• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    Improved Design Flexibility for Shock Placement: In a front bumper (10), a bracket (60) is disposed between a bumper reinforcement (20) and a damper (40). A rib (66) is formed at the support (60), and an abutment face (68) of the rib (66) is capable of abutting against a pressure tube (52) at the rear side of the pressure tube (52). The structure is such that, during a collision between the vehicle (V) and a colliding body, the pressure tube (52) pushes the abutment face (68) of the support (60) provided separately from the bumper reinforcement. shocks (20). This allows the position of the position in the up-down direction of the damper (40) to not be limited due to the vertical position of the bumper reinforcement (20). In addition, the thickness dimension (T2) of the damper (40) can be adjusted by appropriately fixing the thickness in the front-rear direction of the main body (62) of the support (60).
    公开号:FR3023518A1
    申请号:FR1555184
    申请日:2015-06-08
    公开日:2016-01-15
    发明作者:Yasushi Nagaoka
    申请人:Toyota Motor Corp；
    IPC主号:
    专利说明:

    [0001] The present invention relates to a vehicle bumper structure including a collision detection sensor with a pedestrian. In a vehicle bumper structure including a pedestrian collision detection sensor disclosed in International Application (WO) No. 2012/113362, a damper is disposed adjacent to a forward side of the vehicle of a reinforcement bumper. An open groove toward the rear side of the vehicle is formed at the damper, and a pressure tube is installed (mounted) within the groove. When the pressure tube deforms during a collision between the vehicle and a body with which it collides, pressure sensors are arranged at the two end portions in the direction of the length of the pressure tube. signals depending on a pressure variation in the pressure tube, and an electronic control unit (ECU) determines whether the body colliding with the vehicle is a pedestrian or not. Note that Japanese Pre-Examination Patent Application (PA) No. 2007-216804 and JP-A No. 2007-118830 also describe vehicle bumper structures designed with a pedestrian collision detection sensor.
    [0002] However, as described below, there is a problem with the above vehicle bumper structures including collision detection sensors with a pedestrian. Namely, in the above vehicle bumper structures, the structure is such that the pressure tube is compressed by the damper against the bumper reinforcement, and the pressure tube deforms during a collision between the vehicle and a body with which it collides. Therefore the position of the damper (of the pressure tube) in the up-down direction of the vehicle is determined according to the vertical position of the bumper reinforcement. In addition, the thickness dimension of the shock absorber in the front-rear direction of the vehicle is determined according to the distance between the bumper reinforcement and a bumper cover. Namely, the placement of the damper in the vehicle is limited by factors such as the position of the bumper reinforcement, so that the design flexibility to place the damper is sometimes reduced.
    [0003] In view of the above conditions, an object of the present invention is to provide a vehicle bumper structure including a pedestrian collision detection sensor capable of improving the design flexibility for placement of a vehicle. damper. A vehicle bumper structure according to a first aspect of the present invention comprises: a bumper reinforcement which is disposed with the direction of its length oriented in a width direction of the vehicle at an end section in a forward-to-back direction of the vehicle; a damper which is disposed outside the bumper reinforcement in the front-rear direction of the vehicle, and which is formed with an inwardly-open groove in the front-rear direction of the vehicle; a pedestrian collision detection sensor which is configured including a pressure tube extending in the width direction of the vehicle and which is held in the groove, and which emits a signal as a function of a pressure variation in the pressure tube; and a support which is disposed between the bumper reinforcement and the damper, and which is shaped with a stop portion capable of abutting against the pressure tube inwardly of the pressure tube in the direction front to back of the vehicle. In the vehicle bumper structure according to the first aspect, the bumper reinforcement is disposed with the direction of its length along the direction of the width of the vehicle at an end section in the forward direction. rear of the vehicle.
    [0004] The damper is disposed outside the bumper reinforcement in the front-rear direction of the vehicle (the front side of the vehicle when the bumper reinforcement is disposed at a front section of the vehicle, and the rear side of the vehicle when the bumper reinforcement is disposed at a rear section of the vehicle). The damper is formed with an inwardly open groove in the front-to-rear direction of the vehicle, and the pedestrian collision detection sensor pressure tube is held in the groove. The support is arranged between the bumper reinforcement and the damper. The carrier is shaped with a stop portion, and the abutment portion is constructed to be capable of abutting against the pressure tube inwardly relative to the pressure tube in the front-rear direction of the vehicle. Thus, the pressure tube is pushed by the damper against the abutment portion of the support, and the pressure tube deforms during a collision between the vehicle and a body with which it collides. A signal corresponding to the pressure variation in the pressure tube is thus emitted by the collision detection sensor with a pedestrian. Thus, according to the first aspect, the structure is such that the pressure tube compresses the abutment portion of the support disposed between the bumper reinforcement and the damper during a collision between the vehicle and a body with which it enters. collision. This allows the position of the bumper reinforcement in the up-down direction of the vehicle does not limit the determination of the position of the damper in the up-down direction of the vehicle. In addition, for example, the thickness dimension of the damper in the front-rear direction of the vehicle can be adjusted by appropriately determining the size of the carrier in the front-rear direction of the vehicle. This improves the design flexibility to determine the position of the damper in the up-down direction of the vehicle and the thickness dimension of the damper in the front-rear direction of the vehicle. A vehicle bumper structure according to a second aspect of the present invention is like that of the first aspect, wherein the carrier includes a projecting portion that projects outwardly from the carrier in the front-rear direction of the vehicle and which is inserted into the groove, and the abutment portion is formed at an outer end of the protruding portion in the front-to-rear direction of the vehicle. According to the second aspect, the depth of the groove can be made larger than in a hypothetical case in which the projecting part would not exist on the support. This makes it possible to set the length in the front-rear direction of the vehicle to a higher value, namely, the amount of compression (the amount of deformation) in the front-to-rear direction of the vehicle, a portion of the upper-side of the vehicle, vehicle and a part of the lower side of the vehicle, the damper relative to the groove. The part of the upper side of the vehicle and the lower part of the vehicle of the shock absorber are therefore compressed and crushed (undergo compression deformation) as desired with respect to the groove during a collision between the vehicle and a body with which it collides, thus allowing the pressure tube to deform as desired. This makes it possible to stabilize the signal emitted by the collision detection sensor with a pedestrian. In addition, the compressive deformation of the damper and the force required to deform the pressure tube may be appropriately adjusted by suitably adjusting the depth of the groove and the protrusion length of the protruding portion. This makes it easy to adjust the signal emitted by the collision detection sensor with a pedestrian. A vehicle bumper structure according to a third aspect of the present invention is like that of the first aspect, wherein an outwardly open recessed portion in the front-rear direction of the vehicle is formed at the carrier, a upper and lower pair of claws is formed at the inner portion of the damper in the front-rear direction of the vehicle so as to protrude from the damper inwardly in the front-to-rear direction of the vehicle and it is the groove. The pair of upper and lower claws is disposed within the recessed portion, and a portion of a bottom face of the recessed portion constitutes the abutment portion.
    [0005] According to the third aspect, the pair of upper and lower claws is formed at the inner portion of the damper in the front-rear direction of the vehicle. The claws protrude from the damper inward in the front-to-rear direction of the vehicle and define the groove. That is, the claws are disposed respectively at the upper side of the vehicle and the lower side of the vehicle of the pressure tube, and the pressure tube is held by the upper and lower pair of claws. In addition, the recessed portion open outward in the front-rear direction of the vehicle is formed at the support. The pair of upper and lower claws is disposed within the recessed portion, and a portion of the bottom face of the recessed portion constitutes the abutment portion. The pair of upper and lower claws and the pressure tube are pushed by the bottom face of the recessed portion and deform, inwardly in the front-rear direction of the vehicle, due to the effort that is applied to the shock absorber during a collision between the vehicle and a body with which it collides. Thus, the force required to deform the claws and the pressure tube can be adjusted appropriately, by appropriately adjusting the depth dimension of the recessed portion and the projection height of the claws. This makes it easy to adjust the collision sensor output with a pedestrian. A vehicle bumper structure according to a fourth aspect of the present invention is like that of any one of the first to third aspects, wherein the distance from the outer face of the bumper reinforcement to the abutment portion in the front-to-rear direction of the vehicle is fixed so as to be smaller in the vicinity of the two sides than in the vicinity of the central part of the bumper reinforcement in the direction of the width of the vehicle. The fourth aspect provides a detection accuracy of the collision detection sensor with a uniform pedestrian across the width of the vehicle. Namely, the space between a vehicle bumper cover and the bumper reinforcement generally shrinks towards both sides in the direction of the width of the vehicle. Therefore, the thickness dimension of the damper in the front-to-rear direction of the vehicle is set to become smaller by going to both sides in the direction of the width of the vehicle. The distance in the front-rear direction of the vehicle from the outer face of the bumper reinforcement to the abutment portion of the carrier is set smaller in the vicinity of both sides of the bumper reinforcement than in the vicinity of the bumper reinforcement. central part in the direction of the width of the vehicle. The depth of the groove can in this way be fixed so that the thickness dimension in the front-rear direction of the vehicle between the outer face of the damper and the bottom face of the groove is uniform in the width direction. of the vehicle.
    [0006] This makes it possible to smooth the width of the vehicle the effort required to deform the damper and to deform the pressure tube of the damper. This provides a detection accuracy of the collision detection sensor with a pedestrian uniform across the width of the vehicle.
    [0007] A vehicle bumper structure according to a fifth aspect of the present invention is like that of the second aspect, wherein the upper portion of the abutting portion of the protruding portion is formed into a planar shape in a side view. of the vehicle, the lower part of the abutment portion has a curved face, the curved face is shaped substantially like a quarter circle of a circle concentric with the outer peripheral face of the pressure tube in the cross-sectional side view of the vehicle, and the curved face meets the upper part of the abutment portion. According to the fifth aspect, the lower portion of the abutment portion of the protruding portion has the curved face, and the curved face is shaped substantially as a quadrant of a circle concentric with the outer peripheral face of the pressure tube in the side view in section of the vehicle. This makes it possible to eliminate the relative displacement of the pressure tube towards the lower side with respect to the protruding part and also allows the pressure tube to deform as desired, when the pressure tube deforms during a collision between the vehicle and a vehicle. body with which it collides. A vehicle bumper structure according to a sixth aspect of the present invention is like that of the first aspect, wherein the groove of the damper is shaped into an open arc shape at a portion of a circle concentric with the pressure tube in a cross-sectional side view of the vehicle, and an end face of the carrier is disposed adjacent to the pressure tube therein in the front-rear direction of the vehicle relative to the pressure tube and a portion of the end face of the support facing the pressure tube constitutes the abutment portion. According to the sixth aspect, the structure is such that the pressure tube pushes the abutment portion of the end face of the support disposed between the bumper reinforcement and the damper during a collision between the vehicle and a body with which he collides. This allows the position of the bumper reinforcement in the up-down direction of the vehicle does not limit the determination of the position of the damper in the up-down direction of the vehicle. A vehicle bumper structure according to a seventh aspect of the present invention is like that of any one of the first to sixth aspects, wherein the distance from the bottom face of the damper groove to the face The exterior of the shock absorber in the front-rear direction of the vehicle is determined to be uniform over the entire length of the damper.
    [0008] According to the seventh aspect, the distance from the bottom face of the damper groove to the outer face of the damper in the front-to-rear direction of the vehicle is fixed so as to be uniform along the length direction of the shock absorber. This makes it possible to make the force necessary to deform the pressure tube uniform over the entire length of the damper. It is thus easy to obtain a detection accuracy of the uniform pedestrian collision detection sensor over the width of the vehicle. The vehicle bumper structure according to the first aspect improves the design flexibility for the placement of the damper. The vehicle bumper structure according to the second aspect stabilizes the output of the collision detection sensor with a pedestrian, and makes it possible to easily adjust the signal emitted by the collision detection sensor with a pedestrian.
    [0009] The vehicle bumper structure according to the third aspect makes it possible to easily adjust the signal emitted by the collision detection sensor with a pedestrian. The vehicle bumper structure according to the fourth aspect provides detection accuracy of the collision detection sensor with a pedestrian uniform across the width of the vehicle. The vehicle bumper structure according to the fifth aspect makes it possible to stabilize the signal emitted by the collision detection sensor with a pedestrian. 302 3 5 1 8 8 The vehicle bumper structure according to the sixth aspect improves the design flexibility for the placement of the damper. The vehicle bumper structure according to the seventh aspect 5 provides a detection accuracy of the collision detection sensor with a pedestrian uniform across the width of the vehicle. The invention will be well understood and its advantages will be better understood on reading the detailed description which follows. The description refers to the following drawings, which are given as examples, and in which: FIG. 1 is a sectional side view showing the vicinity of the center of a front bumper in the direction the width of the vehicle to which a vehicle bumper structure is applied including a pedestrian collision detection sensor according to an exemplary embodiment viewed from the left side of the vehicle (an enlarged sectional view according to the line 1-1 of Figure 2); Figure 2 is a partially cutaway plan view showing the entire front bumper shown in Figure 1; Fig. 3 is an enlarged view in partial section showing a state in which the pressure tube is held in a groove shown in Fig. 1 (an enlarged view of part A of Fig. 1); Fig. 4A is a sectional side view showing an example of a variation of the form of the damper and support shown in Fig. 1; and FIG. 4B is a cross-sectional side view showing another example of a variation of the form of the damper and support shown in FIG. 1. Referring to the drawings, an explanation will be given for a guard vehicle front bumper V to which is applied a vehicle bumper structure S including a pedestrian collision detection sensor 50 according to an exemplary embodiment. In the drawings, the arrow FR indicates the front side of the vehicle, the arrow LH indicates the left side of the vehicle (one side in the direction of the width of the vehicle), and the arrow UP indicates the top side of the vehicle, as appropriate . Unless otherwise stated, the 302 3 5 1 8 9 reference below to the forward-to-back, up-down and left-right directions means front-to-back in the vehicle's front-to-back direction, up-down in the up-down direction of the vehicle, and left and right of the vehicle (facing forward). As shown in FIGS. 1 and 2, the front bumper 10 is disposed at the front end section of the vehicle V. Thus, in the present exemplary embodiment, "front side" refers to " the exterior in the front-to-rear direction of the vehicle of the present invention, and the "rear side" refers to "the interior in the front-rear direction of the vehicle" of the present invention. The front bumper 10 is constituted by including a bumper cover 12 constituting the front end of the vehicle V, a bumper reinforcement 20 forming a bumper frame element, and a damper 40 disposed between the bumper cover 12 and the bumper reinforcement 20. The front bumper 15 includes the pedestrian collision detection sensor 50 for detecting a collision between the vehicle V and a body with which it enters. in collision. The front bumper 10 also includes a support 60 for attaching the damper 40. An explanation will now be given of the configuration of each of the above items. Bumper Cover 12 As shown in FIG. 2, the bumper cover 12 is made of resin. The bumper cover 12 extends in the direction of the width of the vehicle, and is supported by being attached to the vehicle body at a section not shown in the drawings. The two side sections 14 in the vehicle width direction of the bumper cover 12 are inclined toward the rear side of the vehicle outwardly in the width direction of the vehicle in plan view, constituting vehicle corner sections V. Bumper reinforcement 20 30 The bumper reinforcement 20 is shaped like a hollow form with a substantially straight prism, and is disposed with its length direction along the direction of the width of the vehicle. . The bumper reinforcement 20 is made of, for example, an aluminum-based metal material, and is manufactured by a process such as extrusion forming. As shown in FIG. 1, plate-like reinforcing portions 28 are provided within the bumper reinforcement 20. The reinforcing portions 28 are disposed with their thickness direction. plates in the up-down direction, and are connected with a front wall 22 and a rear wall 24 of the bumper reinforcement 20. The bumper reinforcement 20 constitutes a sectional structure in which a plurality of closed cross-sections of substantially rectangular shape (three in the present exemplary embodiment) are aligned in the up-down direction. That is, in the present exemplary embodiment, a pair of reinforcing portions 28 are disposed aligned in the up-down direction within the bumper reinforcement 20. The closed cross section disposed at the top the bumper reinforcement 20 is a top-end closed cross-section 30A, the closed cross-section disposed at the intermediate portion in the up-down direction of the bumper reinforcement 20 forms an intermediate closed cross-section 30B, and the closed cross-section disposed at the lower portion of the bumper reinforcement 20 is a lower-side closed cross section 30C. As shown in FIG. 2, two left and right front side members FS, constituting frame members of the vehicle body side, extend in the forward-to-back direction to the rear side of the bumper reinforcement. The two lateral parts at the ends in the vehicle width direction of the bumper reinforcement 20 are coupled to the front ends of the respective front side members FS. The two end portions in the vehicle width direction of the bumper reinforcement 20 protrude outwardly in the direction of the width of the vehicle relative to the front side members FS, and diagonally curl to the rear side corresponding to the lateral sections 14 in the width direction of the vehicle of the bumper cover 12. These curved parts constitute the curved parts 32. The shock absorber 40 As shown in FIG. 1, the damper 40 is arranged at the front side of the upper portion of the bumper reinforcement 20, more specifically, a portion constituting the upper side closed cross-section 30A, and is attached to the bumper reinforcement 20 by means of the bumper reinforcement 20; 1 8 11 through the support 60, described later. The damper 40 is made of an expanded resin material, namely a urethane foam or the like. As shown in FIG. 2, the damper 40 is shaped into an elongated shape with its direction of the length in the direction of the width of the vehicle so as to follow the bumper cover 12 in plan view, and the two side portions in the vehicle width direction of the damper 40 diagonally curve toward the rear side corresponding to the side sections 14 in the vehicle width direction of the bumper cover 12. More specifically, the damper 40 is constituted by including a damper main body 42 constituting the intermediate portion of the damper 40 in the width direction of the vehicle, and the damper side portions 44 constituting the two side portions of the damper 40; damper 40 in the direction of the width of the vehicle. The total thickness dimension T1 in the front-rear direction of the damper 40 is set smaller than the damper side portions 44 to the right of the main damper body 42. As shown in FIG. 1, the damper 40 is shaped in a substantially trapezoidal shape in sectional view, seen in the direction of its length. Specifically, a lower face of the damper 40 tilts toward the lower side toward the rear side, and the dimension in the up-down direction of the damper 40 is fixed so as to increase towards the side. back. As shown in FIG. 3, a groove 46 for holding a pressure tube 52, described later, is formed at the rear face 40A of the damper 40. The groove 46 runs the full length of the damper 40, and constitutes a substantially U-shaped open towards the rear side, in sectional side view. A bottom face 46A of the groove 46 is thus shaped into a substantially semicircular shape open towards the rear side, in cross-sectional side view. The rear end of the damper 40 is divided into upper and lower portions by the groove 46, and the upper-side elementary portion forms a rear end-side upper portion 40RU, and the lower-side elementary portion forms a 4ORL rear end side lower part. As shown in Fig. 2, the depth dimension D in the horizontal direction of the groove 46 is set smaller than the damper side portions 44 to the right of the main damper body 42. More specifically, the thickness dimension T2 of the damper 40 from the bottom face 46A of the groove 46 to the front face 40B of the damper 40 is fixed so as to be uniform over the entire length of the damper 40. Thus, the depth dimension D of the groove 46 of the damper side portions 44 varies to be smaller outwardly in the width direction of the vehicle.
    [0010] Pedestrian collision detection sensor 50 The pedestrian collision detection sensor 50 is constituted by including the pressure tube 52 shaped into an elongated shape, and pressure sensors 54 (elements which will be understood to be generally "pressure detectors") which output signals as a function of a pressure variation in the pressure tube 52. As shown in FIGS. 1 and 3, the pressure tube 52 is constituted as a hollow structure body with a section transverse ring-shaped substantially circular. The outer diameter dimension of the pressure tube 52 is set slightly smaller than the width dimension in the up-down direction of the groove 46 of the damper 40, and the length of the pressure tube 52 is set longer than the length of the damper 40. The pressure tube 52 is installed (mounted) within the groove 46, and the outer circumferential face of the pressure tube 52 abuts against the bottom face 46A of the groove 46. A rib 66 of the support 60, described later, is disposed adjacent to the rear side of the pressure tube 52, in the state in which the pressure tube 52 is installed inside the groove 46 of the damper 40. The configuration is such that the pressure tube 52 is pushed and crushed (deformed) by the damper 40 and the rib 66 when a force directed towards the rear side is applied to the damper 40. As shown in Figure 2, the pressure sensors 54 are arranged at both ends of the pressure tube 52 in the width direction of the vehicle, and are electrically connected to an ECU 56 (an element which will be understood to be generally a "collision determination section"). Signals exit from the pressure sensors 54 to the ECU 56 as a function of the pressure variation within the pressure tube 52 as the pressure tube 52 deforms. A collision velocity sensor (not shown in the drawings) is also electrically connected to the aforementioned ECU 56, and the collision velocity sensor outputs to the ECU 56 a signal as a function of collision velocity with a body with which it collides. The ECU 56 then calculates the collision force based on the output signals of the pressure sensors 54 described above, and calculates the collision speed based on the output signal of the collision velocity sensor. The ECU 56 then obtains the effective mass of the body with which it collides from the collision force and the collision velocity, calculated, determines whether or not the effective mass exceeds a threshold value, and determines whether the body colliding with the front bumper 10 is a pedestrian, or an object other than a pedestrian (for example, a roadside obstacle such as a roadside marker or a signpost). Support 60 As shown in Figures 1 and 2, the support 60 is made of resin. The support 60 is disposed between the bumper reinforcement 20 and the damper 40, shaped in an elongated shape with its direction of the length in the direction of the width of the vehicle, and runs along the bumper reinforcement. 20, in plan view. That is, the two side portions of the support 60 in the length direction curve diagonally to the back side. The dimension in the direction of the length of the support 60 is set to be substantially the same as the dimension in the length direction of the bumper reinforcement 20, and both ends in the direction of the length of the support 60 are arranged to be substantially aligned with both ends in the direction of the length of the bumper reinforcement 20, in the direction of the width of the vehicle. As shown in FIG. 1, the support 60 is shaped with a substantially inverted L-shaped profile in cross-sectional side view. More specifically, the support 60 includes a main body 62 disposed adjacent to the front face 20A of the upper portion of the bumper reinforcement 20, and the main body 62 is formed into a substantially rectangular shape with its direction of the length in the up-down direction, in sectional side view. The holder 60 also includes an attachment wall 64, and the attachment wall 64 projects from the upper end portion of the main body 62 to the rear side at the upper side of the bumper reinforcement 20. Several holes substantially circularly shaped fasteners 64A are formed by drilling through the fastening wall 64 in the up-down direction, and the fastening holes 64A are provided at specific intervals along the direction of the length of the support 60. as screws B are introduced into the fixing holes 64A, and the screws B are screwed into the upper wall 26 of the bumper reinforcement 20. The support 60 is thus fixed to the bumper reinforcement 20. note that the screws B are omitted from the representation of FIG. 2. The thickness dimension (the front-to-back dimension) of the main body 62 of the support 60 is fixed so as to be uniform in the direction of the width of the vehicle, and the rear face 40A of the damper 40 is fixed to the front face 62A of the main body 62. Thus the damper 40 is disposed separate from the bumper reinforcement 20 to the front side, and the upper part of the damper 40 projects further towards the upper side than the bumper reinforcement 20. In other words, the damper 40 is arranged offset towards the upper side with respect to the bumper reinforcement 20. As the 3, the rib 66, serving as a "projecting portion", is disposed at the support 60. The rib 66 protrudes from the main body 62 of the support 60 towards the front side, and extends over the entire length of the support 60. The plate thickness dimension of the rib 66 is set slightly smaller than the width dimension of the groove 46 of the damper 40, the rib 66 is introduced inside the groove 46. the groove 46 of the damper 40, and the leading end of the rib Ure 66 is disposed adjacent the rear side of the pressure tube 52. The leading end of the rib 66 constitutes a stop face 68 serving as a "stopper portion". The upper portion of the abutment face 68 is shaped with a flat face shape, and is disposed parallel to the front face 20A of the bumper reinforcement 20. The lower portion of the abutment face 68 constitutes a curved face 68A. Viewed in the direction of the length of the support 60, the curved face 68A is shaped in a substantially quarter-circle shape of a circle concentric with the outer circumferential face of the pressure tube 52, and is connected smoothly to the portion The configuration is thus such that the lower part of the front side of the rib 66 projects towards the front side, and the curved face 68A of the abutment face 68 supports a part (the lower part) of the abutment face 68. rear) of the pressure tube 52 from the bottom side. It should be noted that, in the introduced state of the rib 66 inside the groove 46, the curved face 68A abuts against the outer circumferential face of the pressure tube 52, or a slight gap is formed between the curved face 68A and the outer circumferential face of the pressure tube 52. The configuration is such that, when a force towards the rear side is exerted on the pressure tube 52, the pressure tube 52 is pushed (abutment) against the abutment face 68 of the rib 66, and the pressure tube 52 is deformed. As described above, the thickness dimension T2 of the damper 40 (the dimension from the bottom face 46A of the groove 46 to the front face 40B of the damper 40) is fixed so as to be uniform. over the entire length of the damper 40. Thus, as shown in Figure 2, the protrusion length of the rib 66 relative to the main body 62 of the support 60 is fixed so as to be smaller in line with the two lateral parts. in the direction of the width of the carrier vehicle 60 that at the right of its intermediate portion in the direction of the width of the vehicle. Specifically, the protrusion length of rib 66 at the two side portions in the vehicle width direction of carrier 60 varies to become smaller outwardly in the width direction of the vehicle. Since, as described above, the thickness dimension of the main body 62 of the support 60 is fixed so as to be uniform in the direction of the width of the vehicle, the distance L in the front-to-back direction from the front face 20A of the bumper reinforcement 20 (the rear face of the main body 62) to the abutment face 68 of the rib 66 (see Fig. 1) is attached to be smaller in the vicinity of both sides in the direction of the width of the vehicle of the bumper reinforcement 20 in the vicinity of the central portion in the direction of the width of the vehicle of the bumper reinforcement 20. An explanation will now be given as to the operation and advantageous effects of the present invention. example embodiment. In the vehicle V including the front bumper 10 constituted as described above, the support 60 is disposed between the bumper reinforcement 20 and the damper 40. The support 60 is provided with the rib 66 projecting towards the front side, and the abutment face 68 of the rib 66 disposed at the rear side of the pressure tube 52 is able to abut against the pressure tube 52. In the event of a collision between the vehicle V and a body with which it collides, the bumper cover 12 deforms towards the rear side and pushes the damper 40 towards the rear side. Thus, the damper 40 is pushed and crushed (undergoes deformation in compression) in the front-to-back direction, and the pressure tube 52 is pushed, by the damper 40, against the abutment face 68 of the support 60. pressure tube 52 deforms (crushes) accordingly, and the pressure inside the pressure tube 52 varies.
    [0011] When the pressure inside the pressure tube 52 varies, the pressure sensors 54 output, to the ECU 56, signals corresponding to the pressure variation in the pressure tube 52, and the ECU 56 calculates the collision force based on the output signals from the pressure sensors 54. The ECU 56 also calculates, based on the output signal of the collision speed sensor, the collision velocity. The ECU 56 then obtains the effective mass of the body with which it collides from the computed collision force and collusion rate, determines whether the effective mass exceeds a threshold value, and thus determines if the body colliding with the front bumper 10 is a pedestrian or not. Thus, the vehicle bumper structure S provided with the pedestrian collision detection sensor 50 according to the present exemplary embodiment is constructed such that the pressure tube 52 pushes the abutment face 68 of the support 60 disposed between the bumper reinforcement 20 and the damper 40 during a collision between the vehicle V and a body with which it collides. In other words, the structure is such that the pressure tube 52 pushes the abutment face 68 of the support 60, provided separately from the bumper reinforcement 20. This allows the position in the up-down direction of the bumper reinforcement. the damper 40 (of the pressure tube 52) is fixed substantially without any limitation which would be due to the vertical position of the bumper reinforcement 20. Namely, the damper 40 and the pressure tube 52 can be placed at an optimum position. according to each type of vehicle by suitably changing (adjusting) the position of the main body 62 of the support 60 in the up-down direction relative to the bumper reinforcement 20. In addition, for example, the total dimension in thickness T1 of the damper 40 in the fore-and-aft direction can be suitably adjusted by suitably changing (adjusting) the thickness dimension of the main body 62 of the support 60. In particular, the total thickness dimension Ti of the damper 40 in the fore-and-aft direction can be adjusted effectively in vehicles in which there is a large front-rear distance between the bumper reinforcement 20 and the bumper cover 12. Thus, for example, the capacity of the damper 40 to withstand a compressive deformation force in the front-to-rear direction can be adjusted according to the type of vehicle. This improves the design flexibility for placement of the damper 40. As described above, the bracket 60 is provided with a rib 66 projecting from the main body 62 toward the front side, and the rib 66 is introduced into the groove 46 of the damper 40. The abutment face 68, constituting the leading end of the rib 66, is arranged to be able to abut against the pressure tube 52 This makes it possible to increase the depth dimension D of the groove 46 in comparison with the hypothetical case in which there would not be the groove 66 in the support 60. The length in the front-rear direction of the upper part of 40RU rear end side and the lower rear end side portion 4ORL of the damper 40 is this way longer, allowing to fix so that it is longer the amount of crushing (amount deformation) of the upper part 40RU rear end side and the rear end side bottom portion 4ORL in the front-rear direction. The upper rear end side portion 40RU and the lower rear end side portion 4ORL of the damper 40 are pushed and crushed (deformed in compression) accordingly as desired during a collision between the vehicle. V and a body with which it collides, thus allowing the pressure tube 52 to be deformed as desired. This makes it possible to stabilize the output of the pressure sensors 54 towards the ECU 56. Moreover, it is possible to adjust appropriately the compressive deformation of the damper 40 and the force required to deform the pressure tube 52 by suitably adjusting the depth dimension D of the groove 46 and the protrusion length of the rib 66 relative to the main body 62 This makes it easy to adjust the output of the pressure sensors 54 to the ECU 56.
    [0012] In the holder 60, the lower portion of the leading end of the rib 66 protrudes to the front side, and the curved face 68A of the abutment face 68 supports a portion (the lower rear portion) of the pressure tube 52. from the bottom side. This makes it possible to eliminate the relative displacement of the pressure tube 52 towards the lower side with respect to the rib 66, and also allows the pressure tube 52 to be deformed as desired, in the case where the body collides with the vehicle V is a pedestrian. Namely, in a collision between the vehicle V and a pedestrian, the pedestrian that has collided tends to fall on the hood of the vehicle V, so that an oblique force towards the lower rear side is applied to the damper 40. The damper 40 accordingly pushes the pressure tube 52 obliquely towards the lower back side due to the applied force. The pressure tube 52 can be prevented from moving towards the lower side with respect to the rib 66 when this occurs, since the curved face 68A of the abutment face 68 supports a portion (the lower rear portion) of the pressure tube. 52 from the bottom side. It can be made that a reaction force from the curved face 68A of the stop face 68 acting on the pressure tube 52 also acts effectively on the pressure tube 52. Thus the pressure tube 52 can deform as desired. This makes it possible to increase the detection accuracy of a pedestrian by the pedestrian collision detection sensor 50. In addition, the distance L in the forward-to-back direction from the front face 20A of the bumper reinforcement 20 to the abutment face 68 of the rib 66 in the front-to-back direction is set to be more small in the vicinity of the two sides in the vicinity of the central portion of the bumper reinforcement 20 in the direction of the width of the vehicle. In addition, the thickness dimension T2 of the damper 40 (the distance from the bottom face 46A of the groove 46 to the front face 40B of the damper 40) is fixed so as to be uniform over any the length of the damper 40. This makes it possible to obtain a uniform detection accuracy of the collision detection sensor 50 with a pedestrian over the width of the vehicle. Namely, the space between the bumper cover 12 and the bumper reinforcement 20 generally shrinks towards both sides in the direction of the width of the vehicle. Thus, as in the present exemplary embodiment, the total thickness dimension T1 of the shock absorber 40 in the front-to-back direction is set to be smaller at the right of the damper side portions 44 than at the right of the main damper portion 42. Thus, assuming that the distance L in the front-rear direction has been fixed so as to be uniform in the direction of the width of the vehicle, the thickness dimension T2 of the damper 40 would be smaller to the right of the damper side portions 44 than to the main damper body 42. That is, the force to deform the pressure tube 52 at the location of the damper main body 42 would be greater than the force required to deform the pressure tube 52 at the location of the damper side portions 44. There would therefore be the possibility that a variation in the sensing accuracy of the sensor would occur. 50 of collision detection with a pedestrian in the direction of the width of the vehicle. In contrast to this, in the present exemplary embodiment, the thickness dimension T2 of the damper 40 is fixed so as to be uniform over the entire length of the damper 40 by fixing the protrusion length of the rib 66 support 60, which is provided separately from the bumper reinforcement 20, so that it is variable in the direction of the width of the vehicle. This allows the force required to deform the pressure tube 52 to be uniform over the length of the damper 40. This makes it easy to obtain a uniform detection accuracy across the width of the vehicle of the collision detection sensor 50. with a pedestrian. EXAMPLE 1 of variant forms of the damper 40 and the support 60 As shown in FIG. 4A, in an example 1 constituting a variant, the rib 66 is removed from the support 60, and the thickness dimension of the main body 62 of the support 60 is set to be larger than in the above exemplary embodiment. In addition, the groove 46 of the damper 40 is shaped in a substantially C-shape open towards the rear side of the vehicle, in cross-sectional side view, more specifically, the groove 46 is shaped in a circular arc shape. a circle concentric with the pressure tube 52 while having an open portion, and the thickness dimension D of the groove 46 of the damper 40 is set smaller than in the above example of embodiment. The front face 62A of the support 60 is disposed facing the rear side of the pressure tube 52, and a portion of the front face 62A of the support 60 facing the pressure tube 52 constitutes the stop face 68. In this state, either an outer circumferential portion of the pressure tube 52 abuts against the front face 62A of the support 60, or a slight gap is formed between the outer circumferential face of the pressure tube 52 and the front face 62A of the support 60.
    [0013] In addition, the thickness dimension of the main body 62 of the support 60 in the front-rear direction is set to be smaller in the vicinity of the two sides than in the vicinity of the central portion in the direction of the width of the vehicle. of the main body 62, and the thickness dimension T2 of the damper 40 in the width direction of the vehicle is fixed so as to be uniform. In example 1 as a variant, the structure is also such that the pressure tube 52 pushes the abutment face 68 of the support 60 provided separately from the bumper reinforcement 20 during a collision between the vehicle V and a vehicle. pedestrian. Therefore, the position of the damper 40 in the up-down direction and the total thickness dimension T1 of the damper 40 in the fore-and-aft direction can be determined flexibly, thus allowing to improve the design flexibility for the placement of the damper 40.
    [0014] Alternative Example 2 of the Shapes of the Dampener 40 and the Support 60 As shown in FIG. 4B, in an alternative example 2, the rib 66 is removed from the support 60, and the dimension in the up-down direction of the main body 62 of support 60 is fixed to be larger than in the above exemplary embodiment. A recessed portion 70, open towards the front side, is formed at the main body 62 of the support 60. The recessed portion 70 is shaped substantially U-shaped open towards the front side, in sectional side view, and the bottom face 70A of the recessed portion 70 is disposed parallel to the front face 20A of the bumper reinforcement 20. The vertical dimension of the damper 40 is set to be larger than in the example above embodiment, corresponding to the vertical dimension of the main body 62 of the support 60. A pair of upper and lower claws 48, constituting the groove 46, is formed at the damper 40, and the claws 48 protrude to the rear side from the rear face 40A of the damper 40. The groove 46 is formed between the upper and lower pair of claws 48, and the groove 46 is shaped substantially C-shaped open towards the rear side of the vehicle, in sectional side view, more precisely, the groove 46 is shaped as a circular arc of a circle concentric with the pressure tube 52 while having an open portion. Thus in Example 2 as an alternative, the thickness dimension D of groove 46 of damper 40 (not shown in FIG. 4B) is set smaller than in the above example of FIG. embodiment, similar to Example 1 constituting a variant. The leading ends (the trailing ends) of the upper and lower pair of claws 48 abut against the bottom face 70A of the recessed portion 70, and gaps G are formed between the upper and lower pair of claws 48 and side faces of the recessed portion 70.
    [0015] In other words, the spaces G are formed so as to allow the deformation of the claws 48 and the pressure tube 52, which widen in the up-down direction when the claws 48 and the tube pressure 52 are pushed and crushed in the front-rear direction. In addition, the bottom face 70A of the recessed portion 70 is disposed adjacent to the rear side of the pressure tube 52, and a portion of the bottom face 70A of the recessed portion 70 facing the pressure tube 52 constitutes In this state, either an outer circumferential portion of the pressure tube 52 abuts against the bottom face 70A, or a slight gap is formed between the outer circumferential face of the pressure tube 52 and the bottom face. 70A. The thickness dimension of the main body 62 of the support 60 at the location where the recessed portion 70 is provided is set to be smaller in the vicinity of the two sides than in the vicinity of the central portion in the direction of the the width of the vehicle of the support 60, and the thickness dimension T2 of the damper 40 (not shown in FIG. 4B) in the direction of the width of the vehicle is fixed so as to be uniform. In alternative example 2, the structure is also such that the pressure tube 52 pushes the abutment face 68 of the support 60 provided separately from the bumper reinforcement 20 during a collision between the vehicle V and a pedestrian. Therefore, the fixing of the position of the damper 40 in the up-down direction and the total thickness dimension T1 of the damper 40 in the fore-and-aft direction becomes flexible, thereby allowing for improved flexibility. In alternative example 2, the pair of upper and lower claws 48 and the pressure tube 52 push towards the rear side the bottom face 70A of the inner portion. Hollow 70 and deform due to the force applied to the damper 40 during a collision between the vehicle V and a colliding body. Thus, the force required to deform the claws 48 and the pressure tube 52 can be appropriately adjusted, by suitably adjusting the depth dimension of the recessed portion 70 and the projection height of the claws 48.
    [0016] Thus, variant example 2 also makes it easy to adjust the output of pressure sensors 54 to the ECU 56. It should be noted that in the present exemplary embodiment, the lower portion of the leading end of rib 66 of support 60 projects towards the front side. Namely, the abutment face 68 of the rib 66 is constituted by the flat face and the curved face. However, one could use a configuration in which the abutment face 68 would be shaped into a completely flat shape and the abutment face 68 would be parallel to the front face 20A of the bumper reinforcement 20.
    [0017] In the present exemplary embodiment, in Example 1 as an alternative and in Example 2 as an alternative, the carrier 60 is shaped to a substantially inverted L shape, in sectional side view, and the The support wall 64 of the support 60 is attached to the upper wall 26 of the bumper reinforcement 20. However, the cross-sectional shape and the location of the support 60 can be changed at will. For example, in the case where the damper 40 is shifted to the lower side with respect to the bumper reinforcement 20, the support 60 may be shaped substantially L-shaped in cross-sectional side view, and the wall The fastener 64 of the carrier 60 may be attached to the lower wall of the bumper reinforcement 20. In addition, in the present exemplary embodiment, in Example 1 as an alternative and in Example 2 as a Alternatively, the position of the damper 40 in the up-down direction, and the overall thickness dimension T1 of the damper 40 in the front-to-back direction can be adjusted (modified) appropriately using the support 60. However, the configuration may be such that at least one of the position of the damper 40 in the up-down direction and the total thickness dimension T1 of the damper 40 in the fore-aft direction can be adjusted (modified) 30 In addition, in the present exemplary embodiment, in Example 1 as an alternative and in Example 2 as an alternative, an example is described in which the shield structure S vehicle shock with the collision sensor 50 with a pedestrian 35 is applied to the front bumper 10. However, the present invention is not limited to this and, for example, it can reverse the front and rear. rear of the above configuration, and the vehicle bumper structure S provided with the collision detection sensor 50 with a pedestrian can be applied to a rear bumper.
    权利要求:
    Claims (7)
    [0001]
    REVENDICATIONS1. A vehicle bumper structure characterized in that it comprises: a bumper reinforcement (20) which is disposed with the direction of its length oriented in a width direction of the vehicle at an end section in a forward-to-back direction of the vehicle; a damper (40) which is disposed outside the bumper reinforcement (20) in the front-rear direction of the vehicle, and which is formed with a groove (46) open inwards in the forward direction; rear of the vehicle; a pedestrian collision detection sensor (50) which is configured including a pressure tube (52) extending in the width direction of the vehicle and which is held in the groove (46), and which emits a signal depending on a pressure variation in the pressure tube (52); and a support (60) which is disposed between the bumper reinforcement (20) and the damper (40), and which is shaped with an abutment portion (68) capable of abutting against the pressure tube ( 52) inward with respect to the pressure tube (52) in the front-rear direction of the vehicle.
    [0002]
    A vehicle bumper structure according to claim 1, characterized in that the carrier (60) comprises a protruding portion (66) projecting from the carrier (60) outwardly in the front-rear direction of the vehicle. vehicle and which is inserted into the groove (46), and in that the abutment portion (68) is formed at an outer end of the projecting portion (66) in the front-rear direction of the vehicle.
    [0003]
    A vehicle bumper structure according to claim 1, characterized in that a recessed portion (70) open outwardly in the front-to-rear direction of the vehicle is formed at the support (60); in that a pair of upper and lower claws (48) projecting from the damper (40) inwardly in the front-rear direction of the vehicle and defining the groove (46) is formed at the the inner portion of the damper (40) in the front-to-rear direction of the vehicle; and in that the pair of upper and lower claws (48) is disposed within the recessed portion (70), and in that part of a bottom face of the recessed portion (70). constitutes the abutment portion (68).
    [0004]
    Vehicle bumper structure according to one of claims 1 to 3, characterized in that a distance from an outer side of the bumper reinforcement (20) to the abutment portion (68). in the front-to-rear direction of the vehicle is set to be smaller in the vicinity of both sides of the bumper reinforcement (20) in the width direction of the vehicle than in the vicinity of a central portion of the bumper reinforcement. bumper (20) in the direction of the width of the vehicle.
    [0005]
    A vehicle bumper structure according to claim 2 characterized in that an upper portion of the abutment portion (68) of the projecting portion (66) is formed in a flat shape in a sectional side view. of the vehicle, in that a lower portion of the abutment portion (68) has a curved face (68A), in that the curved face (68A) is shaped substantially as a quarter circle of a concentric circle with a outer peripheral face of the pressure tube (52) in a cross-sectional side view of the vehicle, and in that the curved face (68A) joins the upper portion of the abutment portion (68).
    [0006]
    The vehicle bumper structure according to claim 1, characterized in that the groove (46) of the damper (40) is shaped as an open circular arc at a portion of a concentric circle to the pressure tube (52) in a cross-sectional side view of the vehicle, and an end face (62A) of the carrier (60) is disposed adjacent to the pressure tube (52) at the interior in the front-rear direction of the vehicle with respect to the pressure tube (52), and that a portion of the end face (62A) of the support (60) facing the pressure tube (52); ) constitutes the abutment portion (68). 5
    [0007]
    7. Vehicle bumper structure according to any one of claims 1 to 6, characterized in that a distance (T2) from a bottom face (46A) of the groove (46) of the damper ( 40) to an outer face (40B) of the damper (40) in the front-rear direction of the vehicle is fixed so as to be uniform over the entire length of the damper (40).
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    同族专利:
    公开号 | 公开日
    DE102015210191A1|2016-01-14|
    FR3023518B1|2019-06-14|
    JP2016016747A|2016-02-01|
    DE102015210191B4|2017-08-31|
    JP6070647B2|2017-02-01|
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    DE102019135201A1|2019-12-19|2021-06-24|Bayerische Motoren Werke Aktiengesellschaft|Pedestrian protection device for a motor vehicle|
    法律状态:
    2016-05-16| PLFP| Fee payment|Year of fee payment: 2 |
    2017-05-11| PLFP| Fee payment|Year of fee payment: 3 |
    2018-01-12| PLSC| Search report ready|Effective date: 20180112 |
    2018-05-11| PLFP| Fee payment|Year of fee payment: 4 |
    2020-05-12| PLFP| Fee payment|Year of fee payment: 6 |
    2021-05-13| PLFP| Fee payment|Year of fee payment: 7 |
    优先权:
    申请号 | 申请日 | 专利标题
    JP2014140754|2014-07-08|
    JP2014140754A|JP6070647B2|2014-07-08|2014-07-08|Bumper structure for vehicles with pedestrian collision detection sensor|
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