JPH1159296A - Bumper reinforcement for automobile - Google Patents
Bumper reinforcement for automobileInfo
- Publication number
- JPH1159296A JPH1159296A JP23330897A JP23330897A JPH1159296A JP H1159296 A JPH1159296 A JP H1159296A JP 23330897 A JP23330897 A JP 23330897A JP 23330897 A JP23330897 A JP 23330897A JP H1159296 A JPH1159296 A JP H1159296A
- Authority
- JP
- Japan
- Prior art keywords
- thickness
- web
- flange
- bumper
- flange side
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
Links
Landscapes
- Body Structure For Vehicles (AREA)
Abstract
Description
【０００１】[0001]
【発明の属する技術分野】本発明は、自動車衝突事故時
（軽衝突）に車体を保護する自動車用バンパーリーンフ
ォースメント（以下、バンパーＲ／Ｆという）に関す
る。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a bumper reinforcement (hereinafter referred to as a bumper R / F) for protecting a vehicle body in the event of an automobile collision (light collision).
【０００２】[0002]
【従来の技術】自動車用のバンパーＲ／Ｆは、軽衝突
（８ｋｍ／ｈ以下）においてバンパーＲ／Ｆ背面に置か
れている補機類（ラジエータ、オルタネータなど）を保
護する目的で設けられている。そのため衝突時にはでき
る限りたわまないように設計する必要がある。この軽衝
突を模擬した試験は、北米向けに関してはＦＭＶＳＳ−
Ｐａｒｔ５８１で決められており、図３に示すように、
振り子１を、サイドメンバ２に所定の取付スパンで支持
されたバンパーＲ／Ｆ３に衝突させ、バンパーＲ／Ｆ３
の変形量を測定している。満たすべき強度レベルの違い
はあるが、おおむね世界的に使用されている試験方法で
ある（ペンデュラム試験とよばれている）。2. Description of the Related Art A bumper R / F for an automobile is provided for protecting auxiliary equipment (radiator, alternator, etc.) placed on the back of the bumper R / F in a light collision (8 km / h or less). I have. Therefore, it is necessary to design so as not to bend as much as possible in the event of a collision. The test simulating this light collision is FMVSS-
Part 581, as shown in FIG.
The pendulum 1 is caused to collide with the bumper R / F3 supported by the side member 2 at a predetermined attachment span, and the bumper R / F3
Is measured. Although it has different strength levels to be met, it is a test method that is generally used worldwide (called the pendulum test).
【０００３】図３からも分かるように、試験時にはバン
パーＲ／Ｆ３の中央部に大きな曲げ変形を受けることに
なり、この変形量を抑えることがバンパーとしての性能
を左右することになる。曲げ変形を抑えるためには、単
純に厚肉化したバンパーＲ／Ｆを使用すればよいのだ
が、バンパーＲ／Ｆが設置される場所はホイールから離
れた場所でいわゆるオーバーハング部分と呼ばれ、重量
的に軽くすることが最も求められている場所である。そ
のため、できる限り薄肉化したバンパーＲ／Ｆを設計す
る必要がある。As can be seen from FIG. 3, during the test, a large bending deformation is applied to the center of the bumper R / F3, and suppressing the amount of this deformation affects the performance of the bumper. In order to suppress bending deformation, it is sufficient to simply use a thicker bumper R / F, but the place where the bumper R / F is installed is a place away from the wheel and is called a so-called overhang portion, It is the place where weight reduction is most required. Therefore, it is necessary to design a bumper R / F that is as thin as possible.
【０００４】従来の鋼板プレス製のバンパーＲ／Ｆは加
工上の制約から口型断面をしたものが多く、アルミ押出
材製のものでは口型断面、日型断面、目型断面、田型断
面のものがある。これら矩形断面のアルミ押出材製バン
パーＲ／Ｆの例を図４に示す。図４において矢印は衝突
の方向を表し、その方向に垂直な部分をフランジ、平行
な部分をウエブという。Many conventional bumpers R / F made of steel sheet press have a mouth-shaped cross section due to restrictions on processing, and those made of extruded aluminum material have a mouth-shaped cross section, a Japanese-shaped cross section, a eye-shaped cross section, and a rice-shaped cross section. There are things. FIG. 4 shows an example of an aluminum extruded bumper R / F having a rectangular cross section. In FIG. 4, arrows indicate the direction of the collision, and a portion perpendicular to the direction is called a flange, and a portion parallel to the direction is called a web.
【０００５】また、曲げ変形を効率よく抑えるために、
圧縮（衝突面側）フランジの肉厚を引張側フランジより
も厚くし、曲げ変形時にフランジ面が座屈しにくくした
ものがある（特開平８−９９５９１号公報参照）。この
場合、圧縮フランジが厚肉化されるが、その分他の部分
（引張側フランジ、ウエブ）を薄肉化することができ、
全体として軽量化に効果があると考えられる。In order to suppress bending deformation efficiently,
There is one in which the thickness of the compression (collision surface side) flange is made larger than that of the tension side flange so that the flange surface is less likely to buckle during bending deformation (see JP-A-8-99991). In this case, the compression flange is thickened, but other portions (tensile side flange, web) can be thinned accordingly,
It is considered that there is an effect on weight reduction as a whole.
【０００６】[0006]
【発明が解決しようとする課題】ところで、バンパーＲ
／Ｆの圧縮（衝突面側）フランジの肉厚を引張側フラン
ジよりも厚くすることは、特に日型、目型断面を持つバ
ンパーＲ／Ｆにおいて大きな効果がある。その理由は、
中ウエブ（中リブ）によってフランジが分断されている
ため、これに区切られた個々のフランジ面の座屈効率が
高くなるためである。なお、ここでいう座屈効率（座屈
係数）とは圧縮を受ける板の境界条件で決まるもので、
弾性座屈応力σｃｒ（この応力を越えると座屈する応
力）とその板要素がオイラー座屈するときの応力σｅと
の比で、 ｋ＝σｃｒ／σｅ （ｋ；座屈効率）で表せる。The bumper R
Making the thickness of the compression (collision surface side) flange of / F thicker than that of the tension side flange has a great effect particularly in a bumper R / F having a cross section of a Japanese type or an eye type. The reason is,
This is because the flange is divided by the middle web (middle rib), and the buckling efficiency of each of the divided flange surfaces increases. The buckling efficiency (buckling coefficient) here is determined by the boundary conditions of the plate under compression.
The ratio between the elastic buckling stress σcr (stress that buckles when exceeding this stress) and the stress σe when the plate element buckles in Euler can be expressed by k = σcr / σe (k: buckling efficiency).
【０００７】高強度のバンパーＲ／Ｆを設計する場合、
圧縮フランジ部又はウエブ部（ウエブは曲げによる引張
・圧縮を受ける）で、この座屈効率ｋをいかに大きくす
るか（最大ｋ＝１）がカギとなる。座屈効率ｋは、圧縮
フランジ部の板要素においてはフランジ幅厚比Ｒｆの関
数として、圧縮と曲げを受けるウエブ部分の板要素にお
いてはウエブ幅厚比Ｒｗの関数として表すことができ
る。図５（ａ）、（ｂ）は、多数の実験に基づいて、そ
の関係を整理したものである。なお、このフランジ幅厚
比Ｒｆ及びウエブ幅厚比Ｒｗは次式の通り定義される。When designing a high-strength bumper R / F,
The key is how to increase the buckling efficiency k (maximum k = 1) in the compression flange portion or the web portion (the web is subjected to tension and compression by bending). The buckling efficiency k can be expressed as a function of the flange width-thickness ratio Rf in the plate element of the compression flange portion, and as a function of the web width-thickness ratio Rw in the plate element of the web portion subjected to compression and bending. FIGS. 5A and 5B summarize the relationship based on a number of experiments. The flange width thickness ratio Rf and the web width thickness ratio Rw are defined by the following equations.
【数１】 ここで、ｂ；フランジ幅、ＴＦ１；圧縮フランジ厚、
ｈ；ウエブ幅、Ｔｗ；ウエブ厚（以上、図６参照）、
ν；ポアソン比、σｙ；降伏応力、Ｅ；縦弾性係数であ
る。(Equation 1) Here, b: flange width, TF1: compression flange thickness,
h: web width, Tw: web thickness (see FIG. 6)
ν: Poisson's ratio, σy: yield stress, E: longitudinal elastic modulus.
【０００８】幅厚比Ｒｆ、Ｒｗは座屈限度の程度を表す
パラメータであり、これが小さいほど座屈効率ｋ（フラ
ンジ）、座屈効率ｋ（ウエブ）が大きくなり、その面は
座屈しにくいことになる。日型、目型、田型断面のよう
に圧縮フランジ面が中リブによって区切られると、図６
（ｂ）に例示するように、その区切られた個々の圧縮フ
ランジ面のフランジ幅ｂが小さくなり、幅厚比Ｒｆが小
さくなるため、座屈効率ｋ（フランジ）を大きくする方
向に働くことになる。一方、口型断面のように中リブが
ないものは、幅厚比Ｒｆがそれほど小さくならず、座屈
効率ｋ（フランジ）を大きくしにくい。The width-to-thickness ratios Rf and Rw are parameters representing the degree of the buckling limit. The smaller the ratio, the higher the buckling efficiency k (flange) and the buckling efficiency k (web), and the surface is less likely to buckle. become. As shown in FIG. 6, when the compression flange surface is separated by a middle rib as in the case of a Japanese, eye, or rice cross section.
As illustrated in (b), since the flange width b of each divided compression flange surface is reduced and the width-thickness ratio Rf is reduced, the buckling efficiency k (flange) is increased. Become. On the other hand, when there is no middle rib like a mouth-shaped cross section, the width-to-thickness ratio Rf is not so small, and it is difficult to increase the buckling efficiency k (flange).
【０００９】バンパーＲ／Ｆ全体としては、フランジの
座屈効率ｋ（フランジ）とウエブの座屈効率ｋ（ウエ
ブ）が大きいほど高強度になる。従って、各種断面のバ
ンパーＲ／Ｆにおいて、バンパーＲ／Ｆ全体の曲げ強度
を大きくするのに、次の２つの方法がある。一つは、圧
縮フランジの板厚ＴＦ１を厚肉化してフランジ幅厚比Ｒ
ｆを小さくすることである。これは結果的に、前記特開
平８−９９５９１号公報にみられた従来のバンパーＲ／
Ｆの特徴と一致する。しかし、これは日型、目型断面の
ように中リブのある断面では有効であるが、口型断面の
ように中リブのない断面の場合、フランジ幅ｂに比べて
フランジ板厚ＴＦ１が小さい（ｂ／ＴＦ１が大きい）た
め、フランジ幅厚比Ｒｆを小さくする効果に乏しく、無
理にＴＦ１を大きくして高強度化をはかろうとすると、
バンパーＲ／Ｆ全体が重くなるという問題がある。The overall strength of the bumper R / F increases as the buckling efficiency k (flange) of the flange and the buckling efficiency k (web) of the web increase. Therefore, in the bumper R / F having various cross sections, there are the following two methods for increasing the bending strength of the entire bumper R / F. One is to increase the thickness TF1 of the compression flange and increase the flange width to thickness ratio R
It is to reduce f. As a result, the conventional bumper R / R as disclosed in Japanese Patent Application Laid-Open No.
It matches the characteristics of F. However, this is effective in a section having a middle rib such as a Japanese-shaped or eye-shaped section, but in a section without a middle rib such as a mouth-shaped section, the flange plate thickness TF1 is smaller than the flange width b. (B / TF1 is large), the effect of reducing the flange width / thickness ratio Rf is poor, and if the TF1 is forcibly increased to increase the strength,
There is a problem that the entire bumper R / F becomes heavy.
【００１０】[0010]
【課題を解決するための手段】もう一つの方法として考
えられるのは、ウエブ部の板厚Ｔｗを厚肉化しウエブ幅
厚比Ｒｗを小さくすることによって、座屈効率ｋ（ウエ
ブ）を１に近づけようとするものである。これは、特に
口型断面のように、圧縮フランジ厚ＴＦ１を大きくして
フランジ幅厚比Ｒｆを小さくするのが困難なものに効果
が大きいと考えられる。一方、バンパーＲ／Ｆが曲げを
受けたとき、形材のウエブ部全体に圧縮力を受けるので
はなく、図７に示すように、曲げ中立軸（必ずしもＲ／
Ｆの中心線とは一致しないが、ほぼ一致すると考える）
を境として、ウエブの半分の領域のみに圧縮力を受け
る。従って、圧縮フランジ側のみを厚肉にすれば、強度
を確保しつつウエブ部分全体を厚肉化するよりも効率的
にＲ／Ｆを軽量化することができるはずである。また、
ウエブの圧縮率は断面に対して一様ではなく、圧縮フラ
ンジ側に近づくほど大きくなっているため、厚肉化部分
をテーパ状にすれば高強度化を達成しつつ、さらに効率
よく軽量化できるはずである。As another method, it is considered that the buckling efficiency k (web) is reduced to 1 by increasing the thickness Tw of the web portion and decreasing the web width-thickness ratio Rw. Try to get closer. This is considered to be particularly effective for the case where it is difficult to increase the compression flange thickness TF1 and reduce the flange width thickness ratio Rf, such as a mouth-shaped cross section. On the other hand, when the bumper R / F is subjected to bending, it does not receive a compressive force on the entire web portion of the profile, but as shown in FIG.
It does not coincide with the center line of F, but it is considered to be almost coincident.)
, Only half of the web receives compressive force. Therefore, if only the compression flange side is made thicker, the R / F should be able to be more efficiently reduced in weight than the whole web portion is made thicker while ensuring strength. Also,
Since the compression ratio of the web is not uniform with respect to the cross section, and increases as it approaches the compression flange side, a tapered tapered portion achieves higher strength and more efficient weight reduction. Should be.
【００１１】本発明は、以上の考察をもとに、フランジ
及びウエブからなる中空構造を有する自動車用バンパー
Ｒ／Ｆ全体の曲げ強度と軽量化を両立できる断面形状と
して、得られたものである。The present invention has been made based on the above considerations as a cross-sectional shape capable of achieving both the bending strength and the weight reduction of the entire automobile bumper R / F having a hollow structure composed of a flange and a web. .
【００１２】すなわち、本発明は、フランジ及びウエブ
からなる中空構造を有する自動車用バンパーＲ／Ｆにお
いて、ウエブの曲げ中立軸より圧縮フランジ側の肉厚を
引張フランジ側の肉厚より厚肉としたことを特徴とす
る。ここで、フランジは衝突面及びその反対側に向く面
のことを意味する。また、ウエブの中立軸ｎより圧縮フ
ランジ側、あるいは引張フランジ側、それぞれの肉厚は
一定である。また、本発明は、フランジ及びウエブから
なる中空構造を有する自動車用バンパーＲ／Ｆにおい
て、ウエブの曲げ中立軸より圧縮フランジ側の肉厚を引
張フランジ側の肉厚より厚肉とし、かつウエブの曲げ中
立軸より圧縮フランジ側の肉厚を圧縮フランジ側に行く
程厚肉になるようにテーパー状に板厚を変化させたこと
を特徴とする。前記と同じく、フランジは衝突面及びそ
の反対側に向く面のことを意味する。また、ウエブの中
立軸ｎより引張フランジ側の肉厚は一定である。That is, according to the present invention, in a bumper R / F for an automobile having a hollow structure composed of a flange and a web, the thickness of the web on the compression flange side from the bending neutral axis is made thicker than the thickness on the tension flange side. It is characterized by the following. Here, the flange means a surface facing the collision surface and the opposite side. The thickness of each of the compression flange side and the tension flange side from the neutral axis n of the web is constant. Further, the present invention provides an automotive bumper R / F having a hollow structure composed of a flange and a web, wherein the thickness of the web on the compression flange side from the bending neutral axis is greater than the thickness on the tension flange side, and It is characterized in that the plate thickness is changed in a tapered shape so that the thickness on the compression flange side from the bending neutral axis becomes thicker toward the compression flange side. As before, the flange means the impact surface and the surface facing away from it. The thickness of the web on the tension flange side with respect to the neutral axis n is constant.
【００１３】[0013]
【発明の実施の形態】本発明に係る中空構造は、典型的
には、フランジが衝突方向に垂直な面、ウエブが平行な
面であり、外形が矩形断面をなす。まず、図１に例示し
た断面を参照してより具体的に説明すると、（ａ）は口
型断面の例であり、ウエブの中立軸ｎより圧縮フランジ
側の肉厚が引張フランジ側の肉厚より厚肉とされてい
る。（ｂ）は日型断面の例であり、外ウエブの中立軸ｎ
より圧縮フランジ側の肉厚が引張フランジ側の肉厚より
厚肉とされたもの、（ｃ）は中ウエブの中立軸ｎより圧
縮フランジ側の肉厚が引張フランジ側の肉厚より厚肉と
されたものである。DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS In the hollow structure according to the present invention, typically, the flange has a surface perpendicular to the collision direction and the web has a parallel surface, and the outer shape has a rectangular cross section. First, a more specific description will be given with reference to the cross section illustrated in FIG. 1. FIG. 1A is an example of a mouth-shaped cross section, in which the thickness of the web on the compression flange side from the neutral axis n is the thickness on the tension flange side. It is said to be thicker. (B) is an example of a day-shaped cross section, and the neutral axis n of the outer web
The thickness of the compression flange side is made thicker than the thickness of the tension flange side, and (c) is that the thickness of the compression flange side from the neutral axis n of the middle web is thicker than the thickness of the tension flange side. It was done.
【００１４】そして、図２は本発明に係る中空構造の別
の具体例を示すもので、（ａ）は口型断面の例であり、
ウエブの中立軸ｎより圧縮フランジ側の肉厚が引張フラ
ンジ側の肉厚より厚肉とされ、かつ圧縮フランジ側に行
く程肉厚になるようにテーパー状に板厚が変化してい
る。（ｂ）は日型断面の例であり、外ウエブの中立軸ｎ
より圧縮フランジ側の肉厚が引張フランジ側の肉厚より
厚肉とされ、かつ圧縮フランジ側に行く程肉厚になるよ
うにテーパー状に板厚を変化させ、（ｃ）は外ウエブ、
中ウエブとも中立軸ｎより圧縮フランジ側の肉厚が引張
フランジ側の肉厚より厚肉とされ、かつ圧縮フランジ側
に行く程厚肉になるようにテーパー状に板厚を変化させ
たものである。図２の例ではテーパー状に厚肉にするた
め、図１の例に比べ、少ない重量アップ分で圧縮フラン
ジとの接続部の肉厚を厚くすることができ（実施例参
照）、そのため圧縮フランジ面の拘束が大きくなり、よ
り高強度のバンパーＲ／Ｆを得ることができる。FIG. 2 shows another specific example of the hollow structure according to the present invention, wherein FIG.
The thickness of the web on the compression flange side with respect to the neutral axis n is greater than the thickness on the tension flange side, and the thickness of the web changes in a tapered manner so that the thickness increases toward the compression flange side. (B) is an example of a day-shaped cross section, and the neutral axis n of the outer web
The thickness on the compression flange side is made thicker than the thickness on the tension flange side, and the thickness is changed in a tapered shape so as to become thicker toward the compression flange side.
In the middle web, the thickness on the compression flange side from the neutral axis n is made thicker than the thickness on the tension flange side, and the thickness is changed in a tapered shape so that the thickness becomes thicker toward the compression flange side. is there. In the example of FIG. 2, since the thickness is increased in a tapered shape, the thickness of the connection portion with the compression flange can be increased with a small increase in weight as compared with the example of FIG. 1 (see the embodiment). The surface constraint is increased, and a higher strength bumper R / F can be obtained.
【００１５】本発明に係るバンパーＲ／Ｆではウエブの
一部を厚肉化するので、素材としては、鋼板のプレス成
形品よりアルミ押出形材が適している。なお、先に挙げ
た特開平８−９９５９１号公報には、中ウエブの肉厚を
圧縮フランジ側に向かって次第に厚肉にしたバンパーＲ
／Ｆが記載されているが、本発明では、前記の考察に基
づき、曲げ中立軸より圧縮フランジ側のみテーパー状に
厚肉にしたため、同じ強度アップをより少ない重量で実
現できる利点がある。In the bumper R / F according to the present invention, since a part of the web is thickened, an extruded aluminum material is more suitable as a material than a pressed steel plate. Japanese Patent Application Laid-Open No. Hei 8-99591 discloses a bumper R in which the thickness of the middle web is gradually increased toward the compression flange.
Although / F is described, in the present invention, based on the above consideration, the thickness is increased in a tapered shape only on the compression flange side from the bending neutral axis, so that there is an advantage that the same increase in strength can be realized with a smaller weight.
【００１６】[0016]
【実施例】次に、実施例及び比較例として、図８（ａ）
〜（ｃ）に示す口型断面のアルミ押出形材を用い、図９
（ａ）に示す３点曲げ試験を行って、同図（ｂ）に示す
ような荷重−たわみ量の関係を測定し、曲げ強度Ｍｃｒ
を求め、また、重量当りの曲げ強度（Ｍｃｒ／Ａ）を求
めた。これらの結果を表１に示す。なお、曲げ強度Ｍｃ
ｒは次式で定義される。 Ｍｃｒ＝Ｐｍａｘ・Ｌ／４ Ｐｍａｘ；最大荷重 Ｌ；スパンNext, as an example and a comparative example, FIG.
9A to 9C by using an extruded aluminum section having a mouth-shaped cross section shown in FIG.
A three-point bending test shown in (a) is performed to measure a load-deflection relationship as shown in FIG.
And the bending strength per weight (Mcr / A) was determined. Table 1 shows the results. The bending strength Mc
r is defined by the following equation. Mcr = Pmax · L / 4 Pmax; maximum load L; span
【００１７】[0017]
【表１】 [Table 1]
【００１８】表１に示すように、通常の口型断面のバン
パーＲ／Ｆである図８（ａ）よりもウエブの一部を厚肉
化した図８（ｂ）、図８（ｃ）の方が曲げ強度Ｍｃｒが
大きく、重量当たりの曲げ強度Ｍｃｒ／Ａも大きく、軽
量化効果が大きいことが分かる。特に厚肉化した部分を
テーパー状に形成した（最大厚２．２ｍｍ）図８（ｃ）
の軽量化効果が大きい。As shown in Table 1, a part of the web is made thicker than those of FIG. 8A, which is a bumper R / F having a normal mouth-shaped cross section, as shown in FIGS. 8B and 8C. It can be seen that the bending strength Mcr is higher, the bending strength per weight Mcr / A is higher, and the weight reduction effect is greater. Particularly, the thickened portion is formed in a tapered shape (maximum thickness of 2.2 mm). FIG.
The effect of weight reduction is great.
【００１９】[0019]
【発明の効果】本発明によれば、ウエブの一部を厚肉化
することでバンパーＲ／Ｆの曲げ強度を大きな重量増な
しに高めることができる。According to the present invention, it is possible to increase the bending strength of the bumper R / F without increasing the weight by increasing the thickness of a part of the web.
【図１】 本発明に係るバンパーＲ／Ｆの断面形状の例
である。FIG. 1 is an example of a cross-sectional shape of a bumper R / F according to the present invention.
【図２】 本発明に係るバンパーＲ／Ｆの断面形状の例
である。FIG. 2 is an example of a cross-sectional shape of a bumper R / F according to the present invention.
【図３】 軽衝突試験（ペンデュラム試験）の模式図で
ある。FIG. 3 is a schematic diagram of a light collision test (pendulum test).
【図４】 従来の矩形断面のアルミ押出形材製バンパー
Ｒ／Ｆの例である。FIG. 4 is an example of a conventional bumper R / F made of extruded aluminum having a rectangular cross section.
【図５】 フランジ幅厚比Ｒｆと座屈効率ｋの関係図
（ａ）及びウエブ幅厚比Ｒｗと座屈効率ｋの関係図
（ｂ）である。FIG. 5 is a diagram (a) showing the relationship between the flange width thickness ratio Rf and the buckling efficiency k and the diagram showing the relationship between the web width thickness ratio Rw and the buckling efficiency k (b).
【図６】 フランジ幅厚比Ｒｆとウエブ幅厚比Ｒｗの定
義に用いた記号の意味を説明する図である。FIG. 6 is a diagram illustrating the meaning of symbols used for defining the flange width thickness ratio Rf and the web width thickness ratio Rw.
【図７】 曲げ荷重Ｐがかかったときのウエブ面の応力
状態を説明する図である。FIG. 7 is a diagram illustrating a stress state of a web surface when a bending load P is applied.
【図８】 実施例に用いたアルミ押出形材の断面の図で
ある。FIG. 8 is a cross-sectional view of an extruded aluminum material used in Examples.
【図９】 実施例の３点曲げ試験を説明する図である。FIG. 9 is a diagram illustrating a three-point bending test of an example.
Claims (3)
有する自動車用バンパーリーンフォースメントにおい
て、ウエブの曲げ中立軸より圧縮フランジ側の肉厚を引
張フランジ側の肉厚より厚肉としたことを特徴とする自
動車用バンパーリーンフォースメント。1. A bumper reinforcement for an automobile having a hollow structure comprising a flange and a web, wherein a thickness of a web on a compression flange side from a bending neutral axis is thicker than a thickness on a tension flange side. Automotive bumper reinforcement.
中空構造を有する自動車用バンパーリーンフォースメン
トにおいて、ウエブの曲げ中立軸より圧縮フランジ側の
肉厚を引張フランジ側の肉厚より厚肉とし、かつウエブ
の曲げ中立軸より圧縮フランジ側の肉厚を圧縮フランジ
側に行く程厚肉になるようにテーパー状に板厚を変化さ
せたことを特徴とする自動車用バンパーリーンフォース
メント。2. A bumper reinforcement for a vehicle having a hollow structure having a rectangular cross section composed of a flange and a web, wherein a thickness of a web on a compression flange side from a bending neutral axis is thicker than a thickness on a tension flange side, and A bumper reinforcement for an automobile, characterized in that the thickness of the bumper is changed in a tapered shape so that the thickness on the compression flange side from the neutral bending axis of the web increases toward the compression flange side.
る請求項１又は２に記載の自動車用バンパーリーンフォ
ースメント。3. The bumper reinforcement for an automobile according to claim 1, wherein the bumper reinforcement is made of an extruded aluminum material.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP23330897A JP4165914B2 (en) | 1997-08-13 | 1997-08-13 | Automotive bumper reinforcement |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP23330897A JP4165914B2 (en) | 1997-08-13 | 1997-08-13 | Automotive bumper reinforcement |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPH1159296A true JPH1159296A (en) | 1999-03-02 |
| JP4165914B2 JP4165914B2 (en) | 2008-10-15 |
Family
ID=16953095
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP23330897A Expired - Lifetime JP4165914B2 (en) | 1997-08-13 | 1997-08-13 | Automotive bumper reinforcement |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP4165914B2 (en) |
Cited By (16)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| EP1052150A1 (en) * | 1999-05-14 | 2000-11-15 | Fuji Jukogyo Kabushiki Kaisha | A bumper beam for a vehicle |
| JP2005212587A (en) * | 2004-01-29 | 2005-08-11 | Toyota Motor Corp | Bumper reinforcement |
| DE10150624B4 (en) * | 2001-10-12 | 2005-08-11 | Suspa Holding Gmbh | Protective device for motor vehicles |
| JP2008132937A (en) * | 2006-11-29 | 2008-06-12 | Tokai Rubber Ind Ltd | Shock absorbing member for automobile |
| DE10239919B4 (en) * | 2002-08-02 | 2009-04-09 | Suspa Holding Gmbh | Protective device for a motor vehicle |
| JP2009101848A (en) * | 2007-10-23 | 2009-05-14 | Kobe Steel Ltd | Vehicular underrun protector |
| WO2009107670A1 (en) | 2008-02-27 | 2009-09-03 | 株式会社神戸製鋼所 | Bumper beam |
| WO2010013713A1 (en) * | 2008-07-30 | 2010-02-04 | 株式会社神戸製鋼所 | Bending strength member and bumper reinforcement having same |
| WO2010113894A1 (en) * | 2009-03-30 | 2010-10-07 | 株式会社神戸製鋼所 | Vehicle bumper beam |
| WO2010131722A1 (en) | 2009-05-14 | 2010-11-18 | 株式会社神戸製鋼所 | Bumper structure |
| WO2011125223A1 (en) | 2010-04-09 | 2011-10-13 | トヨタ自動車株式会社 | Bumper reinforcement structure |
| US20120126553A1 (en) * | 2010-11-10 | 2012-05-24 | GM Global Technology Operations LLC | Bumper cross member for a motor vehicle, reinforcement component for a bumper cross member and method for producing a bumper cross member |
| WO2012081176A1 (en) * | 2010-12-15 | 2012-06-21 | Ｕｄトラックス株式会社 | Under-run protector for vehicle |
| KR20150095457A (en) * | 2014-02-13 | 2015-08-21 | 엘지전자 주식회사 | A front side member of a vehicle |
| JP2017226266A (en) * | 2016-06-21 | 2017-12-28 | 三菱アルミニウム株式会社 | Exterior beam for vehicle |
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| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| EP1052150A1 (en) * | 1999-05-14 | 2000-11-15 | Fuji Jukogyo Kabushiki Kaisha | A bumper beam for a vehicle |
| DE10150624B4 (en) * | 2001-10-12 | 2005-08-11 | Suspa Holding Gmbh | Protective device for motor vehicles |
| DE10239919B4 (en) * | 2002-08-02 | 2009-04-09 | Suspa Holding Gmbh | Protective device for a motor vehicle |
| JP2005212587A (en) * | 2004-01-29 | 2005-08-11 | Toyota Motor Corp | Bumper reinforcement |
| JP2008132937A (en) * | 2006-11-29 | 2008-06-12 | Tokai Rubber Ind Ltd | Shock absorbing member for automobile |
| JP2009101848A (en) * | 2007-10-23 | 2009-05-14 | Kobe Steel Ltd | Vehicular underrun protector |
| US8668234B2 (en) | 2008-02-27 | 2014-03-11 | Kobe Steel, Ltd. | Bumper beam |
| WO2009107670A1 (en) | 2008-02-27 | 2009-09-03 | 株式会社神戸製鋼所 | Bumper beam |
| JP2010116136A (en) * | 2008-07-30 | 2010-05-27 | Kobe Steel Ltd | Bending strength member and bumper reinforcement |
| JP4542602B2 (en) * | 2008-07-30 | 2010-09-15 | 株式会社神戸製鋼所 | Bending strength member and bumper reinforcement |
| WO2010013713A1 (en) * | 2008-07-30 | 2010-02-04 | 株式会社神戸製鋼所 | Bending strength member and bumper reinforcement having same |
| WO2010113894A1 (en) * | 2009-03-30 | 2010-10-07 | 株式会社神戸製鋼所 | Vehicle bumper beam |
| JP2010228685A (en) * | 2009-03-30 | 2010-10-14 | Kobe Steel Ltd | Bumper beam for vehicle |
| WO2010131722A1 (en) | 2009-05-14 | 2010-11-18 | 株式会社神戸製鋼所 | Bumper structure |
| US8562041B2 (en) | 2009-05-14 | 2013-10-22 | Kobe Steel, Ltd. | Bumper structure |
| WO2011125223A1 (en) | 2010-04-09 | 2011-10-13 | トヨタ自動車株式会社 | Bumper reinforcement structure |
| US8967687B2 (en) | 2010-04-09 | 2015-03-03 | Toyota Jidosha Kabushiki Kaisha | Bumper reinforcement structure |
| US20120126553A1 (en) * | 2010-11-10 | 2012-05-24 | GM Global Technology Operations LLC | Bumper cross member for a motor vehicle, reinforcement component for a bumper cross member and method for producing a bumper cross member |
| WO2012081176A1 (en) * | 2010-12-15 | 2012-06-21 | Ｕｄトラックス株式会社 | Under-run protector for vehicle |
| EP2653351A4 (en) * | 2010-12-15 | 2014-04-23 | Ud Trucks Corp | Under-run protector for vehicle |
| EP2653351A1 (en) * | 2010-12-15 | 2013-10-23 | UD Trucks Corporation | Under-run protector for vehicle |
| JP5795332B2 (en) * | 2010-12-15 | 2015-10-14 | Ｕｄトラックス株式会社 | Vehicle underrun protector |
| KR20150095457A (en) * | 2014-02-13 | 2015-08-21 | 엘지전자 주식회사 | A front side member of a vehicle |
| JP2017226266A (en) * | 2016-06-21 | 2017-12-28 | 三菱アルミニウム株式会社 | Exterior beam for vehicle |
| US10179558B2 (en) | 2016-09-16 | 2019-01-15 | Aisin Seiki Kabushiki Kaisha | Automotive bumper reinforcement |
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