out shape that can eliminate the sense of danger by trial and error, and the cost of modifying the mold can be reduced. The first tip surface may be formed in a straight or curved shape as long as it is smooth and does not easily get caught.

また、パネル本体部の表面を成形するキャビティ型と、パネル本体部の裏面とフランジ内面と第２先端面とを成形するコア主型と、フランジ外面と第１先端面とを成形し、ホイールアーチフランジ部をコア主型の外方へ強制脱型させる外捲りコアとを備え、車両下端側におけるコア主型と外捲りコアとの分割線は、第１先端面と第２先端面との交差部を起点にして第１先端面との開き角が１２０度以上となるように形成されているので、外捲りコアがホイールアーチフランジ部をコア主型の外方へ強制脱型させるとき、車両下端側において剛性の強いパネル本体部が元の位置へ戻ろうとする動きと成形収縮等によって、ホイールアーチフランジ部は、外捲りコアから離間して、ホイールアーチフランジ部の第１先端面が、コア主型に対する外捲りコアの分割面と第１先端面を成形するキャビ壁面とが交差する角部に当接するが、角部の開き角が１２０度以上に形成されていることによって、角部に対してホイールアーチ部の第１先端面は滑りやすく、引っ掛かりにくい。そのため、ホイールアーチフランジ部の第１先端面からフランジ外面にかけて角部による引っ掻き傷が生じにくく、ホイールアーチフランジ部の傷付きを低減できる。 In addition, the panel includes a cavity mold for forming the surface of the panel body, a main core mold for forming the back surface of the panel body, the inner flange surface, and the second tip surface, and an outer-wound core for forming the outer flange surface and the first tip surface and forcibly demolding the wheel arch flange portion to the outside of the main core mold. The parting line between the main core mold and the outer-wound core at the vehicle lower end side is formed so that the opening angle with the first tip surface is 120 degrees or more, starting from the intersection of the first tip surface and the second tip surface. Therefore, the outer-wound core demolds the wheel arch flange portion to the main core mold. When the wheel arch flange is forcibly removed from the mold, the movement of the panel body, which has high rigidity at the bottom end of the vehicle, to return to its original position and the molding shrinkage cause the wheel arch flange to move away from the outer turn core, and the first tip surface of the wheel arch flange contacts the corner where the dividing surface of the outer turn core relative to the core main mold intersects with the cavity wall surface that forms the first tip surface. However, because the opening angle of the corner is formed to be 120 degrees or more, the first tip surface of the wheel arch is slippery against the corner and does not get caught easily. Therefore, scratches from the corner are less likely to occur from the first tip surface of the wheel arch flange to the outer surface of the flange, and damage to the wheel arch flange can be reduced.

よって、本発明によれば、バンパーの車両側面外縁部に形成するホイールアーチフランジ部の傷付きを低減しつつ、型修正費用の削減が可能なバンパーの成形装置を提供することができる。 Therefore, according to the present invention, it is possible to provide a bumper molding device that can reduce the cost of modifying the mold while reducing damage to the wheel arch flange portion formed on the outer edge of the bumper on the vehicle side.

（２）（１）に記載されたバンパーの成形装置において、
前記コア主型に対する前記外捲りコアの移動方向は、車両下端側における前記フランジ内面と略平行に形成されていることを特徴とする。 (2) In the bumper molding apparatus described in (1),
The outer wound core is moved in a direction substantially parallel to the inner surface of the flange at the lower end side of the vehicle.

本発明においては、コア主型に対する外捲りコアの移動方向は、車両下端側におけるフランジ内面と略平行に形成されているので、車両下端側におけるホイールアーチフランジ部を外捲りコアとコア主型との間で挟持しながら、外捲りコアがホイールアーチフランジ部をコア主型の外方へ強制脱型させることができる。そのため、バンパーのパネル本体部の剛性が強い車両下端側において、外捲りコアによる強制脱型の途中で、ホイールアーチフランジ部が外捲りコアから離間することを抑制できる。したがって、外捲りコアは、ホイールアーチフランジ部をコア主型の外方へより一層安定して強制脱型させることができる。 In the present invention, the direction of movement of the outer-turning core relative to the core main mold is formed approximately parallel to the inner surface of the flange at the vehicle lower end side, so that the outer-turning core can forcibly demold the wheel arch flange portion to the outside of the core main mold while clamping the wheel arch flange portion at the vehicle lower end side between the outer-turning core and the core main mold. Therefore, at the vehicle lower end side where the rigidity of the panel main body portion of the bumper is strong, it is possible to prevent the wheel arch flange portion from separating from the outer-turning core during forced demolding by the outer-turning core. Therefore, the outer-turning core can forcibly demold the wheel arch flange portion to the outside of the core main mold more stably.

（３）（１）又は（２）に記載されたバンパーの成形装置において、
前記第１先端面の前記フランジ外面に対する開き角は、車両上端側において略直角となるように形成され、
前記第１先端面の前記フランジ外面に対する開き角が略直角となった位置では、前記第２先端面が消滅することを特徴とする。 (3) In the bumper molding apparatus according to (1) or (2),
An opening angle of the first tip surface with respect to the flange outer surface is formed to be substantially a right angle on the vehicle upper end side,
The second tip surface disappears at a position where an opening angle of the first tip surface with respect to the outer surface of the flange becomes substantially a right angle.

本発明においては、第１先端面のフランジ外面に対する開き角は、車両上端側において略直角となるように形成され、第１先端面のフランジ外面に対する開き角が略直角となった位置では、第２先端面が消滅するので、パネル本体部の剛性がそれほど強くない車両上端側において、第１先端面のフランジ外面に対する開き角が略直角となることにより、ホイールアーチフランジ部が外捲りコアから外れにくくなる。そのため、外捲りコアは、ホイールアーチフランジ部をコア主型の外方へより一層安定して強制脱型させることができる。なお、第１先端面のフランジ外面に対する開き角が略直角となった位置では、第２先端面が消滅するが、第１先端面がフランジ内面に対して略直角状に形成された平面部を構成することによって、危害感を生じさせない形状を維持することができる。 In the present invention, the opening angle of the first tip surface with respect to the flange outer surface is formed to be approximately a right angle at the upper end side of the vehicle, and the second tip surface disappears at the position where the opening angle of the first tip surface with respect to the flange outer surface becomes approximately a right angle. Therefore, at the upper end side of the vehicle where the rigidity of the panel main body part is not so strong, the opening angle of the first tip surface with respect to the flange outer surface becomes approximately a right angle, so that the wheel arch flange part is less likely to come off the outer turn core. Therefore, the outer turn core can more stably forcibly remove the wheel arch flange part to the outside of the core main mold. Note that, at the position where the opening angle of the first tip surface with respect to the flange outer surface becomes approximately a right angle, the second tip surface disappears, but the first tip surface forms a flat part formed approximately at a right angle with respect to the flange inner surface, so that a shape that does not cause a sense of danger can be maintained.

一方、パネル本体部の剛性が強い車両下端側では、外捲りコアがホイールアーチフランジ部をコア主型の外方へ強制脱型させるとき、外捲りコアからホイールアーチフランジ部が離間しやすい。そのため、ホイールアーチフランジ部の強制脱型に伴い、ホイールアーチフランジ部の第１先端面が、外捲りコアの角部に当接する可能性が高い。ところが、車両下端側では、外捲りコアの角部の開き角が１２０度以上に形成されているので、外捲りコアの角部に対してホイールアーチ部の第１先端面は滑りやすく、引っ掻き傷が生じにくい。 On the other hand, at the lower end of the vehicle where the panel main body is highly rigid, when the outer-wound core forcibly removes the wheel arch flange from the main core mold, the wheel arch flange is likely to separate from the outer-wound core. Therefore, when the wheel arch flange is forcibly removed, the first tip surface of the wheel arch flange is likely to come into contact with the corner of the outer-wound core. However, at the lower end of the vehicle, the opening angle of the corner of the outer-wound core is formed to be 120 degrees or more, so the first tip surface of the wheel arch is likely to slip against the corner of the outer-wound core and is unlikely to be scratched.

したがって、外捲りコアは、バンパーのパネル本体部の剛性がそれほど強くない車両上端側において、ホイールアーチフランジ部をコア主型の外方へより安定して強制脱型させることができ、剛性が強い車両下端側では、ホイールアーチフランジ部が外捲りコアから外れても、外捲りコアの角部によるホイールアーチ部の傷付きを低減できる。これによって、ホイールアーチフランジ部の安定的な強制脱型と、ホイールアーチフランジ部の傷付き低減とを、より効果的に両立させることができる。 Therefore, the outer-turned core can more stably forcefully remove the wheel arch flange portion outward from the main core mold at the upper end of the vehicle, where the rigidity of the bumper panel body is not as strong, and at the lower end of the vehicle, where the rigidity is strong, even if the wheel arch flange portion comes off the outer-turned core, damage to the wheel arch portion caused by the corners of the outer-turned core can be reduced. This makes it possible to more effectively achieve both stable forced removal of the wheel arch flange portion and reduced damage to the wheel arch flange portion.

（４）（１）乃至（３）のいずれか１つに記載されたバンパーの成形装置において、
前記キャビティ型と前記外捲りコアとの分割線は、前記パネル本体部の表面と前記ホイールアーチフランジ部のフランジ外面から延設される円弧面との交差部を起点に略水平状に形成されていることを特徴とする。 (4) In the bumper molding apparatus according to any one of (1) to (3),
The dividing line between the cavity mold and the outer wound core is formed approximately horizontally, starting from the intersection between the surface of the panel main body portion and a circular arc surface extending from the outer surface of the flange of the wheel arch flange portion.

本発明においては、キャビティ型と外捲りコアとの分割線は、パネル本体部の表面とホイールアーチフランジ部のフランジ外面から延設される円弧面との交差部を起点に略水平状に形成されているので、分割線の跡が外観上目立ちにくくなる。また、外捲りコアがホイールアーチフランジ部をコア主型の外方へ強制脱型させた後、バンパーをコア主型から取り出すときの傷付きも生じにくい。そのため、ホイールアーチフランジ部の傷付き低減を含めて、より一層、バンパーの外観品質を向上させことができる。 In the present invention, the parting line between the cavity mold and the outer-wound core is formed approximately horizontally starting from the intersection of the surface of the panel main body portion and the arc surface extending from the outer flange surface of the wheel arch flange portion, so the traces of the parting line are less noticeable in appearance. In addition, after the outer-wound core forcibly releases the wheel arch flange portion outward from the core main mold, the bumper is less likely to be scratched when it is removed from the core main mold. This makes it possible to further improve the appearance quality of the bumper, including reducing scratches on the wheel arch flange portion.

（５）（１）乃至（４）のいずれか１つに記載されたバンパーの成形装置において、
前記フランジ内面の先端部には、前記第２先端面と接する微小半径の円弧面を形成することを特徴とする。 (5) In the bumper molding apparatus according to any one of (1) to (4),
The flange has an inner surface at its tip end formed with an arcuate surface of a very small radius which is in contact with the second tip end surface.

本発明においては、フランジ内面の先端部には、第２先端面と接する微小半径の円弧面を形成するので、ホイールアーチフランジ部の第２先端面での危害感をより一層低減できる。そのため、バンパーの組付け作業等をより一層安全で、楽に行うことができる。 In the present invention, the tip of the inner flange surface is formed with a circular arc surface of a small radius that contacts the second tip surface, which further reduces the risk of injury at the second tip surface of the wheel arch flange. This makes it even safer and easier to assemble the bumper.

本発明によれば、バンパーの車両側面外縁部に形成するホイールアーチフランジ部の強制脱型に伴う傷付きを低減しつつ、型修正費用の削減が可能なバンパーの成形装置を提供することができる。 The present invention provides a bumper molding device that can reduce the cost of modifying the mold while reducing damage caused by forced demolding of the wheel arch flange portion formed on the outer edge of the bumper on the vehicle side.

本実施形態に係るバンパーの成形装置によって形成するバンパーの一例に対する斜視図である。1 is a perspective view of an example of a bumper formed by the bumper molding apparatus according to the present embodiment. FIG. 図１に示すＡ視の斜視図である。FIG. 2 is a perspective view of view A shown in FIG. 1 . 図２に示すＢ－Ｂ断面図である。3 is a cross-sectional view taken along the line BB shown in FIG. 2. 図２に示すＣ部の詳細断面図である。FIG. 3 is a detailed cross-sectional view of part C shown in FIG. 2 . 本実施形態に係るバンパーの成形装置において、図２に示す車両下端側のバンパーを成形する成形型の詳細断面図である。3 is a detailed cross-sectional view of a molding die for molding the bumper on the vehicle lower end side shown in FIG. 2 in the bumper molding apparatus according to the present embodiment. FIG. 本実施形態に係るバンパーの成形装置において、図２に示す車両上端側のバンパーを成形する成形型の詳細断面図である。3 is a detailed cross-sectional view of a molding die for molding the bumper on the upper end side of the vehicle shown in FIG. 2 in the bumper molding apparatus according to the present embodiment. FIG. 図５に示す成形装置において、外捲りコアがホイールアーチフランジ部をコア主型の外方へ強制脱型させた状態を現わす要部断面図である。FIG. 6 is a cross-sectional view of a main portion of the molding apparatus shown in FIG. 5 , illustrating a state in which the outer roll-up core has forcibly removed the wheel arch flange portion from the main core mold. 図７に示す成形装置において、ホイールアーチフランジ部が外捲りコアから外れた状態を現わす要部断面図である。FIG. 8 is a cross-sectional view of a main portion of the forming apparatus shown in FIG. 7, showing a state in which a wheel arch flange portion has been detached from an outer curling core. 特許文献１に記載された成形品（バンパー）の成形装置における要部断面図である。1 is a cross-sectional view of a main portion of a molding device for a molded product (bumper) described in Patent Document 1. FIG. 図９に示す成形品（バンパー）の成形装置において、外捲りコアがアンダーカット部（ホイールアーチフランジ部）をコア主型の外方へ強制脱型した状態の要部断面図である。10 is a cross-sectional view of a main part of the molding apparatus for the molded product (bumper) shown in FIG. 9 in a state where an outer roll core forcibly releases an undercut portion (wheel arch flange portion) outward from a main core mold. 図１０に示す成形品（バンパー）の成形装置において、外捲りコアからアンダーカット部（ホイールアーチフランジ部）が外れて外捲りコアの角部によってアンダーカット部（ホイールアーチフランジ部）の先端面に引っ掻き傷が生じる説明用の断面図である。This is a cross-sectional view to explain how, in the molding device for the molded product (bumper) shown in Figure 10, the undercut portion (wheel arch flange portion) comes off the outer curling core, causing scratches on the tip surface of the undercut portion (wheel arch flange portion) due to the corners of the outer curling core. 図１１に示すアンダーカット部（ホイールアーチフランジ部）の先端面に断面略三角形状の肉付け部を形成して外捲りコアの角部の断面を鈍角状に形成した要部断面図である。12 is a cross-sectional view of a main portion in which a thickened portion having a substantially triangular cross section is formed on the tip surface of the undercut portion (wheel arch flange portion) shown in FIG. 11, and the cross section of the corner portion of the outer wound core is formed to have an obtuse angle.

次に、本発明の実施形態に係るバンパーの成形装置について、図面を参照して詳細に説明する。はじめに、本実施形態に係るバンパーの成形装置によって形成するバンパーの構成を簡単に説明し、その後、本実施形態に係るバンパーの成形装置を詳細に説明する。 Next, the bumper molding device according to the embodiment of the present invention will be described in detail with reference to the drawings. First, the configuration of the bumper formed by the bumper molding device according to the embodiment will be briefly described, and then the bumper molding device according to the embodiment will be described in detail.

＜バンパーの構成＞
まず、本実施形態に係るバンパーの成形装置によって形成するバンパーの構成を、図１～図４を用いて簡単に説明する。図１に、本実施形態に係るバンパーの成形装置によって形成するバンパーの一例に対する斜視図を示す。図２に、図１に示すＡ視の斜視図を示す。図３に、図２に示すＢ－Ｂ断面図を示す。図４に、図２に示すＣ部の詳細断面図を示す。 <Bumper configuration>
First, the configuration of a bumper formed by the bumper molding apparatus according to this embodiment will be briefly described with reference to Figures 1 to 4. Figure 1 shows a perspective view of an example of a bumper formed by the bumper molding apparatus according to this embodiment. Figure 2 shows a perspective view of view A shown in Figure 1. Figure 3 shows a cross-sectional view taken along line B-B shown in Figure 2. Figure 4 shows a detailed cross-sectional view of part C shown in Figure 2.

図１～図４に示すように、本実施形態に係るバンパーの成形装置によって形成するバンパー１０は、車両の前面又は後面から側面まで車両外方に向けて形成されるパネル本体部１と、当該パネル本体部１の車両側面外縁部から車両内方に向けて形成されるホイールアーチフランジ部２とを備えている。パネル本体部１には、例えば、ラジエターグリルやフォグランプ等に対応するデザイン形状が形成されている。バンパー１０は、各デザイン形状に対応すべく、ポリプロピレン（ＰＰ）等の樹脂材料を用いて射出成形法によって成形されている。 As shown in Figures 1 to 4, the bumper 10 formed by the bumper molding device according to this embodiment includes a panel body portion 1 formed from the front or rear of the vehicle to the side facing outward from the vehicle, and a wheel arch flange portion 2 formed from the outer edge of the vehicle side surface of the panel body portion 1 facing inward from the vehicle. The panel body portion 1 is formed with design shapes corresponding to, for example, a radiator grille or fog lamps. The bumper 10 is molded by injection molding using a resin material such as polypropylene (PP) to correspond to each design shape.

図１では、バンパー１０は、車両の前端部に装着するフロントバンパーを示すが、車両の後端部に装着するリヤバンパーでも良い。また、バンパー１０は、図１に示すような左右一体に形成されたものに限らず、左右別々に分割されたものでも良い。また、図２に示すように、バンパー１０のパネル本体部１の車両下端側には、他の部品（例えば、フェンダーライナー等の床カバー部品等）との接合フランジ部３が形成されている。そのため、バンパー１０のパネル本体部１における剛性は、車両下端側の方が車両上端側より強くなっている。 In FIG. 1, the bumper 10 is shown as a front bumper attached to the front end of the vehicle, but it may also be a rear bumper attached to the rear end of the vehicle. The bumper 10 is not limited to being formed integrally on the left and right sides as shown in FIG. 1, but may be divided into left and right parts separately. As shown in FIG. 2, the panel main body 1 of the bumper 10 has a joining flange 3 formed on the vehicle lower end side for joining with other parts (for example, floor covering parts such as fender liners). Therefore, the rigidity of the panel main body 1 of the bumper 10 is stronger on the vehicle lower end side than on the vehicle upper end side.

また、図３に示すように、ホイールアーチフランジ部２の車両下端側には、パネル本体部１の表面１１に続くフランジ外面２１の先端部２１１で鈍角状に交差し車両内方へ傾斜する第１先端面２２と、パネル本体部１の裏面１２に続くフランジ内面２４の先端部２４１で略直交し車両外方に延びる第２先端面２３とを備えている。 As shown in FIG. 3, the wheel arch flange portion 2 is provided at the vehicle lower end with a first tip surface 22 that intersects at an obtuse angle with the tip portion 211 of the flange outer surface 21 that continues to the front surface 11 of the panel main body portion 1 and slopes toward the inside of the vehicle, and a second tip surface 23 that intersects at a substantially right angle with the tip portion 241 of the flange inner surface 24 that continues to the back surface 12 of the panel main body portion 1 and extends toward the outside of the vehicle.

ホイールアーチフランジ部２は、フランジ外面２１と第１先端面２２との交差部２１１での板厚ｄ２が基端部での板厚ｄ１より大きくなるように、フランジ内面２４がフランジ外面２１に対して先開き状に傾斜している。車両下端側の所定の区間（Ｄ）では、ホイールアーチフランジ部２の先端部の形状は、フランジ外面２１と平行なフランジ内面２４ｃを仮想したとき、その仮想線２４ｃが第１先端面２２と第２先端面２３との交差部２５を通過するように形成されている。第２先端面２３は、車両内外方向の幅ｄ３が０．２～０．３ｍｍ程度以上の平面部があれば良い。 The wheel arch flange portion 2 has an inner flange surface 24 that is inclined toward the outer flange surface 21 so that the plate thickness d2 at the intersection 211 between the outer flange surface 21 and the first tip surface 22 is greater than the plate thickness d1 at the base end. In a predetermined section (D) toward the lower end of the vehicle, the shape of the tip of the wheel arch flange portion 2 is formed such that, when an imaginary line 24c of the inner flange surface 24c parallel to the outer flange surface 21 is imagined, the imaginary line 24c passes through the intersection 25 between the first tip surface 22 and the second tip surface 23. The second tip surface 23 may have a flat portion with a width d3 in the vehicle inside-outside direction of about 0.2 to 0.3 mm or more.

図３に示すように、ホイールアーチフランジ部２における第２先端面２３がフランジ内面２４に対して略直角状に形成された平面部を構成することによって、危害感を生じさせない形状とすることができる。そのため、危害感を排除させ得る肉付け形状等をトライ＆エラーで造り込む必要がなく、その型修正費用を削減できる。なお、第１先端面２２は、引っ掛かりにくい滑らかな形状であればよく、直線状に形成しても湾曲状に形成しても良い。 As shown in FIG. 3, the second tip surface 23 of the wheel arch flange portion 2 is a flat surface formed at a substantially right angle to the flange inner surface 24, making it possible to achieve a shape that does not pose a threat. This eliminates the need to create a fleshed-out shape that would eliminate the threat by trial and error, and reduces the cost of modifying the mold. The first tip surface 22 may be formed in either a straight or curved shape, as long as it has a smooth shape that is not likely to get caught.

また、図２～図４に示すように、車両下端側の所定の区間（Ｄ）では、ホイールアーチフランジ部２における第１先端面２２ａ（２２）のフランジ外面２１に対する開き角α１は、鈍角状（例えば、１２０度以上、より好ましくは１３５度以上）に形成されているが、車両上端側において、ホイールアーチフランジ部２における第１先端面２２ｃのフランジ外面２１に対する開き角α３は、略直角となるように形成され、第１先端面２２ｃのフランジ外面２１に対する開き角α３が略直角となった位置では、第２先端面２３が消滅するように形成されている。第２先端面２３が消滅した位置では、フランジ内面２４ｃは、フランジ外面２１と略平行になる。図２に示すＣ部の徐変区間で、第１先端面２２ｂのフランジ外面２１に対する開き角α２は、鈍角状（例えば、１２０度以上）から徐々に減少して略直角に変化する。このとき、第２先端面２３ｂの幅寸法も減少する。また、フランジ内面２４ｂは、徐々にフランジ外面２１に対して平行となるように変化する。 Also, as shown in Figures 2 to 4, in a predetermined section (D) on the lower end side of the vehicle, the opening angle α1 of the first tip surface 22a (22) of the wheel arch flange portion 2 with respect to the flange outer surface 21 is formed as an obtuse angle (for example, 120 degrees or more, more preferably 135 degrees or more), but on the upper end side of the vehicle, the opening angle α3 of the first tip surface 22c of the wheel arch flange portion 2 with respect to the flange outer surface 21 is formed to be approximately a right angle, and at the position where the opening angle α3 of the first tip surface 22c with respect to the flange outer surface 21 becomes approximately a right angle, the second tip surface 23 is formed to disappear. At the position where the second tip surface 23 disappears, the flange inner surface 24c becomes approximately parallel to the flange outer surface 21. In the gradual change section of the C part shown in Figure 2, the opening angle α2 of the first tip surface 22b with respect to the flange outer surface 21 gradually decreases from an obtuse angle (for example, 120 degrees or more) to an approximately right angle. At this time, the width dimension of the second tip surface 23b also decreases. Additionally, the flange inner surface 24b gradually changes to become parallel to the flange outer surface 21.

なお、第１先端面２２ｃのフランジ外面２１に対する開き角α３が略直角となった位置では、第２先端面２３が消滅するが、第１先端面２２ｃがフランジ内面２４に対して略直角状に形成された平面部を構成することによって、危害感を生じさせない形状を維持することができる。また、図３、図４に示すように、フランジ内面２４の先端部２４１には、第２先端面２３に接する微小半径ｒ１の円弧面２８を形成するので、ホイールアーチフランジ部２の第２先端面２３での危害感をより一層低減できる。そのため、バンパー１０の組付け作業等をより一層安全で、楽に行うことができる。ここで、微小半径ｒ１は、例えば、０．６～０．７ｍｍ程度あれば良い。 In addition, at the position where the opening angle α3 of the first tip surface 22c with respect to the flange outer surface 21 becomes approximately a right angle, the second tip surface 23 disappears, but the first tip surface 22c forms a flat portion formed approximately at a right angle with the flange inner surface 24, so that a shape that does not cause a sense of danger can be maintained. In addition, as shown in Figures 3 and 4, the tip portion 241 of the flange inner surface 24 forms an arc surface 28 of minute radius r1 that contacts the second tip surface 23, so that the sense of danger at the second tip surface 23 of the wheel arch flange portion 2 can be further reduced. Therefore, the assembly work of the bumper 10 can be performed even safer and easier. Here, the minute radius r1 may be, for example, about 0.6 to 0.7 mm.

＜バンパーの成形装置＞
次に、本実施形態に係るバンパーの成形装置を、図５～図８を用いて詳細に説明する。図５に、本実施形態に係るバンパーの成形装置において、図２に示す車両下端側のバンパーを成形する成形型の詳細断面図を示す。図６に、本実施形態に係るバンパーの成形装置において、図２に示す車両上端側のバンパーを成形する成形型の詳細断面図を示す。図７に、図５に示す成形装置において、外捲りコアがホイールアーチフランジ部をコア主型の外方へ強制脱型させた状態を現わす要部断面図を示す。図８に、図７に示す成形装置において、ホイールアーチフランジ部が外捲りコアから外れた状態を現わす要部断面図を示す。 <Bumper molding equipment>
Next, the bumper molding apparatus according to this embodiment will be described in detail with reference to Figures 5 to 8. Figure 5 shows a detailed cross-sectional view of a molding die for molding the bumper at the lower end of the vehicle shown in Figure 2 in the bumper molding apparatus according to this embodiment. Figure 6 shows a detailed cross-sectional view of a molding die for molding the bumper at the upper end of the vehicle shown in Figure 2 in the bumper molding apparatus according to this embodiment. Figure 7 shows a cross-sectional view of a main part of the molding apparatus shown in Figure 5, showing a state in which the outer turn-up core has forcibly removed the wheel arch flange portion outward from the main core mold. Figure 8 shows a cross-sectional view of a main part of the molding apparatus shown in Figure 7, showing a state in which the wheel arch flange portion has been released from the outer turn-up core.

図５～図８に示すように、本実施形態に係るバンパーの成形装置１０Ｓは、車両の前面又は後面から側面まで車両外方に向けて形成されるパネル本体部１と、当該パネル本体部１の車両側面外縁部から車両内方に向けて形成されるホイールアーチフランジ部２とを備えたバンパー１０の成形装置である。前述したように、ホイールアーチフランジ部２の車両下端側には、パネル本体部１の表面１１に続くフランジ外面２１の先端部２１１で鈍角状に交差し車両内方へ傾斜する第１先端面２２と、パネル本体部１の裏面１２に続くフランジ内面２４の先端部２４１で略直交し車両外方に延びる第２先端面２３とを備えている。 As shown in Figures 5 to 8, the bumper molding device 10S according to this embodiment is a molding device for a bumper 10 including a panel main body 1 formed from the front or rear surface of the vehicle to the side surface toward the outside of the vehicle, and a wheel arch flange portion 2 formed from the outer edge of the vehicle side surface of the panel main body 1 toward the inside of the vehicle. As described above, the wheel arch flange portion 2 is provided on the vehicle lower end side with a first tip surface 22 that intersects at an obtuse angle with the tip portion 211 of the flange outer surface 21 continuing to the surface 11 of the panel main body 1 and inclines toward the inside of the vehicle, and a second tip surface 23 that intersects at an obtuse angle with the tip portion 241 of the flange inner surface 24 continuing to the back surface 12 of the panel main body 1 and extends toward the outside of the vehicle.

したがって、ホイールアーチフランジ部２における第２先端面２３がフランジ内面２４に対して略直角状に形成された平面部を構成することによって、危害感を生じさせない形状とすることができる。そのため、危害感を排除させ得る肉付け形状等をトライ＆エラーで造り込む必要がなく、その型修正費用を削減できる。 Therefore, by forming the second end surface 23 of the wheel arch flange portion 2 as a flat surface formed at a substantially right angle to the flange inner surface 24, it is possible to achieve a shape that does not cause a sense of danger. This eliminates the need to create a fleshed-out shape that would eliminate the sense of danger through trial and error, and reduces the cost of modifying the mold.

また、パネル本体部１の表面１１を成形するキャビティ型６と、パネル本体部１の裏面１２とフランジ内面２４と第２先端面２３とを成形するコア主型４と、フランジ外面２１と第１先端面２２とを成形し、ホイールアーチフランジ部２をコア主型４の外方へ強制脱型させる外捲りコア５とを備え、車両下端側におけるコア主型４と外捲りコア５との分割線ＰＬ１は、第１先端面２２と第２先端面２３との交差部２５を起点にして第１先端面２２との開き角βが１２０度以上となるように形成されている。なお、開き角βは、１２０～１５０度程度が好ましく、１３５度±５度程度がより好ましい。 The panel includes a cavity mold 6 for forming the surface 11 of the panel body 1, a core main mold 4 for forming the back surface 12 of the panel body 1, the flange inner surface 24, and the second tip surface 23, and an outer-wound core 5 for forming the flange outer surface 21 and the first tip surface 22 and forcibly demolding the wheel arch flange 2 outward from the core main mold 4. The parting line PL1 between the core main mold 4 and the outer-wound core 5 at the vehicle lower end side is formed so that the opening angle β with the first tip surface 22 is 120 degrees or more, starting from the intersection 25 between the first tip surface 22 and the second tip surface 23. The opening angle β is preferably about 120 to 150 degrees, and more preferably about 135 degrees ± 5 degrees.

したがって、外捲りコア５がホイールアーチフランジ部２をコア主型４の外方へ強制脱型させるとき、車両下端側において剛性の強いパネル本体部１が元の位置へ戻ろうとする動きと成形収縮等によって、ホイールアーチフランジ部２は、外捲りコア５から離間して、ホイールアーチフランジ部２の第１先端面２２が、コア主型４に対する外捲りコア５の分割面５１と第１先端面２２を成形するキャビ壁面５２とが交差する角部５３に当接するが、角部５３の開き角βが１２０度以上に形成されていることによって、角部５３に対してホイールアーチフランジ部２の第１先端面２２は滑りやすく、引っ掛かりにくい。そのため、ホイールアーチフランジ部２の第１先端面２２からフランジ外面２１にかけて角部５３による引っ掻き傷が生じにくく、ホイールアーチフランジ部２の傷付きを低減できる。 Therefore, when the outer turn core 5 forcibly removes the wheel arch flange portion 2 outward from the core main mold 4, the wheel arch flange portion 2 is separated from the outer turn core 5 due to the movement of the panel main body portion 1, which has a high rigidity at the lower end of the vehicle, to return to its original position and molding shrinkage, etc., and the first tip surface 22 of the wheel arch flange portion 2 abuts against the corner portion 53 where the dividing surface 51 of the outer turn core 5 relative to the core main mold 4 and the cavity wall surface 52 that molds the first tip surface 22 intersect. However, since the opening angle β of the corner portion 53 is formed to be 120 degrees or more, the first tip surface 22 of the wheel arch flange portion 2 is slippery and does not get caught on the corner portion 53. Therefore, scratches due to the corner portion 53 are unlikely to occur from the first tip surface 22 of the wheel arch flange portion 2 to the flange outer surface 21, and scratches on the wheel arch flange portion 2 can be reduced.

よって、本実施形態に係るバンパーの成形装置１０Ｓによれば、バンパー１０の側面外縁部に形成するホイールアーチフランジ部２の傷付きを低減しつつ、型修正費用の削減が可能なバンパーの成形装置１０Ｓを提供することができる。 Therefore, according to the bumper molding device 10S of this embodiment, it is possible to provide a bumper molding device 10S that can reduce the cost of modifying the mold while reducing damage to the wheel arch flange portion 2 formed on the outer edge of the side of the bumper 10.

なお、本成形装置１０Ｓには、図示しないが、外捲りコア５を水平方向（矢印Ｑの方向）へ移動させるための外捲りコア駆動シリンダが、コア主型４の外部に装着されている。また、図示しないが、キャビティ型６を型閉じ状態と型開き状態との間で上下方向（矢印Ｐの方向）へ移動させるキャビティ型駆動装置と、キャビティ型６とコア主型４と外捲りコア５とが型閉じ状態で形成するキャビティ内に溶融状態の樹脂を射出する射出機と、バンパー１０をコア主型４から離型させる離型装置等を備えている。 In addition, although not shown, this molding device 10S is equipped with an outer curling core drive cylinder for moving the outer curling core 5 horizontally (in the direction of arrow Q) attached to the outside of the core main mold 4. Also, although not shown, it is equipped with a cavity mold drive device for moving the cavity mold 6 vertically (in the direction of arrow P) between the mold closed state and the mold open state, an injector for injecting molten resin into the cavity formed by the cavity mold 6, the core main mold 4, and the outer curling core 5 in the mold closed state, and a demolding device for demolding the bumper 10 from the core main mold 4.

また、コア主型４に対する外捲りコア５の移動方向（矢印Ｑの方向）は、車両下端側におけるフランジ内面２４（２４ａ）と略平行に形成されていることが好ましい。この場合、車両下端側におけるホイールアーチフランジ部２を外捲りコア５とコア主型４との間で挟持しながら、外捲りコア５がホイールアーチフランジ部２をコア主型４の外方へ強制脱型させることができる。そのため、バンパー１０のパネル本体１の剛性が強い車両下端側において、外捲りコア５による強制脱型の途中で、ホイールアーチフランジ部２が外捲りコア５から離間することを抑制できる。したがって、外捲りコア５は、ホイールアーチフランジ部２をコア主型４の外方へより一層安定して強制脱型させることができる。 In addition, it is preferable that the movement direction (direction of arrow Q) of the outer turn core 5 relative to the core main mold 4 is formed approximately parallel to the flange inner surface 24 (24a) at the vehicle lower end side. In this case, the outer turn core 5 can forcibly demold the wheel arch flange portion 2 to the outside of the core main mold 4 while clamping the wheel arch flange portion 2 at the vehicle lower end side between the outer turn core 5 and the core main mold 4. Therefore, at the vehicle lower end side where the rigidity of the panel body 1 of the bumper 10 is strong, the wheel arch flange portion 2 can be prevented from separating from the outer turn core 5 during the forced demolding by the outer turn core 5. Therefore, the outer turn core 5 can forcibly demold the wheel arch flange portion 2 to the outside of the core main mold 4 more stably.

また、第１先端面２２のフランジ外面２１に対する開き角α３は、車両上端側において略直角となるように形成され、第１先端面２２のフランジ外面２１に対する開き角α３が略直角となった位置では、第２先端面２３が消滅することが好ましい。 The opening angle α3 of the first tip surface 22 relative to the flange outer surface 21 is preferably formed to be approximately a right angle at the upper end of the vehicle, and the second tip surface 23 preferably disappears at the position where the opening angle α3 of the first tip surface 22 relative to the flange outer surface 21 becomes approximately a right angle.

この場合、パネル本体部１の剛性がそれほど強くない車両上端側において、第１先端面２２（２２ｃ）のフランジ外面２１に対する開き角α３が略直角となることにより、ホイールアーチフランジ部２が外捲りコア５から外れにくくなる。そのため、外捲りコア５は、ホイールアーチフランジ部２をコア主型４の外方へより一層安定して強制脱型させることができる。なお、第１先端面２２のフランジ外面２１に対する開き角α３が略直角となった位置では、第２先端面２３が消滅するが、第１先端面２２ｃがフランジ内面２４ｃに対して略直角状に形成された平面部を構成することによって、危害感を生じさせない形状を維持することができる。 In this case, at the upper end of the vehicle where the rigidity of the panel main body 1 is not so strong, the opening angle α3 of the first tip surface 22 (22c) with respect to the flange outer surface 21 becomes approximately a right angle, so that the wheel arch flange portion 2 is less likely to come off the outer turn core 5. Therefore, the outer turn core 5 can more stably forcibly remove the wheel arch flange portion 2 to the outside of the core main mold 4. Note that at the position where the opening angle α3 of the first tip surface 22 with respect to the flange outer surface 21 becomes approximately a right angle, the second tip surface 23 disappears, but the first tip surface 22c forms a flat surface formed approximately at a right angle with respect to the flange inner surface 24c, so that a shape that does not cause a sense of danger can be maintained.

パネル本体部１の剛性が強い車両下端側では、外捲りコア５がホイールアーチフランジ部２をコア主型４の外方へ強制脱型させるとき、外捲りコア５からホイールアーチフランジ部２が離間しやすい。そのため、ホイールアーチフランジ部２の強制脱型に伴い、ホイールアーチフランジ部２の第１先端面２２が、外捲りコア５の角部５３に当接する可能性が高い。ところが、少なくとも車両下端側では、外捲りコア５の角部５３の開き角βが１２０度以上に形成されているので、外捲りコア５の角部５３に対してホイールアーチフランジ部２の第１先端面２２は滑りやすく、引っ掻き傷が生じにくい。 At the lower end of the vehicle where the panel body 1 is highly rigid, when the outer turn core 5 forcibly removes the wheel arch flange 2 from the core main mold 4, the wheel arch flange 2 is likely to separate from the outer turn core 5. Therefore, when the wheel arch flange 2 is forcibly removed, the first tip surface 22 of the wheel arch flange 2 is likely to come into contact with the corner 53 of the outer turn core 5. However, at least at the lower end of the vehicle, the opening angle β of the corner 53 of the outer turn core 5 is formed to be 120 degrees or more, so that the first tip surface 22 of the wheel arch flange 2 is likely to slip against the corner 53 of the outer turn core 5 and is unlikely to be scratched.

したがって、外捲りコア５は、バンパー１０のパネル本体部１の剛性がそれほど強くない車両上端側において、ホイールアーチフランジ部２をコア主型４の外方へより安定して強制脱型させることができ、剛性が強い車両下端側では、ホイールアーチフランジ部２が外捲りコア５から外れても、外捲りコア５の角部５３によるホイールアーチフランジ部２の傷付きを低減できる。これによって、ホイールアーチフランジ部２の安定的な強制脱型と、ホイールアーチフランジ部２の傷付き低減とを、より効果的に両立させることができる。 Therefore, the outer-turning core 5 can more stably forcefully remove the wheel arch flange portion 2 outward from the core main mold 4 at the upper end of the vehicle where the rigidity of the panel main body portion 1 of the bumper 10 is not so strong, and at the lower end of the vehicle where the rigidity is strong, even if the wheel arch flange portion 2 comes off the outer-turning core 5, damage to the wheel arch flange portion 2 caused by the corners 53 of the outer-turning core 5 can be reduced. This makes it possible to more effectively achieve both stable forced removal of the wheel arch flange portion 2 and reduced damage to the wheel arch flange portion 2.

また、キャビティ型６と外捲りコア５との分割線ＰＬ２は、パネル本体部１の表面１１とホイールアーチフランジ部２のフランジ外面２１から延設される円弧面２６との交差部２７を起点に略水平状に形成されていることが好ましい。 In addition, it is preferable that the parting line PL2 between the cavity mold 6 and the outer wound core 5 is formed approximately horizontally, starting from the intersection 27 between the surface 11 of the panel main body 1 and the arc surface 26 extending from the flange outer surface 21 of the wheel arch flange 2.

この場合、キャビティ型６と外捲りコア５との型閉じ状態における密着性が向上し、バリ等の突起が生じにくくなる。また、円弧面２６による暈し効果によって分割線ＰＬ２の跡が外観上目立ちにくくなる。また、外捲りコア５がホイールアーチフランジ部２をコア主型４の外方へ強制脱型させた後、バンパー１０をコア主型４から取り出すときの傷付きも生じにくい。そのため、ホイールアーチフランジ部２の傷付き低減を含めて、より一層、バンパー１０の外観品質を向上させことができる。 In this case, the adhesion between the cavity mold 6 and the outer rolled core 5 is improved when the mold is closed, making it less likely that protrusions such as burrs will occur. In addition, the shading effect of the arc surface 26 makes the marks of the parting line PL2 less noticeable in appearance. In addition, after the outer rolled core 5 forcibly releases the wheel arch flange portion 2 outward from the core main mold 4, the bumper 10 is less likely to be scratched when it is removed from the core main mold 4. Therefore, the appearance quality of the bumper 10 can be further improved, including reducing scratches on the wheel arch flange portion 2.

＜作用効果＞
以上、詳細に説明したように、本実施形態に係るバンパーの成形装置１０Ｓによれば、ホイールアーチフランジ部２の車両下端側には、パネル本体部１の表面１１に続くフランジ外面２１の先端部２１１で鈍角状に交差し車両内方へ傾斜する第１先端面２２と、パネル本体部１の裏面１２に続くフランジ内面２４の先端部２４１で略直交し車両外方に延びる第２先端面２３とを備えているので、ホイールアーチフランジ部２における第２先端面２３がフランジ内面２４に対して略直角状に形成された平面部を構成することによって、危害感を生じさせない形状とすることができる。そのため、危害感を排除させ得る肉付け形状等をトライ＆エラーで造り込む必要がなく、その型修正費用を削減できる。なお、第１先端面２２は、引っ掛かりにくい滑らかな形状であればよく、直線状に形成しても湾曲状に形成しても良い。 <Action and effect>
As described above in detail, according to the bumper molding device 10S of this embodiment, the vehicle lower end side of the wheel arch flange portion 2 is provided with a first tip surface 22 that intersects at an obtuse angle at the tip portion 211 of the flange outer surface 21 continuing to the surface 11 of the panel main body portion 1 and inclines toward the inside of the vehicle, and a second tip surface 23 that intersects at a substantially right angle at the tip portion 241 of the flange inner surface 24 continuing to the back surface 12 of the panel main body portion 1 and extends toward the outside of the vehicle, so that the second tip surface 23 in the wheel arch flange portion 2 is formed as a flat surface formed at a substantially right angle to the flange inner surface 24, thereby making it possible to form a shape that does not cause a sense of danger. Therefore, there is no need to create a fleshed shape that can eliminate a sense of danger by trial and error, and the cost of correcting the mold can be reduced. The first tip surface 22 may be formed in a straight or curved shape as long as it has a smooth shape that is not easily caught.

また、パネル本体部１の表面１１を成形するキャビティ型６と、パネル本体部１の裏面１２とフランジ内面２４と第２先端面２３とを成形するコア主型４と、フランジ外面２１と第１先端面２２とを成形し、ホイールアーチフランジ部２をコア主型４の外方へ強制脱型させる外捲りコア５とを備え、車両下端側におけるコア主型４と外捲りコア５との分割線ＰＬ１は、第１先端面２２と第２先端面２３との交差部２５を起点にして第１先端面２２との開き角βが１２０度以上となるように形成されているので、外捲りコア５がホイールアーチフランジ部２をコア主型４の外方へ強制脱型させるとき、車両下端側において剛性の強いパネル本体部１が元の位置へ戻ろうとする動きと成形収縮等によって、ホイールアーチフランジ部２は、外捲りコア５から離間して、ホイールアーチフランジ部２の第１先端面２２が、コア主型４に対する外捲りコア５の分割面５１と第１先端面２２を成形するキャビ壁面５２とが交差する角部５３に当接するが、角部５３の開き角βが１２０度以上に形成されていることによって、角部５３に対してホイールアーチフランジ部２の第１先端面２２は滑りやすく、引っ掛かりにくい。そのため、ホイールアーチフランジ部２の第１先端面２２からフランジ外面２１にかけて角部５３による引っ掻き傷が生じにくく、ホイールアーチフランジ部２の傷付きを低減できる。 In addition, the panel body 1 is molded by a cavity mold 6, which molds the front surface 11, the main core mold 4, which molds the rear surface 12, the inner flange surface 24, and the second tip surface 23 of the main core mold 4, and the outer turn core 5, which molds the outer flange surface 21 and the first tip surface 22 and forcibly demolds the wheel arch flange portion 2 to the outside of the main core mold 4. The parting line PL1 between the main core mold 4 and the outer turn core 5 on the vehicle lower end side is formed so that the opening angle β with the first tip surface 22 is 120 degrees or more, starting from the intersection 25 between the first tip surface 22 and the second tip surface 23. Therefore, the outer turn core 5 can demold the wheel arch flange portion 2. When the wheel arch flange portion 2 is forcibly demolded outward from the core main mold 4, the wheel arch flange portion 2 is separated from the outer turn core 5 due to the movement of the panel main body portion 1, which has a high rigidity at the lower end of the vehicle, to return to its original position and molding shrinkage, and the first tip surface 22 of the wheel arch flange portion 2 abuts against the corner portion 53 where the dividing surface 51 of the outer turn core 5 relative to the core main mold 4 intersects with the cavity wall surface 52 that molds the first tip surface 22. However, since the opening angle β of the corner portion 53 is formed to be 120 degrees or more, the first tip surface 22 of the wheel arch flange portion 2 is slippery and does not get caught on the corner portion 53. Therefore, scratches caused by the corner portion 53 are unlikely to occur from the first tip surface 22 of the wheel arch flange portion 2 to the flange outer surface 21, and damage to the wheel arch flange portion 2 can be reduced.

よって、本実施形態によれば、バンパー１０の車両側面外縁部に形成するホイールアーチフランジ部２の傷付きを低減しつつ、型修正費用の削減が可能なバンパーの成形装置１０Ｓを提供することができる。 Therefore, according to this embodiment, it is possible to provide a bumper molding device 10S that can reduce the cost of modifying the mold while reducing damage to the wheel arch flange portion 2 formed on the outer edge of the vehicle side of the bumper 10.

また、本実施形態によれば、コア主型４に対する外捲りコア５の移動方向（矢印Ｑの方向）は、車両下端側におけるフランジ内面２４と略平行に形成されているので、車両下端側におけるホイールアーチフランジ部２を外捲りコア５とコア主型４との間で挟持しながら、外捲りコア５がホイールアーチフランジ部２をコア主型４の外方へ強制脱型させることができる。そのため、バンパー１０のパネル本体部１の剛性が強い車両下端側において、外捲りコア５による強制脱型の途中で、ホイールアーチフランジ部２が外捲りコア５から離間することを抑制できる。したがって、外捲りコア５は、ホイールアーチフランジ部２をコア主型４の外方へより一層安定して強制脱型させることができる。 In addition, according to this embodiment, the movement direction (direction of arrow Q) of the outer turn core 5 relative to the core main mold 4 is formed approximately parallel to the flange inner surface 24 at the vehicle lower end side, so that the outer turn core 5 can forcibly demold the wheel arch flange portion 2 to the outside of the core main mold 4 while clamping the wheel arch flange portion 2 at the vehicle lower end side between the outer turn core 5 and the core main mold 4. Therefore, at the vehicle lower end side where the rigidity of the panel main body portion 1 of the bumper 10 is strong, the wheel arch flange portion 2 can be prevented from separating from the outer turn core 5 during forced demolding by the outer turn core 5. Therefore, the outer turn core 5 can forcibly demold the wheel arch flange portion 2 to the outside of the core main mold 4 more stably.

また、本実施形態によれば、第１先端面２２ｃ（２２）のフランジ外面２１に対する開き角α３は、車両上端側において略直角となるように形成され、第１先端面２２ｃ（２２）のフランジ外面２１に対する開き角α３が略直角となった位置では、第２先端面２３が消滅するので、パネル本体部１の剛性がそれほど強くない車両上端側において、第１先端面２２ｃ（２２）のフランジ外面２１に対する開き角α３が略直角となることにより、ホイールアーチフランジ部２が外捲りコア５から外れにくくなる。そのため、外捲りコア５は、ホイールアーチフランジ部２をコア主型４の外方へより一層安定して強制脱型させることができる。なお、第１先端面２２のフランジ外面２１に対する開き角α３が略直角となった位置では、第２先端面２３が消滅するが、第１先端面２２ｃ（２２）がフランジ内面２４ｃ（２４）に対して略直角状に形成された平面部を構成することによって、危害感を生じさせない形状を維持することができる。 In addition, according to this embodiment, the opening angle α3 of the first tip surface 22c (22) with respect to the flange outer surface 21 is formed to be approximately a right angle at the upper end side of the vehicle, and the second tip surface 23 disappears at the position where the opening angle α3 of the first tip surface 22c (22) with respect to the flange outer surface 21 becomes approximately a right angle, so that the opening angle α3 of the first tip surface 22c (22) with respect to the flange outer surface 21 becomes approximately a right angle at the upper end side of the vehicle where the rigidity of the panel main body 1 is not so strong, making it difficult for the wheel arch flange portion 2 to come off the outer turn core 5. Therefore, the outer turn core 5 can forcefully remove the wheel arch flange portion 2 outward from the core main mold 4 more stably. In addition, when the opening angle α3 of the first tip surface 22 relative to the flange outer surface 21 becomes approximately a right angle, the second tip surface 23 disappears, but the first tip surface 22c (22) forms a flat surface formed approximately at a right angle relative to the flange inner surface 24c (24), so that a shape that does not cause a sense of danger can be maintained.

一方、パネル本体部１の剛性が強い車両下端側では、外捲りコア５がホイールアーチフランジ部２をコア主型４の外方へ強制脱型させるとき、外捲りコア５からホイールアーチフランジ部２が離間しやすい。そのため、ホイールアーチフランジ部２の強制脱型に伴い、ホイールアーチフランジ部２の第１先端面２２ａ（２２）が、外捲りコア５の角部５３に当接する可能性が高い。ところが、少なくとも車両下端側では、外捲りコア５の角部５３の開き角βが１２０度以上に形成されているので、外捲りコア５の角部５３に対してホイールアーチフランジ部２の第１先端面２２ａ（２２）は滑りやすく、引っ掻き傷が生じにくい。 On the other hand, at the lower end of the vehicle where the panel main body 1 has a high rigidity, when the outer turn core 5 forcibly removes the wheel arch flange 2 from the core main mold 4, the wheel arch flange 2 is likely to separate from the outer turn core 5. Therefore, when the wheel arch flange 2 is forcibly removed, the first tip surface 22a (22) of the wheel arch flange 2 is likely to come into contact with the corner 53 of the outer turn core 5. However, at least at the lower end of the vehicle, the opening angle β of the corner 53 of the outer turn core 5 is formed to be 120 degrees or more, so that the first tip surface 22a (22) of the wheel arch flange 2 is likely to slip against the corner 53 of the outer turn core 5 and is unlikely to be scratched.

したがって、外捲りコア５は、バンパー１０のパネル本体部１の剛性がそれほど強くない車両上端側において、ホイールアーチフランジ部２をコア主型４の外方へより安定して強制脱型させることができ、剛性が強い車両下端側では、ホイールアーチフランジ部２が外捲りコア５から外れても、外捲りコア５の角部５３によるホイールアーチ部２の傷付きを低減できる。これによって、ホイールアーチフランジ部２の安定的な強制脱型と、ホイールアーチフランジ部２の傷付き低減とを、より効果的に両立させることができる。 Therefore, the outer turn core 5 can more stably forcefully remove the wheel arch flange portion 2 outward from the core main mold 4 at the upper end of the vehicle where the rigidity of the panel main body portion 1 of the bumper 10 is not so strong, and at the lower end of the vehicle where the rigidity is strong, even if the wheel arch flange portion 2 comes off the outer turn core 5, damage to the wheel arch portion 2 caused by the corners 53 of the outer turn core 5 can be reduced. This makes it possible to more effectively achieve both stable forced removal of the wheel arch flange portion 2 and reduced damage to the wheel arch flange portion 2.

また、本実施形態によれば、キャビティ型６と外捲りコア５との分割線ＰＬ２は、パネル本体部１の表面１１とホイールアーチフランジ部２のフランジ外面２１から延設される円弧面２６との交差部２７を起点に略水平状に形成されているので、キャビティ型６と外捲りコア５との型閉じ状態における密着性が向上し、バリ等の突起が生じにくく、また、円弧面２６の暈し効果によって分割線ＰＬ２の跡が外観上目立ちにくくなる。また、外捲りコア５がホイールアーチフランジ部２をコア主型４の外方へ強制脱型させた後、バンパー１０をコア主型４から取り出すときの傷付きも生じにくい。そのため、ホイールアーチフランジ部２の傷付き低減を含めて、より一層、バンパー１０の外観品質を向上させことができる。 In addition, according to this embodiment, the parting line PL2 between the cavity mold 6 and the outer winding core 5 is formed approximately horizontally starting from the intersection 27 between the surface 11 of the panel main body 1 and the arc surface 26 extending from the flange outer surface 21 of the wheel arch flange portion 2. This improves the adhesion between the cavity mold 6 and the outer winding core 5 in the mold closed state, making it difficult for protrusions such as burrs to occur, and the shading effect of the arc surface 26 makes the traces of the parting line PL2 less noticeable in appearance. In addition, after the outer winding core 5 forcibly releases the wheel arch flange portion 2 to the outside of the core main mold 4, scratches are less likely to occur when the bumper 10 is removed from the core main mold 4. Therefore, the appearance quality of the bumper 10 can be further improved, including reducing scratches on the wheel arch flange portion 2.

また、本実施形態によれば、フランジ内面２４の先端部２４１には、第２先端面２３に接する微小半径ｒ１の円弧面２８を形成するので、ホイールアーチフランジ部２の第２先端面２３での危害感をより一層低減できる。そのため、バンパー１０の組付け作業等をより一層安全で、楽に行うことができる。 In addition, according to this embodiment, the tip 241 of the flange inner surface 24 is formed with an arc surface 28 of minute radius r1 that contacts the second tip surface 23, which further reduces the risk of injury at the second tip surface 23 of the wheel arch flange portion 2. This makes it even safer and easier to assemble the bumper 10.

本発明は、バンパーの側面外縁部に形成するホイールアーチフランジ部の脱型時における傷付きを低減し得るバンパーの成形装置として利用できる。 The present invention can be used as a bumper molding device that can reduce damage to the wheel arch flange portion formed on the outer side edge of the bumper when it is demolded.

１ パネル本体部
２ ホイールアーチフランジ部
４ コア主型
５ 外捲りコア
６ キャビティ型
１０ バンパー
１０Ｓ 成形装置
１１ 表面
１２ 裏面
２１ フランジ外面
２２、２２ａ、２２ｃ 第１先端面
２３、２３ａ 第２先端面
２４、２４ａ、２４ｃ フランジ内面
２５、２７ 交差部
２６、２８ 円弧面
２１１ 先端部、交差部
２４１ 先端部
ｒ１ 微小半径
α１、α３、β 開き角
ＰＬ１、ＰＬ２ 分割線 REFERENCE SIGNS LIST 1 Panel body 2 Wheel arch flange 4 Main core mold 5 Outer roll core 6 Cavity mold 10 Bumper 10S Molding device 11 Front surface 12 Back surface 21 Flange outer surface 22, 22a, 22c First tip surface 23, 23a Second tip surface 24, 24a, 24c Flange inner surface 25, 27 Intersection 26, 28 Circular arc surface 211 Tip, intersection 241 Tip r1 Micro radius α1, α3, β Opening angle PL1, PL2 Parting line

Claims (5)

車両の前面又は後面から側面まで車両外方に向けて形成されるパネル本体部と、当該パネル本体部の車両側面外縁部から車両内方に向けて形成されるホイールアーチフランジ部とを備えたバンパーの成形装置であって、
前記ホイールアーチフランジ部の車両下端側には、前記パネル本体部の表面に続くフランジ外面の先端部で鈍角状に交差し車両内方へ傾斜する第１先端面と、前記パネル本体部の裏面に続くフランジ内面の先端部で直角状に交差し車両外方に延びる第２先端面とを備え、
前記パネル本体部の表面を成形するキャビティ型と、前記パネル本体部の裏面と前記フランジ内面と前記第２先端面とを成形するコア主型と、前記フランジ外面と前記第１先端面とを成形し、前記ホイールアーチフランジ部を前記コア主型の外方へ強制脱型させる外捲りコアとを備え、
車両下端側における前記コア主型と前記外捲りコアとの分割線は、前記第１先端面と前記第２先端面との交差部を起点にして前記第１先端面との開き角が１２０度以上となるように形成されていることを特徴とするバンパーの成形装置。 A molding device for a bumper including a panel body portion formed from the front or rear surface of a vehicle to a side surface toward the outside of the vehicle, and a wheel arch flange portion formed from an outer edge portion of the vehicle side surface of the panel body portion toward the inside of the vehicle,
The wheel arch flange portion is provided on a vehicle lower end side with a first tip surface that intersects at an obtuse angle with a tip portion of an outer flange surface continuing to the front surface of the panel main body portion and inclines toward the inside of the vehicle, and a second tip surface that intersects at a right angle with a tip portion of an inner flange surface continuing to the back surface of the panel main body portion and extends toward the outside of the vehicle,
A cavity mold for forming the surface of the panel main body portion, a core main mold for forming the back surface of the panel main body portion, the flange inner surface, and the second tip surface, and an outer roll-up core for forming the flange outer surface and the first tip surface and forcibly releasing the wheel arch flange portion to the outside of the core main mold,
a parting line between the core main mold and the outer wound core at a vehicle lower end side is formed so that an opening angle between the first tip surface and the second tip surface is 120 degrees or more, starting from an intersection of the first tip surface and the second tip surface. 請求項１に記載されたバンパーの成形装置において、
前記コア主型に対する前記外捲りコアの移動方向は、車両下端側における前記フランジ内面と平行に形成されていることを特徴とするバンパーの成形装置。 2. The bumper molding apparatus according to claim 1,
13. A bumper molding device, comprising: a core main mold having a moving direction of the outer winding core relative to the core main mold, the moving direction being parallel to an inner surface of the flange at a lower end side of a vehicle. 請求項１又は請求項２に記載されたバンパーの成形装置において、
前記第１先端面の前記フランジ外面に対する開き角は、車両上端側において直角となるように形成され、
前記第１先端面の前記フランジ外面に対する開き角が直角となった位置では、前記第２先端面が消滅することを特徴とするバンパーの成形装置。 The bumper molding apparatus according to claim 1 or 2,
The opening angle of the first tip surface with respect to the flange outer surface is formed to be a right angle on the vehicle upper end side,
a second end surface of the flange that is formed on the first end surface of the flange and that is spaced apart from the first end surface by a distance of 100 mm ; 請求項１乃至請求項３のいずれか１項に記載されたバンパーの成形装置において、
前記キャビティ型と前記外捲りコアとの分割線は、水平方向へ延びており、前記パネル本体部の表面と前記ホイールアーチフランジ部のフランジ外面から延設される円弧面との交差部を起点に水平状に形成されていることを特徴とするバンパーの成形装置。 The bumper molding apparatus according to any one of claims 1 to 3,
A bumper molding device characterized in that the parting line between the cavity mold and the outer wound core extends horizontally and is formed horizontally starting from the intersection of the surface of the panel main body portion and the arc surface extending from the outer surface of the flange of the wheel arch flange portion. 請求項１乃至請求項４のいずれか１項に記載されたバンパーの成形装置において、
前記フランジ内面の先端部には、前記第２先端面に接する微小半径の円弧面を形成することを特徴とするバンパーの成形装置。 The bumper molding apparatus according to any one of claims 1 to 4,
a second end surface of the flange that is in contact with the second end surface and that has a small radius of curvature;
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Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2001067835A (en) 1999-09-01 2001-03-16 Fuji Photo Film Co Ltd Method of molding slider of magnetic tape cassette
JP2004160899A (en) 2002-11-14 2004-06-10 Toyota Motor Corp Injection molding die and injection molding method for automobile bumper
JP2006181886A (en) 2004-12-28 2006-07-13 Nissan Motor Co Ltd Injection molding mold
JP2006289945A (en) 2005-03-18 2006-10-26 Toyota Motor Corp Mold for molded article
JP2013018217A (en) 2011-07-12 2013-01-31 Toyota Auto Body Co Ltd Molding die

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2001067835A (en) 1999-09-01 2001-03-16 Fuji Photo Film Co Ltd Method of molding slider of magnetic tape cassette
JP2004160899A (en) 2002-11-14 2004-06-10 Toyota Motor Corp Injection molding die and injection molding method for automobile bumper
JP2006181886A (en) 2004-12-28 2006-07-13 Nissan Motor Co Ltd Injection molding mold
JP2006289945A (en) 2005-03-18 2006-10-26 Toyota Motor Corp Mold for molded article
JP2013018217A (en) 2011-07-12 2013-01-31 Toyota Auto Body Co Ltd Molding die

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