JP2016020133A - Vehicle bumper structure including pedestrian collision detection sensor - Google Patents

Abstract

PROBLEM TO BE SOLVED: To improve the sensitivity of a pedestrian collision detection sensor.SOLUTION: In a front bumper 10, a groove 42 which opens to the front side is formed on a front surface 40B of an absorber 40 and a pressure tube 52 is assembled into the groove 42. In other words, the pressure tube 52 is placed at a front end part of the absorber 40. Thus, the pressure tube 52 is directly pressed by a bumper cover 12 during a collision between a vehicle V and a collision body. The structure allows the pressure tube 52 to smoothly deform even when an impact load input to the vehicle V is relatively small. Therefore, compared to a case where the pressure tube 52 is placed in a rear end part of the absorber 40 (in other words, a case where the groove part 42 is formed on a rear surface 40A of the absorber 40), the sensitivity of a pedestrian collision detection sensor 50 is improved.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a vehicle bumper structure including a pedestrian collision detection sensor.

  In the vehicle bumper structure provided with the pedestrian collision detection sensor described in Patent Document 1 below, the absorber is disposed adjacent to the front side of the bumper reinforcement. The absorber has a groove portion that is open to the rear side of the vehicle, and a pressure tube is assembled (inserted) into the groove portion. When the pressure tube is deformed at the time of collision between the vehicle and the collision object, the pressure sensors provided at both ends in the longitudinal direction of the pressure tube output a signal corresponding to the pressure change of the pressure tube, and the collision object with the vehicle is The ECU determines whether or not the person is a pedestrian. In addition, as a vehicular bumper structure provided with a pedestrian collision detection sensor, there are those described in Patent Documents 2 to 4 below.

International Publication No. 2012/113362 JP 2008-525255 A JP 2008-107199 A JP2012-183921A

  However, the vehicle bumper structure provided with the pedestrian collision detection sensor has the following problems. That is, since the pressure tube is arranged at the rear end of the absorber, when the collision load input to the vehicle is small, the collision energy is absorbed at the front of the absorber and the pressure tube is sufficiently deformed. Can not be. Thereby, the sensitivity of a pedestrian collision detection sensor becomes low.

  In view of the above-described facts, an object of the present invention is to provide a vehicle bumper structure including a pedestrian collision detection sensor that can increase the sensitivity of the pedestrian collision detection sensor.

  The bumper structure for vehicles provided with the pedestrian collision detection sensor according to claim 1, a bumper reinforcement arranged with a vehicle width direction as a longitudinal direction inside a bumper cover in a longitudinal direction of the vehicle, the bumper cover, and the bumper reinforcement A pedestrian collision detection sensor that outputs a signal corresponding to a pressure change in the pressure tube, and a vehicle front and rear of the bumper reinforcement. An absorber that is provided adjacent to the outer side surface in the direction, is open to the outer side in the vehicle front-rear direction, and has a groove formed on the outer side surface in the vehicle front-rear direction.

  In the bumper structure for vehicles provided with the pedestrian collision detection sensor according to claim 1, the bumper cover is disposed on the vehicle front-rear direction inner side (in the bumper reinforcement disposed on the front portion of the vehicle, on the rear side of the vehicle and on the rear portion of the vehicle). In the reinforcement, bumper reinforcements are arranged on the vehicle front side) with the vehicle width direction as the longitudinal direction. Moreover, the absorber is provided adjacent to the vehicle front-back direction outer side surface of bumper reinforcement. And the pressure tube of the pedestrian collision detection sensor is hold | maintained at the groove part formed in the absorber, and the pressure tube is extended in the vehicle width direction. For this reason, when a collision load inward in the vehicle longitudinal direction is input to the pressure tube at the time of collision between the vehicle and the collision object, the pressure tube is deformed and the pressure in the pressure tube is changed to change the pressure in the pressure tube. Is output from the pedestrian collision detection sensor.

  Here, the groove portion is formed on the outer side surface of the absorber in the front-rear direction of the vehicle and is open to the outer side in the front-rear direction of the vehicle. That is, the pressure tube is disposed at the outer end of the absorber in the vehicle front-rear direction. For this reason, the pressure tube is directly pressed by the bumper cover when the vehicle and the collision object collide. Thereby, even when the collision load input to the vehicle is relatively small, the pressure tube can be favorably deformed. Therefore, the sensitivity of the pedestrian collision detection sensor can be increased as compared with the case where the pressure tube is disposed at the inner end of the absorber in the longitudinal direction of the vehicle.

  The bumper structure for vehicles provided with the pedestrian collision detection sensor according to claim 2 is the reinforcement member according to claim 1, wherein the absorber is provided inside the absorber on the inner side in the vehicle longitudinal direction with respect to the pressure tube. The compression deformation load of the reinforcing member in the vehicle longitudinal direction is set higher than the compression deformation load of the absorber in the vehicle longitudinal direction.

  In the vehicle bumper structure provided with the pedestrian collision detection sensor according to claim 2, when the collision load inward in the vehicle front-rear direction is input to the pressure tube, the pressure tube is formed by the reinforcing member having a high resistance to compressive deformation. It is supported from the inside in the vehicle longitudinal direction. For this reason, the deformation of the pressure tube can be stabilized as compared with the case where the reinforcing member is temporarily omitted in the absorber. Therefore, the sensitivity of the pedestrian collision detection sensor can be further increased.

  The bumper structure for a vehicle provided with the pedestrian collision detection sensor according to claim 3 is the invention according to claim 1 or 2, wherein the bumper cover is an outer bumper cover arranged side by side in the vehicle front-rear direction. In the inner bumper cover, a facing surface facing the pressure tube in the vehicle front-rear direction is formed in a planar shape across the vehicle width direction.

  In the vehicle bumper structure including the pedestrian collision detection sensor according to claim 3, the bumper cover includes an outer bumper cover and an inner bumper cover, and the outer bumper cover and the inner bumper cover are arranged in the vehicle front-rear direction. Are arranged side by side. And in the inner side bumper cover, the surface which opposes a pressure tube in the vehicle front-back direction is formed in planar shape over the vehicle width direction. That is, by using the inner bumper cover that is less affected by the design of the vehicle, the facing surface facing the pressure tube can be formed in a flat shape without a step. Thereby, compared with the case where the opposing surface of an inner side bumper cover is formed in uneven | corrugated shape, the damage with respect to a pressure tube, etc. can be suppressed.

  According to the bumper structure for vehicles provided with the pedestrian collision detection sensor according to claim 1 and claim 2, the sensitivity of the pedestrian collision detection sensor can be increased.

  According to the bumper structure for vehicles provided with the pedestrian collision detection sensor according to claim 3, for example, it is possible to suppress damage on the pressure tube.

FIG. 2 is a schematic cross-sectional side view of the front bumper to which the vehicle bumper structure provided with the pedestrian collision detection sensor according to the first embodiment is applied, as viewed from the left side of the vehicle (1 in FIG. 2). -1 line enlarged sectional view). FIG. 2 is a schematic plan view, partly broken, showing the entire front bumper shown in FIG. 1. It is a typical sectional side view corresponding to FIG. 1 which shows the vehicle width direction center vicinity of the front bumper to which the bumper structure for vehicles provided with the pedestrian collision detection sensor which concerns on 2nd Embodiment was applied. It is a typical sectional side view corresponding to FIG. 3 which shows the modification of 2nd Embodiment. It is a typical sectional side view corresponding to FIG. 1 which shows the vehicle width direction vicinity vicinity of the front bumper to which the bumper structure for vehicles provided with the pedestrian collision detection sensor which concerns on 3rd Embodiment was applied. (A) is the expanded partial sectional side view which shows the modification of the absorber shown by FIG. 1, (B) is the expanded partial sectional side view which shows the modification of the reinforcement plate shown by FIG. .

(First embodiment)
Hereinafter, the front bumper 10 of the vehicle (automobile) V to which the vehicle bumper structure S1 including the pedestrian collision detection sensor 50 according to the first embodiment is applied will be described with reference to FIGS. 1 and 2. Note that an arrow FR appropriately shown in the drawings indicates the front side of the vehicle, an arrow LH indicates the left side of the vehicle (one side in the vehicle width direction), and an arrow UP indicates the upper side of the vehicle. In the following description, when using the front / rear, up / down, and left / right directions, unless otherwise indicated, the front / rear direction of the vehicle, the up / down direction of the vehicle, the left / right direction of the vehicle (when facing the front) To do.

  As shown in FIGS. 1 and 2, the front bumper 10 is disposed at the front end of the vehicle V. For this reason, in the present embodiment, the “front side” is defined as “the vehicle longitudinal direction outside” in the present invention, and the “rear side” is defined as the “vehicle longitudinal direction inside” in the present invention. The front bumper 10 includes a bumper cover 12 that forms the front end of the vehicle V, a bumper reinforcement 20 that forms a bumper skeleton member (hereinafter referred to as “bumper RF20”), and the bumper cover 12 and the bumper RF20. And an absorber 40 arranged. Further, the front bumper 10 includes a pedestrian collision detection sensor 50 for detecting a collision of the colliding body with the vehicle V. Hereafter, each said structure is demonstrated.

(About the bumper cover 12)
As shown in FIG. 2, the bumper cover 12 is made of resin. The bumper cover 12 extends in the vehicle width direction and is fixedly supported to the vehicle body at a portion not shown. Further, both side portions 14 of the bumper cover 12 in the vehicle width direction are inclined toward the vehicle rear side toward the outer side in the vehicle width direction in a plan view, and constitute a corner portion of the vehicle V.

(About bumper RF20)
The bumper RF20 is formed in a hollow, substantially rectangular column shape, and is arranged with the vehicle width direction as a longitudinal direction. The bumper RF 20 is made of a metal material such as aluminum and is manufactured by a technique such as extrusion. Further, as shown in FIG. 1, a plate-like reinforcing portion 26 is provided inside the bumper RF 20, and the reinforcing portion 26 is arranged with the vertical direction as the plate thickness direction, and the front wall of the bumper RF 20. 22 and the rear wall 24 are connected. The bumper RF20 has a sectional structure in which a plurality (three in the present embodiment) of substantially rectangular closed sections are arranged in the vertical direction. That is, in the present embodiment, a pair of reinforcing portions 26 are arranged in the vertical direction inside the bumper RF20. Then, the closed cross section disposed at the upper part of the bumper RF20 is the upper closed cross section 28A, the closed cross section disposed at the intermediate portion in the vertical direction of the bumper RF20 is the intermediate closed cross section 28B, and the closed cross section disposed at the lower part of the bumper RF20. The cross section is a lower closed cross section 28C.

  As shown in FIG. 2, on the rear side of the bumper RF20, a pair of left and right front side members FS constituting a skeleton member on the vehicle body side extend in the front-rear direction. And both ends of the bumper RF20 in the vehicle width direction are connected to the front end of the front side member FS. Further, both end portions in the vehicle width direction of the bumper RF 20 protrude outward in the vehicle width direction with respect to the front side member FS, and are bent obliquely rearward corresponding to both side portions 14 in the vehicle width direction of the bumper cover 12. Yes. The bent portion is a bent portion 30.

(About absorber 40)
As shown in FIG. 1, the absorber 40 is made of a foamed resin material, that is, urethane foam. The absorber 40 is disposed between the bumper RF20 and the bumper cover 12 so as to be adjacent to the front side of the lower portion of the bumper RF20 (specifically, the portion constituting the lower closed cross section 28C). The absorber 40 is formed in a long shape with the vehicle width direction as a longitudinal direction so as to follow the bumper cover 12 in plan view, and obliquely corresponding to the bent portion 30 of the bumper RF20 at both sides in the vehicle width direction. It is bent to the rear side (see FIG. 2). The absorber 40 is formed in a substantially rectangular shape in a cross-sectional view as viewed from the longitudinal direction, and the rear surface 40A of the absorber 40 is fixed to the front surface 20A of the bumper RF20.

  Further, a groove 42 for holding a pressure tube 52 described later is formed on the front surface 40B of the absorber 40. The groove portion 42 is penetrated in the longitudinal direction of the absorber 40 and opened to the front side in a side sectional view (specifically, a part to the front side concentrically with the outer peripheral surface of the pressure tube 52 described later). Open arc shape).

(About the pedestrian collision detection sensor 50)
As shown in FIG. 2, the pedestrian collision detection sensor 50 includes an elongated pressure tube 52 and a pressure sensor 54 that outputs a signal corresponding to a pressure change in the pressure tube 52 (in a broad sense, “ It is an element grasped as a “pressure detector”).

  As shown in FIG. 1, the pressure tube 52 is configured as a hollow structure having a substantially annular cross section. The outer diameter of the pressure tube 52 is set to be slightly smaller than the inner diameter of the groove 42 of the absorber 40, and the length of the pressure tube 52 in the longitudinal direction is the length of the absorber 40 in the longitudinal direction. It is set longer than that. The pressure tube 52 is assembled (inserted) in the groove 42. In the state where the pressure tube 52 is assembled in the groove portion 42, the outer peripheral surface of the pressure tube 52 is disposed so as to contact the front surface 40 </ b> B of the absorber 40.

  As shown in FIG. 2, the pressure sensors 54 are provided at both ends of the pressure tube 52 in the vehicle width direction, and are electrically connected to the ECU 56 (which is an element grasped as a “collision determination unit” in a broad sense). Has been. Then, as the pressure tube 52 is deformed, a signal corresponding to a pressure change in the pressure tube 52 is output from the pressure sensor 54 to the ECU 56.

  In addition, a collision speed sensor (not shown) is electrically connected to the ECU 56 described above, and the collision speed sensor outputs a signal corresponding to the collision speed with the collision body to the ECU 56. The ECU 56 calculates the collision load based on the output signal of the pressure sensor 54 described above, and calculates the collision speed based on the output signal of the collision speed sensor. Further, the ECU 56 obtains the effective mass of the collision object from the calculated collision load and collision velocity, determines whether the effective mass exceeds a threshold value, and determines whether the collision object to the front bumper 10 is a pedestrian. It is determined whether the vehicle is a person other than a pedestrian (for example, a roadside marker, a road obstacle such as a post cone).

  Next, operations and effects in the first embodiment will be described.

  In the front bumper 10 configured as described above, the pressure tube 52 is assembled (fitted) into the groove portion 42 formed in the absorber 40, and the pressure tube 52 extends in the vehicle width direction. When the vehicle V collides with the colliding body, the bumper cover 12 is deformed rearward and presses the absorber 40 rearward. For this reason, the absorber 40 is crushed in the front-rear direction (compressed and deformed), the pressure tube 52 is deformed (collapsed), and the pressure in the pressure tube 52 changes.

  When the pressure in the pressure tube 52 changes, the pressure sensor 54 outputs a signal corresponding to the pressure change in the pressure tube 52 to the ECU 56, and the ECU 56 calculates the collision load based on the output signal of the pressure sensor 54. On the other hand, the ECU 56 calculates the collision speed based on the output signal of the collision speed sensor. Then, the ECU 56 determines the effective mass of the collision object from the calculated collision load and collision speed, determines whether the effective mass exceeds the threshold value, and determines whether the collision object to the front bumper 10 is a pedestrian. Determine whether or not.

  Here, the groove portion 42 is formed on the front surface 40B of the absorber 40 and opened to the front side. As described above, the pressure tube 52 is assembled in the groove portion 42. That is, the pressure tube 52 is disposed at the front end portion of the absorber 40. For this reason, the pressure tube 52 is directly pressed by the bumper cover 12 when the vehicle V and the collision object collide. Thereby, even when the collision load input to the vehicle V is relatively small, the pressure tube 52 can be favorably deformed. Therefore, the sensitivity of the pedestrian collision detection sensor 50 is made higher than when the pressure tube 52 is disposed at the rear end of the absorber 40 (in other words, when the groove 42 is formed on the rear surface 40A of the absorber 40). be able to.

(Second Embodiment)
Hereinafter, the vehicle bumper structure S2 including the pedestrian collision detection sensor 50 according to the second embodiment will be described with reference to FIG. The second embodiment is configured in the same manner as in the first embodiment except for the structure of the absorber 40. Note that components that are configured in the same manner as in the first embodiment are denoted by the same reference numerals.

  That is, in the second embodiment, a reinforcing plate 60 as a “reinforcing member” is embedded in the absorber 40 by a technique such as insert molding. The reinforcing plate 60 is formed in a substantially long plate shape, and is formed in a substantially rectangular shape when viewed from the longitudinal direction. The reinforcing plate 60 is disposed adjacent to the rear side of the pressure tube 52 with the front-rear direction being the plate thickness direction, and extends along the longitudinal direction of the absorber 40. In other words, the absorber 40 is disposed on the rear side of the reinforcing plate 60, and the reinforcing plate 60 is configured to be sandwiched between the pressure tube 52 and the absorber 40 in the front-rear direction. The reinforcing plate 60 is made of a resin material, and the compression deformation load of the reinforcement plate 60 in the front-rear direction is set higher than the compression deformation load of the absorber 40 in the front-rear direction.

  Further, the height dimension (width dimension) of the reinforcing plate 60 is set larger than the outer diameter dimension of the pressure tube 52. Thereby, when the collision load to the rear side is input to the pressure tube 52, the reinforcing plate 60 is configured to support the pressure tube 52 from the rear side. When the pressure tube 52 is crushed in the front-rear direction, the pressure tube 52 is deformed in a flat shape. Therefore, the height dimension (width dimension) of the reinforcing plate 60 is larger than the inner diameter dimension of the pressure tube 52 deformed in a flat shape. Need only be set large.

  Further, as described above, since the reinforcing plate 60 is disposed adjacent to the rear side of the pressure tube 52, the front surface 60A of the reinforcing plate 60 constitutes the bottom surface of the groove portion 42 of the absorber 40. Further, on the reinforcing plate 60 side (rear side) in the groove portion 42, a pair of upper and lower side surfaces 42 </ b> A are arranged along a direction orthogonal to the vertical direction, and a gap is provided between the rear portion of the pressure tube 52 and the groove portion 42. G is formed.

  When the bumper cover 12 is deformed rearward during the collision between the vehicle V and the collision object, the bumper cover 12 directly presses the pressure tube 52 disposed at the front end portion of the absorber 40. Thereby, even when the collision load input to the vehicle V is relatively small, the pressure tube 52 can be favorably deformed. Therefore, the second embodiment also has the same operations and effects as the first embodiment.

  In the second embodiment, the reinforcing plate 60 is embedded in the absorber 40, and the reinforcing plate 60 is disposed adjacent to the rear side of the pressure tube 52. Furthermore, the compression deformation load of the reinforcing plate 60 in the front-rear direction is set higher than the compression deformation load of the absorber 40 in the front-rear direction. That is, when a rear collision load is input to the pressure tube 52, the pressure tube 52 is supported from the rear side by the reinforcing plate 60 having a high resistance to compressive deformation. For this reason, compared with the case where the reinforcement plate 60 is temporarily omitted in the absorber 40, the reaction force acting on the pressure tube 52 becomes higher. Thereby, the deformation of the pressure tube 52 can be stabilized. Therefore, the sensitivity of the pedestrian collision detection sensor 50 can be further increased.

  Further, since the absorber 40 is disposed on the rear side of the reinforcing plate 60, when a relatively large collision load is input, the pressure tube 52 is crushed and deformed, and the absorber 40 is compressed and deformed in the front-rear direction. . Accordingly, the reinforcing plate 60 can be provided inside the absorber 40 while ensuring the function of the absorber 40 to absorb the collision energy input to the vehicle V.

(Modification of the second embodiment)
Hereinafter, a modification of the second embodiment will be described with reference to FIG. In this modification, the configuration is the same as that of the second embodiment except for the structure of the reinforcing plate 60. That is, in the present modification, the reinforcing rib 62 is integrally formed at the middle portion in the vertical direction on the rear surface 60B of the reinforcing plate 60 (specifically, the rear portion with respect to the pressure tube 52). The reinforcing rib 62 is disposed with the vertical direction as the plate thickness direction, and extends rearward from the reinforcing plate 60. Further, the rear end position of the reinforcing rib 62 in the front-rear direction coincides with the position of the rear surface 40A of the absorber 40, and the rear end of the reinforcing rib 62 is in contact with the front surface 20A of the bumper RF20. Thereby, the absorber 40 is divided into two in the vertical direction by the reinforcing plate 60 (reinforcing ribs 62), and the upper part of the absorber 40 above the reinforcing ribs 62 becomes the absorber upper portion 40U, and from the reinforcing ribs 62 in the absorber 40 The lower portion is an absorber lower portion 40L.

  Here, when a collision load of a predetermined value or more is input to the absorber 40, the reinforcing rib 62 is buckled in the front-rear direction, and the absorber upper part 40U and the absorber lower part 40L are compressed and deformed in the front-rear direction. Yes. In other words, when a relatively small collision load (a collision load that is lower than the predetermined value and higher than the deformation load of the pressure tube 52) is input to the pressure tube 52, the pressure tube 52 is deformed, but the reinforcing rib 62 Is configured not to buckle. That is, for example, the buckling load of the reinforcing rib 62 in the front-rear direction is set to be the same as or slightly higher than the compressive deformation load of the absorber upper part 40U and the absorber lower part 40L in the front-rear direction. Yes.

  For this reason, when a relatively small collision load is input to the pressure tube 52, the displacement of the reinforcing plate 60 toward the rear side is limited by the reinforcing rib 62, and the reinforcing plate 60 favorably supports the pressure tube 52 from the rear side. To do. Then, the pressure tube 52 is pressed against the reinforcing plate 60 to be deformed (crushed). As described above, according to the present modification, the support performance of the reinforcing plate 60 with respect to the pressure tube 52 can be improved by the reinforcing rib 62. As a result, the sensitivity of the pedestrian collision detection sensor 50 can be effectively increased.

  When a collision load of a predetermined value or more is input to the pressure tube 52, the pressure tube 52 is deformed and the reinforcing rib 62 is buckled in the front-rear direction, so that the absorber upper part 40U and the absorber lower part 40L are moved in the front-rear direction. Compressive deformation. For this reason, the pressure tube 52 can be favorably deformed while absorbing the collision energy input to the vehicle V.

  Furthermore, in this modification, since the reinforcing ribs 62 are provided on the reinforcing plate 60, for example, by appropriately setting the plate thickness dimension of the reinforcing ribs 62, the buckling load of the reinforcing ribs 62 and the overall resistance of the absorber 40 are improved. The compressive deformation load can be easily adjusted.

(Third embodiment)
Hereinafter, the vehicle bumper structure S3 including the pedestrian collision detection sensor 50 according to the third embodiment will be described with reference to FIG. The third embodiment is configured in the same manner as the second embodiment except for the structure of the bumper cover 12. In addition, the same code | symbol is attached | subjected to the components comprised similarly to 2nd Embodiment.

  That is, in the third embodiment, the bumper cover 12 has a double structure. Specifically, the bumper cover 12 has an outer bumper cover 16 as an “outer bumper cover” disposed at the front end of the vehicle V, and an inner as an “inner bumper cover” disposed at the rear side of the outer bumper cover 16. And a bumper cover 18. The inner bumper cover 18 is disposed on the rear side of the central portion in the vehicle width direction of the outer bumper cover 16, for example, corresponding to a front grill (not shown) provided in the central portion in the vehicle width direction of the outer bumper cover 16. Then, it is fixed to the outer bumper cover 16 at a position not shown.

  Further, in the inner bumper cover 18, a surface facing the pressure tube 52 in the front-rear direction is a facing surface 18 </ b> A, and the facing surface 18 </ b> A is planar in the vehicle width direction (longitudinal direction of the inner bumper cover 18). Is formed.

  When the bumper cover 12 is deformed rearward when the vehicle V collides with the collision object, the outer bumper cover 16 or the inner bumper cover 18 directly presses the pressure tube 52 disposed at the front end portion of the absorber 40. . Thereby, even when the collision load input to the vehicle V is relatively small, the pressure tube 52 can be favorably deformed. Therefore, the third embodiment has the same operations and effects as the second embodiment.

  In the third embodiment, the facing surface 18A of the inner bumper cover 18 that faces the pressure tube 52 in the front-rear direction is formed in a planar shape across the vehicle width direction (longitudinal direction of the inner bumper cover 18). Yes. For this reason, by using the inner bumper cover 18 that is less influenced by the design of the vehicle V, the facing surface 18A that faces the pressure tube 52 can be formed in a flat shape without a step. As a result, it is possible to suppress damage to the pressure tube 52 and to press the pressure tube 52 evenly by the inner bumper cover 18 in the vehicle width direction as compared with the case where the facing surface 18A is formed to be uneven. can do.

  Furthermore, in the third embodiment, as described above, since the bumper cover 12 has a double structure, the strength of the bumper cover 12 is ensured for a vehicle having a large front grille, for example. The sensitivity of the pedestrian collision detection sensor 50 can be increased.

  In the third embodiment, the inner bumper cover 18 is disposed on the rear side in the vehicle width direction center portion of the outer bumper cover 16. However, the length of the inner bumper cover 18 in the vehicle width direction may vary. It can be set arbitrarily according to the vehicle.

  In the third embodiment, the reinforcing plate 60 is embedded in the absorber 40. However, the reinforcing plate 60 may be omitted in the absorber 40 as in the first embodiment.

  In the second embodiment, the modification of the second embodiment, and the third embodiment, the resin reinforcing plate 60 is embedded in the absorber 40 by insert molding or the like. The form of 60 is not limited to this. For example, the reinforcing plate 60 (in the modified example of the second embodiment, the reinforcing plate 60 and the reinforcing rib 62) is made of a foamed resin material and has a different foaming ratio (specifically, the absorber 40) from the absorber 40. It is also possible that the compression deformation load of the reinforcing plate 60 in the front-rear direction is larger than the compression deformation load of the absorber 40.

  Further, in the first to third embodiments and the modified example of the second embodiment, the position where the front surface 40B of the absorber 40 and the outer peripheral surface of the pressure tube 52 are in contact with each other in the front-rear direction. The front surface 40B is disposed on the front surface 40B, but the front-rear position of the front surface 40B is not limited thereto. For example, as shown in FIG. 6A, a pair of upper and lower claws 44 are formed in the opening of the groove 42, and the front surface 40B is arranged on the rear side with respect to the pair of claws 44. May be. Thereby, it is possible to easily input the collision load to the pressure tube 52 while ensuring the holding performance of the groove portion 42 with respect to the pressure tube 52.

  Further, in the second embodiment, the modification of the second embodiment, and the third embodiment, the reinforcing plate 60 is formed in a substantially rectangular shape in a side sectional view. The cross-sectional shape is not limited to this. For example, as shown in FIG. 6B, the lower part of the reinforcing plate 60 is formed so as to protrude forward, and the rear lower part of the reinforcing plate 60 is supported from below by the lower part of the reinforcing plate 60. May be. Specifically, a curved surface 60C that supports the pressure tube 52 from the rear and obliquely below is formed on the front surface 60A of the reinforcing plate 60, and the curved surface 60C is formed into a substantially quadrant that is concentric with the outer peripheral surface of the pressure tube 52. It may be formed. Thereby, when the collision object with the vehicle V is a pedestrian, it can suppress that the pressure tube 52 shifts | deviates relatively with respect to the reinforcement plate 60, and deform | transforms the pressure tube 52 favorably. Can do.

  That is, in the collision between the vehicle V and the pedestrian, the colliding pedestrian tends to fall on the hood of the vehicle V, and therefore the load on the rear obliquely lower side is input to the absorber 40. For this reason, the absorber 40 presses the pressure tube 52 rearward and obliquely downward by the input load. At this time, since the curved surface 60C of the reinforcing plate 60 supports the rear lower portion of the pressure tube 52 from below and obliquely below, it is possible to suppress the pressure tube 52 from being displaced relative to the lower side with respect to the reinforcing plate 60. Further, the reaction force against the pressure tube 52 can be efficiently applied to the pressure tube 52 from the curved surface 60 </ b> C of the reinforcing plate 60. Thereby, the pressure tube 52 can be favorably deformed.

  In the second embodiment, the modification of the second embodiment, and the third embodiment, the reinforcing plate 60 is disposed adjacent to the rear side of the pressure tube 52. However, the reinforcing plate You may comprise so that the absorber 40 may be interposed between 60 and the pressure tube 52. FIG. That is, the groove portion 42 may be formed in the absorber 40 as in the first embodiment, and the reinforcing plate 60 may be arranged to be separated from the bottom surface of the groove portion 42 to the rear side.

  In the first to third embodiments and the modified example of the second embodiment, the absorber 40 is disposed adjacent to the front side of the lower portion of the bumper RF20. The vertical position can be arbitrarily set according to various vehicles. For example, the absorber 40 may be disposed adjacent to the front side of the upper portion of the bumper RF20 (specifically, the portion constituting the upper closed section 28A).

  In the first to third embodiments and the modified example of the second embodiment, the vehicle bumper structures S1 to S3 including the pedestrian collision detection sensor 50 are applied to the front bumper 10. However, the present invention is not limited to this example. For example, the vehicle bumper structures S1 to S3 including the pedestrian collision detection sensor 50 may be applied to the rear bumper by inverting the above-described respective configurations. Good.

12 Bumper cover 16 Outer bumper cover (outer bumper cover)
18 Inner bumper cover (inner bumper cover)
18A Opposing surface 20 Bumper reinforcement 20A Front (bumper reinforcement vehicle front-rear direction outer surface)
40 Absorber 40B Front (absorber vehicle front-rear direction outer surface)
42 Groove 50 Pedestrian collision detection sensor 52 Pressure tube 60 Reinforcement plate (reinforcement member)
S1 Vehicle bumper structure with pedestrian collision detection sensor S2 Vehicle bumper structure with pedestrian collision detection sensor S3 Vehicle bumper structure with pedestrian collision detection sensor

Claims (3)

Bumper reinforcement arranged with the vehicle width direction as the longitudinal direction inside the vehicle front-rear direction of the bumper cover,
A pedestrian collision detection sensor configured to include a pressure tube extending in the vehicle width direction between the bumper cover and the bumper reinforcement, and outputting a signal corresponding to a pressure change of the pressure tube;
An absorber provided adjacent to the vehicle front-rear direction outer side surface of the bumper reinforcement, opened to the vehicle front-rear direction outer side, and having a groove portion formed on the vehicle front-rear direction outer side surface;
The bumper structure for vehicles provided with the pedestrian collision detection sensor which has this. Inside the absorber, a reinforcing member is embedded in the vehicle longitudinal direction inner side with respect to the pressure tube,
The bumper structure for vehicles provided with the pedestrian collision detection sensor according to claim 1, wherein the compression deformation load of the reinforcing member in the vehicle longitudinal direction is set higher than the compression deformation load of the absorber in the vehicle longitudinal direction. . The bumper cover includes an outer bumper cover and an inner bumper cover arranged side by side in the vehicle longitudinal direction,
3. The pedestrian collision detection sensor according to claim 1, wherein the inner bumper cover has a facing surface facing the pressure tube in a vehicle longitudinal direction formed in a planar shape across the vehicle width direction. Bumper structure for vehicles.

Images