[0001]The present invention relates to a vehicle provided with a bumper reinforcement and a bumper reinforcement.
Background technique
[0002]
　The body of the vehicle such as an automobile includes various structural members. As one of the structural member, bumper reinforcement (hereinafter also referred to as "BR"), and the like. BR, also referred to as bumper beam is attached to the front of the vehicle. BR is also attached to the rear of the vehicle. Bear the load at the time of collision by BR, in order to ensure the safety of people in the vehicle. Usually, BR is formed by combining a panel comprising a steel plate having a hat-shaped cross section, closing plate (hereinafter, also referred to as "CP") consisting of a flat steel plate and, a. Flange of the panel and the CP are overlapped, the overlapping portions are joined by welding.
[0003]
　The BR, both of collision safety and weight reduction are required. That is, the BR, improved energy absorption efficiency (EA / mass) is obtained. Energy absorption efficiency is a value of the absorption energy was divided by the weight of the BR BR. To meet such a demand, conventionally, BR was devised shape of a panel having a hat-shaped cross section is proposed.
[0004]
　In Kohyo 2007-521173 (Patent Document 1), a bumper beam with a panel having a reinforcement portion in the center area of ​​the longitudinal direction are disclosed. Reinforcing portion is provided on at least one flange of the two flanges. Reinforcing portion is protruded while being curved from an edge of the flange portion. Patent Document 1, by providing the reinforcing portion in a part of the panel, thereby improving the energy absorbing performance of the whole bumper beam, has been described as.
[0005]
　JP-A-2011-219001 (Patent Document 2), BR having a panel with a concave bead on the flange portion is disclosed. The concave bead passage communicating the inside and outside of the BR is formed. Patent Document 2, by providing a bead on the flange portion of the panel, while ensuring the strength of the BR, the coating liquid becomes possible to flow into the inside of the BR during vehicle manufacture, it has been described as.
CITATION
Patent Literature
[0006]
Patent Document 1: JP-T 2007-521173 Patent Publication
Patent Document 2: JP 2011-219001 JP
Summary of the Invention
Problems that the Invention is to Solve
[0007]
　To achieve both collision safety and weight reduction further, conventionally, in addition to devising the shape of the panel, measure to increase the material strength of the BR is employed.
[0008]
　However, when the material strength is high, breakage tends to occur at the junction between the panel and the CP. The reason is as follows. First, the additive element for improving the material strength, the strength of the joint portion by welding is locally reduced. Second, if it is equal to the amount of deformation of the BR by the collision load, the more the material strength is high, the load increases which acts on the joint.
[0009]
　9A and 9B are schematic diagrams showing an example of a deformation behavior of BR to induce rupture of the joint. In the example shown in FIGS. 9A and 9B, BR is constituted by a CP81 and the panel 82. BR is, CP81 are arranged to face the outside of the vehicle. Therefore, the collision load inputted from the CP81 side. Of these figures, FIG. 9A is a cross-sectional view when viewing the BR mounted on the vehicle from the side of the vehicle. Figure 9B is a plan view when viewed BR mounted on the vehicle from above the vehicle.
[0010]
　When a collision load is input from the CP81 side, as shown in FIG. 9A, the flange portion of the panel 82 is deformed in the traveling direction of the collision load. Further, as shown in FIG. 9B, bent as CP81 rippling. Accordingly, the peeling force is generated at the junction. For example, when joint as the joint by spot welding is intermittent, the peel force is concentrated on the joint, early joint is broken. Also, for example, if joint as the joint by laser welding is continuous, it is suppressed localized release force, effect of suppressing breakage of the joint portion can be expected. However, the effect of suppressing the deformation itself BR which induces fracture of the joint portion does not occur. Therefore, if the material strength is high as unchanged thickness, or if the material strength thickness unchanged is thick, the resistance force over the peel force is generated in the joint, the joint is broken.
[0011]
　According to the technique of Patent Documents 1 and 2, it may be able to suppress the deformation of the flange portion of the panel as shown in Figure 9A. However, it is not possible to suppress the deflection of the CP as illustrated in FIG. 9B. Thus, even by the technique of Patent Documents 1 and 2, it is difficult to avoid breaking of the joint.
[0012]
　When breaking the joint occurs, reduces the load to withstand the BR itself, the absorption energy decreases. Therefore, it is difficult to obtain the effect of strengthening of the material sufficiently.
[0013]
　The present invention has been made in view of the above circumstances. One object of the present invention can suppress the breaking of the joint at the time of collision is to provide a bumper reinforcement and a vehicle can be sufficiently absorb the collision load.
Means for Solving the Problems
[0014]
　Bumper reinforcement according to an embodiment of the present invention includes a first member and a second member. The first member includes a flat plate portion, and the two first upright portion. Flat plate portion extending in one direction. The first standing portion leads to each of the two side edges along the direction of the flat plate portion, and is provided on all or part of the side edges of the flat plate portion. The second member includes a top plate, and two vertical wall portions, and two flange portions, and the two second upright portion. The top plate part extending in the one direction. Vertical wall leads to each of the two side edges along the direction of the top plate portion. Flange leads to each of the two vertical wall portions. The second upright portion leads to each side edge along the one direction of the two flanges, and are provided so as to correspond to the first upright portion. And two flange portions of the second member and the flat plate portion of the first member is joined. The first standing portion stands up on the second member side.
[0015]
　The vehicle according to an embodiment of the present invention includes the above-mentioned bumper reinforcement to the front or rear. The first member is disposed toward the outside of the vehicle.
Effect of the invention
[0016]
　According to the bumper reinforcement and a vehicle according to an embodiment of the present invention, it is possible to suppress the breakage of the joint portion at the time of collision, it is possible to sufficiently absorb the collision load.
BRIEF DESCRIPTION OF THE DRAWINGS
[0017]
[1] Figure 1 is a perspective view showing an example of a bumper reinforcement of the present embodiment.
[Figure 2A] Figure 2A is a cross-sectional view of a bumper reinforcement of the present embodiment.
[Figure 2B] Figure 2B is a sectional view showing an enlarged portion of the bumper reinforcement as shown in Figure 2A.
FIG. 3 is a cross-sectional view schematically showing a bumper reinforcement of the present embodiment using the survey rupture of the joint.
[4] FIG. 4 is a diagram showing the investigation results on the breaking of the joint by the bumper reinforcement of the present embodiment.
FIG. 5 is a perspective view showing another example of the bumper reinforcement of the present embodiment.
[Figure 6A] Figure 6A is a cross-sectional view showing a bumper reinforcement of Example schematically.
[Figure 6B] Figure 6B is a cross-sectional view schematically showing a bumper reinforcement of Comparative Example 1.
[Figure 6C] Figure 6C is a cross-sectional view schematically showing a bumper reinforcement of Comparative Example 2.
[7] FIG. 7 is a schematic diagram showing an outline of a crush test three-point bending.
[8] FIG. 8 is a diagram summarizing the results of the crush test three-point bending.
FIG 9A] FIG 9A is a schematic diagram showing an example of the deformation behavior of the bumper reinforcement which induces fracture of the joint, a cross-sectional view when viewing the bumper reinforcement from a side of the vehicle.
[FIG. 9B] FIG 9B is a plan view when viewed bumper reinforcement shown in Figure 9A from above the vehicle.
DESCRIPTION OF THE INVENTION
[0018]
　The present inventors have made intensive studies in order to solve the above problems, we found the following findings. Factors rupture of the junction of the bumper reinforcement occurs is out-of-plane deformation of the peripheral joint portion by compression forces generated in the longitudinal direction of the BR at the time of collision. Therefore, if it is possible to suppress the out-of-plane deformation of the peripheral joint at the time of collision, it is possible to suppress breakage of the joint portion, it is possible to improve the collision safety. In order to suppress the out-of-plane deformation of the peripheral joints may be improved rigidity of the two members constituting the BR (panel and CP).
[0019]
　Specifically, the long panel having a hat-shaped cross-section (corresponding to the second member), the side edges along the longitudinal direction of the flange portion of the panel, the standing portion (second rising from the side edge standing part) providing a. Thus, ridge portions along the longitudinal direction are formed on the panel, the stiffness of the panel is improved. Furthermore, the long CP which collision load is input (corresponding to a first member), the side edges along the longitudinal direction of CP, provided with a standing portion erecting from the side edge (first standing portion). Thus, ridge portions along the longitudinal direction are formed on the CP, the rigidity of the CP is improved. Panels and both stiffness CP (in particular, the rigidity of the side edges of both) by the improved, deformation of the vicinity of the joint portion at the time of a collision can be suppressed. As a result, it is possible to reduce the load caused on the joint portion, it is possible to suppress the breakage of the joint portion.
[0020]
　Bumper reinforcement and the vehicle of the present invention has been completed based on the above findings.
[0021]
　BR according to an embodiment of the present invention includes a first member and a second member. The first member includes a flat plate portion, and the two first upright portion. Flat plate portion extending in one direction. The first standing portion leads to each of the two side edges along the direction of the flat plate portion. Further, the first standing portion is provided on all or part of the side edges of the flat plate portion. The second member includes a top plate, and two vertical wall portions, and two flange portions, and the two second upright portion. The top plate part extending in the one direction. Vertical wall leads to each of the two side edges along the direction of the top plate portion. Flange leads to each of the two vertical wall portions. The second upright portion leads to each side edge along the one direction of the two flanges. Furthermore, the second upright portion is provided so as to correspond to the first upright portion. And two flange portions of the second member and the flat plate portion of the first member is joined. The first standing portion stands up on the second member side.
[0022]
　Here, the first member corresponds to the long closing plate. The second member corresponding to the long panel. In a typical example, the first member metal plate (e.g. cold-rolled steel sheet, hot-rolled steel sheet, galvanized steel sheet, galvannealed steel sheet, aluminum sheet or the like) made of. The second member metal plate (e.g. cold-rolled steel sheet, hot-rolled steel sheet, galvanized steel sheet, galvannealed steel sheet, aluminum sheet or the like) made of. Material and the material of the second member of the first member may be the same or different. The first member can be formed into an appropriate shape by press working. The second member can be formed into an appropriate shape by press working. Press working may be cold working, molding may be a hot stamping performing quenching at the same time. However, the processing method for obtaining the first and second members is not limited to pressing, other processing methods: it may be a (eg bending, etc.). Joining the two flange portions and the flat plate portion of the first member of the second member, performed by resistance spot welding. Its bonding may be performed by welding such as laser welding may be performed by an adhesive.
[0023]
　BR is attached to the front or rear of the vehicle. The first member is disposed toward the outside of the vehicle. That is, the second member being disposed towards the inside of the vehicle. In this case, the second member attached to the vehicle body of the vehicle, the collision load is input to the first member.
[0024]
　The way described above refers to the longitudinal direction of the BR. In terms of BR in the state mounted on the vehicle, the one-way described above refers to the lateral direction (vehicle width direction). The first standing portion may be provided on the whole of the two side edges of the flat plate portion of the first member may be provided on a part of its side edges. In a typical example of the embodiment the first upright portion is provided on a part of the side edges of the flat plate portion, the first upright portion is provided in a central region of the longitudinal direction. The second upright portion may be provided on all side edges of the two flanges of the second member, it may be provided in a part of its side edges. In a typical example of the embodiments the second upright portion is provided on part of the side edge of the flange portion, the second standing portion so as to match the position of the first upright portion, the central region in the longitudinal direction It is provided to. The area where the first upright portion is provided is not necessarily coincident with the second upright portion of the region, it may be wider than the area of ​​the second upright portion.
[0025]
　According to the BR in this embodiment, the side edges along the longitudinal direction of the first member (CP), a first upright portion is provided. Furthermore, the side edges along the longitudinal direction of the flange portion of the second member (panel), so as to correspond to the first upright portion, the second upright portion is provided. Thus, the side edges of both the first and second members, are formed ridge portions along the longitudinal direction, the rigidity of both can be improved. Therefore, deformation of the vicinity of the joint portion at the time of a collision can be suppressed. As a result, it is possible to reduce the load caused on the joint portion, it is possible to suppress the breakage of the joint portion. Therefore, BR can sufficiently absorb the collision load.
[0026]
　Moreover, if the junction between the first member and the second member is performed by spot welding, there is also the following advantages. The strength required for the joint it becomes possible to lower. Therefore, it is possible to reduce the number of welds (welding point). Further, it is possible to reduce the nugget diameter of the weld. Therefore, workability required for bonding (spot welding) is improved.
[0027]
　In BR of the present embodiment, it is preferable to employ the following configuration. The first standing portion includes a first ridge portion adjacent to the flat portion, a first flat portion adjacent to the first ridge portion. The second upright portion includes a second ridge portion adjacent to the flange portion, a second flat portion adjacent to the second ridge portion. In a cross section transverse to the one direction, and the second ridge portion and the boundary between the second flat portion, and the first ridge portion and the boundary between the first flat portion, the gap (hereinafter, "between the standing portion also referred to as a gap ") is less than 9mm or more 0mm.
[0028]
　Gap between the upright portion is preferably as close as possible to zero. The most preferred situation, the second ridge portion and the boundary between the second flat section, a state where the boundary is in contact with the first ridge portion and the first flat portion. As the gap between the standing part is small, because the enhanced inhibitory effect on the breaking of the joint. On the other hand, the gap between the standing part is too large, inhibiting effect fades for rupture of the joint. In this case, since the width of the first member is expanded, increasing the weight of the first member, the overall weight of the BR is increased. Further, the gap between the upright portion if is 9mm or more, there is a possibility that breakage of the joint portion occurs. Therefore, it is preferable that a gap between the standing portion is less than 9mm or 0 mm.
[0029]
　If the BR, it is preferable to further employ the following configuration. In a cross section transverse to the one direction, the length of the first and second flat portions is not less than 5 mm.
[0030]
　However, the length of the first and second flat portions (hereinafter, also referred to as a "flat portion length") may if it exceeds 0 mm. However, when the too small flat portion length, inhibitory effect fades for rupture of the joint. Therefore, it is preferable flat portion length is 5mm or more. The upper limit of the flat portion length is not particularly limited. However, if too large flat portion length, increasing the weight of the first and second members, the overall weight of the BR is increased. Accordingly, the preferred upper limit of the flat portion length is about 15 mm.
[0031]
　In BR of the present embodiment, it is preferable to employ the following configuration. At least one of the tensile strength of the first member and the second member is not less than 1180 MPa.
[0032]
　However, the tensile strength of the first and second members is not particularly limited. Provided that at least one of tensile strength of the first member and the second member is not less than 1180 MPa, the effect of the present embodiment is effectively exhibited. More preferably, the tensile strength of both the first member and the second member is not less than 1180 MPa. If molding the first and second members by hot stamping, tensile strength of the member becomes 1470 MPa ~ 2500 MPa.
[0033]
　Vehicle according to an exemplary embodiment of the present invention includes the above-described BR to the front or rear. The first member is disposed toward the outside of the vehicle. According to the vehicle of the present embodiment, as described above, it is possible to suppress the breakage of the joint portion of the BR in a collision, it can be sufficiently absorb the collision load.
[0034]
　Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.
[0035]
　Figure 1 is a perspective view showing an example of the BR of the present embodiment. 2A and 2B are cross-sectional views of the BR of the present embodiment. The cross section here, a cross-section transverse to the longitudinal direction of the BR. That is, FIGS. 2A and 2B are cross-sectional view when viewed BR mounted on the vehicle from the side of the vehicle. Of these figures, FIG. 2A shows the whole cross section. Figure 2B shows a part of cross-section. The Figure 2B, the side edge portions of the first and second members including first and second upright portions of the BR of the present embodiment is shown.
[0036]
　As shown in FIGS. 1 to 2B, a bumper reinforcement 10 of this embodiment comprises a first member 1 and a second member 2. The first member 1 is made of steel sheet, which corresponds to a long closing plate. The second member 2 is made of steel sheet, which corresponds to a long panel. Members 1 and 2 of the first and second are formed by press working.
[0037]
　The first member 1 includes a flat plate portion 11, and two first upright portion 12. The flat plate portion 11 and the first upright portion 12, one-way, i.e. extending in the longitudinal direction of the BR10. In terms of BR10 state mounted on a vehicle, the flat plate portion 11 and the first upright portion 12 extending in the vehicle width direction (see double arrow in FIG. 1). Therefore, the two side edges of the flat plate portion 11 extends along the longitudinal direction of the BR10. The first standing portion 12 leads to all of the two side edges of the flat plate portion 11. The first standing portion 12 is bent from the side edge of the flat plate portion 11, standing against the flat plate portion 11. The first member 1 has a generally C-shaped cross-section side edge portion is bent.
[0038]
　The shape of the flat plate portion 11 may be a strictly flat, may be somewhat curved. It may also have irregularities or holes provided in the flat plate portion 11.
[0039]
　The second member 2 includes a top plate portion 24, and two vertical wall portions 22, and two flanges 21, and two second standing portion 23. Top plate 24, the vertical wall portion 22, the flange portion 21 and the second standing portion 23, extending in the longitudinal direction of BR10 (vehicle width direction). Therefore, the two side edges of the top plate portion 24, extending along the longitudinal direction of the BR10. Vertical wall portion 22 leads to all of the two side edges of the top plate portion 24. Flange 21 leads to each of the two vertical wall portions 22. Flange 21 is substantially parallel to the top plate portion 24. Side edge of the flange portion 21 extends along the longitudinal direction of the BR10. The second upright portion 23 leads to all of the side edges of the two flanges 21. The second upright portion 23 is bent from the side edge of the flange portion 21, standing against the flange portion 21. Such second member 2 has a generally hat-shaped cross-section side edge portion is bent.
[0040]
　The shape of the top plate portion 24 and the vertical wall portion 22 may be a strictly flat, may be somewhat curved. Further, irregularities or holes in the top plate portion 24 and the vertical wall portion 22 may be provided.
[0041]
　The first member 1 and second member 2 are integrally joined by welding. Specifically, the second of the two flange portions 21 of the member 2 and the first member 1 of the flat plate portion 11 are overlapped, the overlapping portion is joined by spot welding. The first member 1 and the joining portion 3 of the second member 2 is formed along the longitudinal direction (vehicle width direction) of the BR10 (see Figure 1). Thus BR10 is assembled with a closed surface.
[0042]
　In BR10 of the present embodiment, the first upright portion 12 is erected on the second member 2 side. The second upright portion 23 is arranged inside the first upright portion 12.
[0043]
　BR10 is attached to the front of the vehicle. In this case, the first member 1 is disposed toward the front of the vehicle (the outside). Therefore, the first standing portion 12 toward the rear of the vehicle (interior) projects (refer to the outlined arrow in FIG. 2A) the collision load inputted to the first member 1 side. Two vertical wall portions 22 of the second member 2 is present substantially parallel to the direction of the collision load. On the other hand, if the BR10 is attached to the rear of the vehicle, the first member 1 is disposed toward the rear of the vehicle (the outside).
[0044]
　As shown in FIG. 2B, the first of the first upright portion 12 of the member 1, the first ridge portion R adjacent to the flat portion 11 1 and the ridge line portion R of the first 1 first adjacent flat portion F 1 and a. That is, when the first member 1 providing the first upright portion 12, the side edges of the first member 1, the first ridge portion R in the longitudinal direction 1 is formed. Furthermore, the first flat portion F standing upright with respect to the flat plate portion 11 1 is formed.
[0045]
　Similarly, the second of the second upright portion 23 of the member 2, the flange portion and the second ridge portion R adjacent to the 21 2 and, the second ridge portion R 2 a second flat portion adjacent to the F 2 including the door. That is, when the second member 2 providing the second standing portion 23, the side edges of the second member 2, the second ridge portion R in the longitudinal direction 2 is formed. Furthermore, the second flat portion F standing upright with respect to the flange portion 21 2 is formed.
[0046]
　According to BR10 of the present embodiment, the first ridge portion R to the side edge of the first member 1 (CP) 1 is formed. Moreover, the second ridge portion R to the side edge of the second member 2 (panel) 2 is formed. Thus, the first member 1 and the second rigid member 2 is improved. Therefore, deformation of the vicinity of the joint portion 3 is suppressed at the time of collision. As a result, it is possible to suppress the breakage of the joint portion 3. Thus, BR10 can sufficiently absorb the collision load.
[0047]
　Here, the first standing portion 12 of the first member 1, the first flat portion F for the flat plate portion 11 1 standing angle θ of 1 is preferably less than 60 ° or 180 °. Similarly, for the second second standing portion 23 of the member 2, the flange second flat portion with respect to section 21 F 2 erected angle θ of 2 is preferably less than 60 ° or 180 °. More preferred upright angle theta 1 and theta 2 of the range is 75 ° or more 105 ° or less. Upright angle theta 1 and theta 2 if within that range, effect of suppressing breakage of the joint portion 3 is caused effectively. The first flat portion F 1 standing angle θ of 1 and the second flat portion F 2 erected angle θ of 2 may be the same or different. The first member 1 and second member 2 in moldability, and the light of the assembling workability of the BR10, most preferably upright angle theta 1 and theta 2 is the 90 °.
[0048]
　The first standing portion 12, the first ridge portion R 1 is preferably the radius of curvature of a 0 ~ 10 mm. Similarly, the second standing portion 23, the second ridge portion R 2 is preferably the radius of curvature of a 0 ~ 10 mm. More preferred ridge portions R 1 and R 2 radius of curvature in the range of is 0 ~ 5 mm. If the radius of curvature is within the range, it can be effectively suppressed breakage of the joint portion 3. The first ridge portion R 1 of curvature radius and the second ridge portion R of 2 radius of curvature may be the same or different. Incidentally, the ridge line portions R 1 and R 2 and the radius of curvature of each ridge line portions R 1 and R 2 means a curvature radius of the inner peripheral side of the contour of the.
[0049]
　The first standing portion 12, the first flat portion F 1 the length of (the flat portion length) h 1 may if it exceeds 0 mm. Similarly, the second standing portion 23, a second flat portion F 2 the length of (the flat portion length) h 2 may if it exceeds 0 mm. More preferred length h 1 and h 2 is 5mm or more. Length h 1 and h 2 when is too small, since inhibitory effects on fracture of the joint portion 3 fades. However, the length h 1 and h 2 is too large, the weight of the whole BR10 increases. Therefore, the length h 1 and h 2 limit is preferably about 15 mm.
[0050]
　The first flat portion F 1 length h of 1 and the second flat portion F 2 length h of 2 may be the same or different. However, the length h 2 and a length h 1 is too too difference, at the time of collision, a large difference occurs in the deformation behavior of the first upright portion 12 and the deformation behavior of the second standing portion 23. Thus, there is a possibility that the joint 3 is broken. Accordingly, the second flat portion F 2 length h of 2 and the first flat portion F 1 of the length h 1 of the ratio (h 2 / h 1 ) is in the range of 0.6 to 1.67 it is preferable. More preferably the ratio of the length of (h 2 / h 1 range) is 0.7 to 1.4.
[0051]
　As shown in Figure 2B, the second ridge portion R 2 and the second flat portion F 2 and the boundary between the first ridge portion R 1 and the first flat portion F 1 and the boundary between, of the gap ( gap between the standing part) d of, may be at 0mm or more. In particular, the gap d between the upright portion is preferably as close as possible to zero. The most preferred situation is a state in which the boundary and the boundary is in contact (d = 0). As the gap d between the upright portion is small, because the enhanced inhibitory effect on the fracture of the joining portion 3. On the other hand, when the clearance d is too large, inhibiting effect fades for rupture of the joint 3. In this case, since the width of the first member 1 is expanded, the overall weight of the BR10 increases. The following shows the results of investigating the influence of the gap d to the breaking of the joint 3.
[0052]
　Figure 3 is a cross-sectional view schematically showing a BR of the present embodiment using the survey rupture of the joint. As shown in FIG. 3, as test materials, it was the BR10 composed of a first member (CP) and the second member (panel) and a plurality prepared. Multiple sample materials were variously changed the gap d between the upright portion. The first and second members, respectively, was molded by performing press working at room temperature cold-rolled steel sheet. The thickness of the steel plate is 2mm, the tensile strength was 1310MPa. Joining the first member and the second member was carried out by welding using single-phase alternating current of the spot welder. During spot welding, pressing pressure was 500 kgf, energizing time was 20 cycles, the current value was 7.3KA. In this way, the total length to produce a BR10 of 1000mm.
[0053]
　In a second member constituting the BR10 (panel), the width of the top plate portion is 80 mm, the height of the vertical wall portion was 60 mm. The entire width of the second member, i.e. the length from the side edge of one flange portion to the side edge of the other flange portion was 120 mm. The first standing portion and the radius of curvature of the second upright portion each ridge portion was 5 mm. Upright angle of the first upright portion and a second upright portion each of the flat portion was 90 °. The length of the first upright portion and a second upright portion each of the flat portion was 10 mm. The spacing of the plurality of welds formed along the longitudinal direction of the BR10 (welding point) was 30 mm. Nugget diameter of the welded portion was 6 mm. Changing the gap d between the standing portion was carried out by changing the total width of the first member.
[0054]
　Then, the plurality of BR10 gap d is different between the standing portion was conducted crush test three-point bending. Incidentally, the manner of the test is the same as the manner of the test in the Examples below. The results are shown in FIG.
[0055]
　Figure 4 is a diagram showing the investigation results on the breaking of the joint by BR of the present embodiment. FIG. 4, the gap d between the standing portion shown in the horizontal axis shows the stroke of impactor when the joint is broken on the vertical axis. As shown in FIG. 4, the gap d between the upright portion if is 9mm or more, breakage of the joint portion occurs.
[0056]
　This is believed to be due to the following reasons. If the interval d between the upright portion is increased, in the first member, the first ridge portion formed on a side edge, and the joint between the first member and the second member, the distance apart. That is, the distance between the junction and the first upright portion leaves. Therefore, the joint 3 around the deformation suppression in first member does not effectively occur. As a result, suppression fades for rupture of the joint.
[0057]
　Therefore, the gap d between the upright portion is preferably less than 9mm or 0 mm. In another aspect, the distance between the joint portion 3 and the first upright portion 12 is preferably 5mm or more 16.5mm or less. The distance between the joint portion 3 and the second upright portion 23 is preferably more than 6mm 17.5mm or less.
[0058]
　In BR10 of the present embodiment, the first first member 1 of the standing portion 12 (first flat portion F 1 ) and the second second standing portion 23 of the member 2 (the flat portion F 2 A), It should not be joined. That is, the first standing portion 12 and the second standing portion 23, even when in contact with each other, should not be integrated.
[0059]
　When the first upright portion 12 and the second standing portion 23 is integrated, when the BR10 is subjected to a collision load, the individual deformation of the first upright portion 12 and the second standing portion 23 is restrained, it can not tolerate the misalignment due to deformation of both. Therefore, the shear stress in the joint 3. As a result, the possibility of early bonding portion 3 breaks becomes higher.
[0060]
　In the example shown in FIGS. 1 and 2A, the cross-sectional shape of one of the first cross-sectional shape as the first other upright portion 12 of the standing portion 12 is symmetrical. However, both the cross-sectional shape may be asymmetric. Similarly, the cross-sectional shape of one of the second upright portion 23 of the cross-sectional shape and the other of the second standing portion 23 may be a symmetrical or may be asymmetrical.
[0061]
　Further, in the example shown in FIG. 1 and FIG. 2A, BR10 is constituted by a first member 1 and second member 2 of the two members. However, for example, between the first member 1 and the second member 2 may comprise a third member as a reinforcing member.
[0062]
　Figure 5 is a perspective view showing another example of the BR of the present embodiment. As shown in FIG. 5, in the present embodiment, the first and second upright portions 12 and 23 are provided in the middle region of the longitudinal BR10. That is, the first standing portion 12 is provided on a portion of the two side edges of the flat plate portion 11 of the first member 1. The second upright portion 23, the first to match the position of the standing portion 12, is provided on part of the side edge of the second member 2 two of the flanges 21. Even in such BR10, same effect as BR10 as described above can be obtained.
[0063]
　Usually, BR mounted on the vehicle body is supported at both ends. The BR at the time of collision, the most distant parts (BR longitudinal center portion of) the are often high load loads from the supporting point. In this case, the central portion in the longitudinal direction of the BR bending deformation. Therefore, breakage of the joint portion is concerned in the longitudinal direction of the central portion of the BR. Therefore, as shown in FIG. 5, by providing the first and second upright portions 12 and 23 only in the central region in the longitudinal direction of the BR10, while suppressing breakage of the joint portion, minimum weight of BR10 it can be suppressed to. Thus, BR10 shown in FIG. 5 are lightweight, can be sufficiently absorb the collision load. For this BR10, first and second upright portions 12 and 23, at least, more -50mm from the longitudinal center of the BR10, is preferably provided in + 50 mm below the region from the center.
Example
[0064]
　To confirm the effects of the present embodiment, examples, carried out 3-point bending crush tested 3 kinds of BR in Comparative Example 1 and Comparative Example 2 were evaluated for crashworthiness of BR.
[0065]
　6A is a cross-sectional view showing a BR embodiment schematically. Figure 6B is a cross-sectional view schematically showing a BR of Comparative Example 1. Figure 6C is a cross-sectional view schematically showing a BR of Comparative Example 2.
[0066]
　As shown in FIG. 6A, in the embodiment, it was prepared BR50 composed of a first member (CP) and the second member (panel). The BR50 is obtained according to the BR10 shown in FIG. The first and second members, respectively, was molded by performing press working at room temperature cold-rolled steel sheet. The thickness of the steel plate is 2mm, the tensile strength was 1310MPa. The first member 1 and the second joining member 2 was carried out by welding using a single-phase alternating current of the spot welder. During spot welding, pressing pressure was 500 kgf, energizing time was 20 cycles, the current value was 7.3KA. In this way, the total length to produce a BR50 of 1000mm.
[0067]
　In the second member of the BR50 in the embodiment, the width of the top plate portion is 80 mm, the height of the vertical wall portion was 60 mm. The entire width of the second member was 120 mm. The length of the first upright portion and the second upright portion was 15 mm. The radius of curvature R of the first upright portion and a second upright portion each ridge portion was 5 mm. Upright angle of the first upright portion and a second upright portion each of the flat portion was 90 °. The length of the first upright portion and a second upright portion each of the flat portion was 10 mm. Distance d between the standing part were both 0 mm. The distance between the plurality of welding spots which are formed along the longitudinal direction of the BR50 was 30 mm. Nugget diameter of the welded portion was 6 mm.
[0068]
　As shown in FIG. 6B, Comparative Example 1, were prepared BR60 composed of a first member (CP) and the second member (panel). This BR60, first upright portion and the second upright portion of BR50 shown in FIG. 6A was not provided any. Other configurations were similar to BR50 shown in Figure 6A.
[0069]
　As shown in FIG. 6C, in Comparative Example 2 was prepared BR70 composed of a first member (CP) and the second member (panel). This BR70, first upright portion of BR50 shown in FIG. 6A was not provided. Other configurations were similar to BR50 shown in Figure 6A.
[0070]
　Figure 7 is a schematic diagram showing an outline of a crush test three-point bending. Reference numeral 53 in FIG. 7 represents a joint portion by spot welding.
[0071]
　As shown in FIG. 7, BR50 and (60, 70) supported by the second member (panel) 2 points from side 92a and 92b. Support point interval was 800mm. The longitudinal center of the BR50, to collide with impactor 91 from the first member (CP) side to crush the BR50. The radius of curvature of impactor 91 was 150 mm. Impact velocity impactor 91 was 2500 mm / sec. The results are shown in Figure 8.
[0072]
　Figure 8 is a diagram summarizing the results of the crush test three-point bending. Figure 8 shows the stroke of the impactor and the horizontal axis shows the load acting on the impactor, i.e. the load BR receives the vertical axis. Furthermore, after the test, and observing the joint BR50,60 and 70, to confirm the presence or absence of the occurrence of fracture.
[0073]
　In BR50 embodiment, rupture of the joint did not occur. On the other hand, the BR70 of BR60 and Comparative Example 2 Comparative Example 1, breakage of the joint portion occurs.
[0074]
　Furthermore, it is shown that from the results shown in Figure 8 below. While maximum load examples are 75 kN, a maximum load of Comparative Example 1 is 45 kN, the maximum load of the Comparative Example 2 was 62KN. Therefore, according to BR embodiment according to the present embodiment, it can be seen that the improved maximum load at the time of collision.
[0075]
　Incidentally, to produce a BR joined by laser welding in place of the spot welding was performed to the same test as above. Further, to produce a BR joined by an adhesive instead of the spot welding was performed to the same test as above. In these tests, it was confirmed the tendency similar to the above.
[0076]
　From the above test results, according to the BR and the vehicle of the present embodiment, it is possible to suppress the breakage of the joint portion at the time of collision, it has been demonstrated that can sufficiently absorb the collision load.
DESCRIPTION OF SYMBOLS
[0077]
　　10 bumper reinforcement
　　1 the first member
　　11 the flat plate portion
　　12 first upright portion
　　2 second member
　　21 flange portion
　　22 the vertical wall portion
　　23 and the second upright portion
　　24 the top plate
　　3 joined portion

claims

[Claim 1]A flat plate portion extending in one direction, leading to each of the two side edges along the direction of said plate, and said side edges of all or two of the first upright provided in a part of said plate and parts, a first member including a
　top plate portion extending in the one direction, and two vertical wall portions connected to each of the two side edges along the direction of the top plate, said two longitudinal and two flange portions connected to the respective wall portion, wherein the lead to each of the side edges along the direction of the two flanges, and two second provided so as to correspond to the first standing portion of the upright portion, and a second member including a comprises,
　the said plate of the said and the two flanges of the second member first member is joined,
　the first standing portion There has been erected on the second member side, the bumper reinforcement.
[Claim 2]
　A bumper reinforcement according to claim 1,
　wherein the first upright portion has a first ridge portion adjacent to said plate, a first flat portion adjacent to said first ridge line portion , wherein the
　said second upright portion includes a second ridge portion adjacent to the flange portion, a second flat portion adjacent to the second ridge portion, a
　cross-section transverse to the one direction in a boundary between said second ridge line portion the second flat portion, and the boundary between the said first flat portion and the first ridge line portion, the gap is less than 9mm or 0 mm, bumpers reinforcement.
[Claim 3]
　A bumper reinforcement according to claim 2,
　in the cross section, the length of the first and second flat portions is not less than 5 mm, the bumper reinforcement.
[Claim 4]
　A bumper reinforcement according to any one of claims 1 to 3,
　at least one of a tensile strength of said first member and said second member is more than 1180 MPa, the bumper reinforcement .
[Claim 5]
　A vehicle equipped with the front or rear bumper reinforcement according to any one of claims 1 to 4,
　wherein the first member is disposed outwardly of the vehicle, the vehicle.