WO2013024883A1 - 衝撃吸収部材 - Google Patents
衝撃吸収部材 Download PDFInfo
- Publication number
- WO2013024883A1 WO2013024883A1 PCT/JP2012/070790 JP2012070790W WO2013024883A1 WO 2013024883 A1 WO2013024883 A1 WO 2013024883A1 JP 2012070790 W JP2012070790 W JP 2012070790W WO 2013024883 A1 WO2013024883 A1 WO 2013024883A1
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- WO
- WIPO (PCT)
- Prior art keywords
- outer peripheral
- absorbing member
- peripheral wall
- vertex
- crash box
- Prior art date
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Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
- B60R19/00—Wheel guards; Radiator guards, e.g. grilles; Obstruction removers; Fittings damping bouncing force in collisions
- B60R19/02—Bumpers, i.e. impact receiving or absorbing members for protecting vehicles or fending off blows from other vehicles or objects
- B60R19/24—Arrangements for mounting bumpers on vehicles
- B60R19/26—Arrangements for mounting bumpers on vehicles comprising yieldable mounting means
- B60R19/34—Arrangements for mounting bumpers on vehicles comprising yieldable mounting means destroyed upon impact, e.g. one-shot type
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
- B60R19/00—Wheel guards; Radiator guards, e.g. grilles; Obstruction removers; Fittings damping bouncing force in collisions
- B60R19/02—Bumpers, i.e. impact receiving or absorbing members for protecting vehicles or fending off blows from other vehicles or objects
- B60R19/18—Bumpers, i.e. impact receiving or absorbing members for protecting vehicles or fending off blows from other vehicles or objects characterised by the cross-section; Means within the bumper to absorb impact
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
- F16F7/00—Vibration-dampers; Shock-absorbers
- F16F7/12—Vibration-dampers; Shock-absorbers using plastic deformation of members
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
- F16F7/00—Vibration-dampers; Shock-absorbers
- F16F7/12—Vibration-dampers; Shock-absorbers using plastic deformation of members
- F16F7/121—Vibration-dampers; Shock-absorbers using plastic deformation of members the members having a cellular, e.g. honeycomb, structure
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B21—MECHANICAL METAL-WORKING WITHOUT ESSENTIALLY REMOVING MATERIAL; PUNCHING METAL
- B21D—WORKING OR PROCESSING OF SHEET METAL OR METAL TUBES, RODS OR PROFILES WITHOUT ESSENTIALLY REMOVING MATERIAL; PUNCHING METAL
- B21D39/00—Application of procedures in order to connect objects or parts, e.g. coating with sheet metal otherwise than by plating; Tube expanders
- B21D39/06—Application of procedures in order to connect objects or parts, e.g. coating with sheet metal otherwise than by plating; Tube expanders of tubes in openings, e.g. rolling-in
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B21—MECHANICAL METAL-WORKING WITHOUT ESSENTIALLY REMOVING MATERIAL; PUNCHING METAL
- B21D—WORKING OR PROCESSING OF SHEET METAL OR METAL TUBES, RODS OR PROFILES WITHOUT ESSENTIALLY REMOVING MATERIAL; PUNCHING METAL
- B21D39/00—Application of procedures in order to connect objects or parts, e.g. coating with sheet metal otherwise than by plating; Tube expanders
- B21D39/08—Tube expanders
- B21D39/20—Tube expanders with mandrels, e.g. expandable
Definitions
- the present invention relates to an impact absorbing member used as, for example, a crash box of a bumper beam for an automobile and related technology.
- a bumper beam is provided inside the bumper provided at the front end of the automobile to absorb the impact at the time of collision.
- the bumper beam is provided with a bumper reinforcement arranged along the vehicle width direction and a pair of left and right crash boxes (shock absorbing members) that support the bumper reinforcement on the vehicle structure. Impact energy is absorbed by compressive deformation.
- Such a crush box is made of, for example, an aluminum hollow extrusion mold material or the like, and its outer peripheral wall is formed in a circular shape or a polygonal shape. Furthermore, in order to improve the absorption characteristics of impact energy, a crash box in which a plurality of ribs are formed inside the outer peripheral wall has been proposed.
- the crash box shown in Patent Document 1 includes an outer peripheral wall having a hexagonal cross section, and six ribs extending radially from an axial center toward an intermediate position of each side of the outer peripheral wall.
- this crush box is subjected to a compressive load, the connection point with the rib on the outer peripheral wall is set to “node”, the apex is set to “antinode”, and the portion between adjacent nodes on the outer peripheral wall projects in the radial direction.
- it is deformed repeatedly (buckling deformation) in an accordion shape in the axial direction while being deformed in a dent.
- FIG. 19 is a schematic load-displacement diagram in a buckling deformation type impact absorbing member.
- an impact absorbing member having such a load-displacement diagram there is a material whose load variation is small regardless of the amount of displacement in the region after starting buckling deformation (the region surrounded by the broken line in the figure). It has excellent shock absorption characteristics. That is, it can be said that the smaller the amplitude at the time of buckling deformation, the better the shock absorption characteristics.
- the shock absorbing member shown in the above-mentioned Patent Document 1 deforms a portion disposed between each node as a connection point with a rib as a bending deformation portion in a cross-sectional view perpendicular to the axial direction.
- Six bending deformation portions are arranged side by side in the circumferential direction.
- the circumferential length of each bending deformation portion becomes long, and thus the amount of uneven deformation of each bending deformation portion during buckling deformation increases. That is, the wavelength at the time of buckling deformation (buckling wavelength) becomes longer, the amplitude of the load fluctuation increases, and the fluctuation of the load with respect to the displacement amount also increases.
- the number of bending deformation portions is increased, the variation of the load with respect to the displacement amount can be reduced, and the impact absorption characteristics can be improved.
- the structure becomes complicated. That is, in the above-described conventional shock absorbing member, a connection point with the rib on the outer peripheral wall is a node, and a portion between adjacent nodes is functioned as a bending deformation portion. For this reason, in order to increase the number of bending deformation portions, it is necessary to increase the number of nodes, that is, the number of ribs. If it does so, the subject that the complexity of a structure and weight increase will arise.
- the present invention has been made in view of the above-described problems, and an object thereof is to provide an impact absorbing member and related technology capable of improving impact absorbing characteristics while simplifying the structure and reducing the weight. To do.
- the present invention comprises the following means.
- An attack absorbing member configured to absorb impact energy by compressive deformation in an axial direction
- An outer peripheral wall having a polygonal cross section perpendicular to the axial direction and having a plurality of sides;
- a plurality of ribs extending radially from the axial center on the inner side of the outer peripheral wall and connected to intermediate positions of the respective sides,
- the boundary position of adjacent side portions on the outer peripheral surface of the outer peripheral wall is a vertex
- the intermediate position of each side portion on the outer peripheral surface of the outer peripheral wall is a rib connection point
- each side portion is a boundary between the rib connection points.
- each of the divided parts is a half side
- the positions corresponding to the rib connection point and the apex on the outer peripheral wall are set as nodes, and the middle part of each half side is set as an abdomen, and two adjacent half sides sandwiching the apex are
- An impact-absorbing member characterized by being repeatedly buckled and deformed in the axial direction while being deformed unevenly in mutually different directions in the radial direction.
- a point at which the virtual extension lines of the outer peripheral surfaces of both linear portions on two adjacent half sides across the vertex intersect with each other as a virtual vertex, and the length from the virtual vertex to the neighboring rib connection point is the half side length.
- the half side length is “L” and the radius of curvature of the outer peripheral surface of the vertex arc portion is “R”, 4.
- the impact-absorbing member according to any one of 1 to 10 above which is constituted by an extruded shape or a drawn shape made of aluminum or an alloy thereof.
- An attack absorbing member configured to absorb impact energy by compressive deformation in the axial direction
- An outer peripheral wall having a polygonal cross section perpendicular to the axial direction and having a plurality of sides;
- a plurality of ribs extending radially from the axial center on the inner side of the outer peripheral wall and connected to intermediate positions of the respective sides,
- the boundary position of adjacent side portions on the outer peripheral surface of the outer peripheral wall is a vertex
- the intermediate position of each side portion on the outer peripheral surface of the outer peripheral wall is a rib connection point
- each side portion is a boundary between the rib connection points.
- each of the divided parts is a half side
- the positions corresponding to the rib connection points and the apexes on the outer peripheral wall are nodes, and the middle part of each half side is an antinode, and two adjacent half sides sandwiching the apex are , Configured to repeatedly buckle and deform in the axial direction while deforming unevenly in the radial direction,
- An impact-absorbing member wherein the maximum load when compressively deforming in the axial direction is adjusted to 70 kN or more and the average load / maximum load is adjusted to 0.85 or more.
- a crash box for a vehicle that supports a bumper reinforcement on a vehicle structure The shock absorbing member according to any one of 1 to 12 above, A crash box for a vehicle characterized by absorbing impact energy applied to the bumper reinforcement.
- Bumper reinforcements arranged along the vehicle width direction;
- a crash box for supporting the bumper reinforcement on the vehicle structure The crash box is constituted by the shock absorbing member according to any one of items 1 to 12, A bumper beam characterized in that impact energy applied to the bumper reinforcement is absorbed by the crash box.
- the position corresponding to the rib connection point and the apex in the polygonal outer peripheral wall is a node, and the intermediate position of the half side portion is buckled and deformed.
- Each half side portion can be buckled and deformed, and the amount of uneven deformation during buckling deformation can be reduced. Therefore, the load variation with respect to the axial displacement amount can be reduced, and good shock absorption characteristics can be obtained.
- the impact absorbing member of the invention [2] it is possible to absorb the impact energy in a well-balanced manner over the entire circumference and to obtain even better impact absorbing characteristics.
- shock absorbing member of the invention [3] to [11] it is possible to more reliably deform with a desired behavior at the time of buckling deformation, and the above effect can be obtained more reliably.
- FIG. 1 is a perspective view showing an impact absorbing member according to an embodiment of the present invention.
- FIG. 2A is a cross-sectional view showing the shock absorbing member of the embodiment.
- FIG. 2B is an enlarged cross-sectional view illustrating a part of the impact absorbing member of the embodiment.
- FIG. 2C is an enlarged cross-sectional view illustrating a part of the impact absorbing member of the embodiment.
- FIG. 3A is a cross-sectional view for explaining a deformed state of the shock absorbing member related to the present invention.
- FIG. 3B is a cross-sectional view for explaining a deformed state of the conventional shock absorbing member.
- FIG. 4 is a plan view showing a vehicle bumper beam to which the impact absorbing member of the embodiment is applied.
- FIG. 4 is a plan view showing a vehicle bumper beam to which the impact absorbing member of the embodiment is applied.
- FIG. 5A is a load-displacement diagram of embodiment 1 of the present invention.
- FIG. 5B is a load-displacement diagram of embodiment 2 of the present invention.
- FIG. 5C is a load-displacement diagram of embodiment 3 of the present invention.
- FIG. 5D is a load-displacement diagram of Example 4 of the present invention.
- FIG. 5E is a load-displacement diagram of Example 5 of the present invention.
- FIG. 5F is a load-displacement diagram of Example 6 of the present invention.
- FIG. 5G is a load-displacement diagram of embodiment 7 of the present invention.
- FIG. 5H is a load-displacement diagram according to embodiment 8 of the present invention.
- FIG. 5I is a load-displacement diagram according to Embodiment 9 of the present invention.
- FIG. 6A is a load-displacement diagram of Comparative Example 1.
- FIG. 6B is a load-displacement diagram of Comparative Example 2.
- FIG. 6C is a load-displacement diagram of Comparative Example 3.
- FIG. 6D is a load-displacement diagram of Comparative Example 4.
- FIG. 6E is a load-displacement diagram of Comparative Example 5.
- FIG. 6F is a load-displacement diagram of Comparative Example 6.
- FIG. FIG. 7A is a cross-sectional view of the sample model of the third embodiment.
- FIG. 7B is a perspective view showing a deformed state of the sample model of FIG. 7A.
- FIG. 8A is a cross-sectional view of the sample model of Example 6.
- FIG. 8B is a perspective view showing a deformed state of the sample model of FIG. 8A.
- 9A is a cross-sectional view of the sample model of Example 7.
- FIG. 9B is a perspective view showing a deformed state of the sample model that should be 9A.
- FIG. 10A is a cross-sectional view of the sample model of Example 9.
- FIG. 10B is a perspective view showing a deformed state of the sample model of FIG. 10A.
- FIG. 11A is a cross-sectional view of the sample model of Comparative Example 1.
- FIG. 11B is a perspective view showing a deformed state of the sample model of FIG. 11A.
- 12A is a cross-sectional view of the sample model of Comparative Example 2.
- FIG. 12B is a perspective view showing a deformed state of the sample model of FIG. 12A.
- 13A is a cross-sectional view of the sample model of Comparative Example 4.
- FIG. 13B is a perspective view showing a deformed state of the sample model of FIG. 13A.
- 14A is a cross-sectional view of the sample model of Comparative Example 6.
- FIG. 14B is a perspective view showing a deformed state of the sample model of FIG. 14A.
- FIG. 15 is a graph showing the relationship between [curvature radius R / half side length R] and [average load / maximum load] created based on the analysis result of the example.
- FIG. 15 is a graph showing the relationship between [curvature radius R / half side length R] and [average load / maximum load] created based on the analysis result of the example.
- FIG. 16 is a graph showing the relationship between [outer peripheral wall thickness tb / rib thickness ta] and [average load / maximum load] created based on the analysis result of the example.
- FIG. 17A is a plan view showing a vehicle bumper beam of a first practical example using the shock absorbing member of the present invention.
- FIG. 17B is a schematic perspective view showing the bumper beam of the first practical example.
- FIG. 17C is a rear view showing the bumper beam of the first practical example.
- FIG. 17D is a side cross-sectional view showing the vicinity of one side of the crash box in the bumper beam of the first practical example in a state where the tow hook is attached.
- FIG. 17A is a plan view showing a vehicle bumper beam of a first practical example using the shock absorbing member of the present invention.
- FIG. 17B is a schematic perspective view showing the bumper beam of the first practical example.
- FIG. 17C is a rear view showing the bumper beam of the first practical example.
- FIG. 17E is an exploded perspective view showing the vicinity of one side crush box in the first practical example in a state before tube expansion processing.
- FIG. 17F is an exploded perspective view showing the vicinity of the other crash box in the first practical example in a state before tube expansion processing.
- FIG. 17G is a plan view showing the bumper beam of the first practical example in a state where a tube expansion die is inserted.
- FIG. 17H is a front view showing the bumper beam of FIG. 17G in the upside down state.
- FIG. 17I is a cross-sectional view taken along line AA in FIG. 17H.
- FIG. 17J is a sectional view taken along line BB of FIG. 17H.
- FIG. 17K is a perspective view illustrating a modified stay member used in the bumper beam of the first practical example.
- FIG. 17K is a perspective view illustrating a modified stay member used in the bumper beam of the first practical example.
- FIG. 17L is a cross-sectional view showing the vicinity of the crash box in the bumper beam in a state immediately after the mold is inserted.
- FIG. 17M is a side cross-sectional view showing the vicinity of one crash box in a bumper beam for a vehicle according to a second practical example using the impact absorbing member of the present invention in a state where a tow hook is attached.
- FIG. 17N is an enlarged cross-sectional view of a portion surrounded by a dashed line in FIG. 17M.
- FIG. 17O is a side sectional view showing the vicinity of one of the crash boxes in the bumper beam for a vehicle of the third practical example using the impact absorbing member of the present invention in a state where the tow hook is attached.
- FIG. 17O is a side sectional view showing the vicinity of one of the crash boxes in the bumper beam for a vehicle of the third practical example using the impact absorbing member of the present invention in a state where the tow hook is attached.
- FIG. 17P is a side sectional view showing the vicinity of one of the crash boxes in the vehicle bumper beam of the fourth practical example using the shock absorbing member of the present invention in a state where the tow hook is attached.
- FIG. 18A is a side cross-sectional view showing the vicinity of one crash box in a bumper beam for a vehicle of a fifth practical example using the impact absorbing member of the present invention in a state where a tow hook is attached.
- 18B is an exploded perspective view of FIG. 18A.
- FIG. 19 is a schematic load-displacement diagram in a buckling deformation type impact absorbing member.
- FIG. 1 is a perspective view showing an impact absorbing member according to an embodiment of the present invention
- FIG. 2A is a sectional view of the impact absorbing member cut along a plane orthogonal to the axial direction
- FIG. 2B is a part of the impact absorbing member. It is sectional drawing expanded and shown.
- the shock absorbing member includes an outer peripheral wall 1 and a rib 5 provided inside the outer peripheral wall 1.
- the outer peripheral wall 1 is formed in a regular hexagonal shape having six side portions 2 in a cross-sectional state cut along a plane perpendicular to the axial direction (cross section perpendicular to the axial direction). Is provided with a vertex P3.
- the vertex P3 is arranged on the outer peripheral surface of the outer peripheral wall 1 at the boundary position between the adjacent side portions 2.
- the peripheral portion of the apex P3 in the outer peripheral wall 1 is formed in an arc shape, and the arc-shaped portion is configured as the apex arc portion 3.
- the intermediate position in the circumferential direction on the outer peripheral surface of the vertex arc portion 3 coincides with the vertex P3.
- the side 2 is constituted by a portion between adjacent vertices P3 and P3 on the outer peripheral wall 1. Therefore, the side part 2 is formed in a circular arc shape by a part (half) of the apex arc part 3 on both sides, and the remaining part is a straight line part near the apexes P3 and P3 at both ends. Is formed.
- rib connection points P ⁇ b> 2 are provided at intermediate positions of the side parts 2, i.e., positions at which the side parts 2 are equally divided.
- Each rib 5 is provided corresponding to the six sides 2 of the outer peripheral wall 1.
- Each rib 5 is formed so as to extend radially from the axial center toward the rib connection point P2 of each side portion 2, and is arranged at equal intervals in the circumferential direction.
- the inner ends of the ribs 5 are integrally formed with each other at the axial center position of the shock absorbing member, and the outer ends of the ribs 5 are formed integrally with the corresponding side portions 2.
- each side 2 is divided into two half sides 2a and 2b on one side and the other side with the rib connection point P2 as a boundary.
- each of the half sides 2a and 2b on both sides of the apex P3 constitutes an individual bending deformation part, and deforms in mutually different directions in the radial direction when absorbing impact energy.
- the outer peripheral wall 1 and the rib 5 are continuously formed in the axial direction, respectively, and the impact-absorbing member in this embodiment is formed in the same cross-sectional shape in any position of an axial direction.
- the impact absorbing member of the present embodiment is configured by, for example, a hollow extruded shape material or a drawn shape material made of aluminum or an alloy thereof.
- each half side 2a, 2b is deformed repeatedly (buckled) in an accordion shape in the axial direction while projecting or deforming in the radial direction with its middle point (intermediate position) as an antinode. Yes.
- each half side part 2a, 2b is a bending deformation part, respectively, and buckles and deforms for every half side part 2a, 2b.
- the half portions 2a and 2b adjacent to each other with the vertex P3 interposed therebetween are deformed in a concavo-convex shape in different directions in the radial direction.
- the half side 2a on one side protrudes and deforms in the outer diameter direction
- the half side 2b on the other side is recessed and deformed in the inner diameter direction
- the half side part 2a on the one side moves in the inner diameter direction.
- the other side half 2b protrudes in the outer diameter direction and deforms while buckling.
- the half side portion 2a (bending deformation portion) projecting and deforming in the outer diameter direction and the half side portion 2b (bending deformation portion) deformed in the inner diameter direction are deformed. It buckles and deforms so as to be alternately arranged along the direction.
- all the ribs 5 are repeatedly deformed (buckled) in an accordion shape in the axial direction so as to bend in the same direction along the circumferential direction.
- the impact absorbing member of the present embodiment when the impact absorbing member of the present embodiment receives a force compressing in the axial direction at the time of a collision, the rib 5 is pushed down in any one of the circumferential directions, so A force in any one direction (circumferential direction), that is, a counterclockwise force or a clockwise force acts. In the initial stage, it is not yet determined whether to turn counterclockwise or clockwise, and it is randomly selected.
- each rib 5 is deformed so as to be bent as shown by a broken line in FIG. 3A. Due to the deformation, a clockwise force F2 acts at each rib connection point P2, which is each connection point between each rib 5 and the outer peripheral wall 1. Further, due to the force F2, each side 2a adjacent to each rib connection point P2 in the clockwise direction is deformed so as to be recessed inward, and each side 2b adjacent to each rib connection point P2 in the counterclockwise direction is outward. Deforms to swell.
- the shock absorbing member of the present invention has a structure for propagating the rotational force from the central portion to the half sides 2a and 2b as described above, so that the positions corresponding to the rib connection point P2 and the vertex P3 are respectively It becomes a node and the middle part of each half side part 2a, 2b becomes a belly.
- both end portions in the axial direction are constrained.
- the rotation direction is not limited to one of the clockwise direction and the counterclockwise direction, and clockwise and counterclockwise alternately occur every time it is displaced in the axial direction.
- the clockwise and counterclockwise directions do not always occur accurately and alternately, and are almost alternately viewed as a whole.
- each node is a node
- the two half sides 2a, 2b between adjacent nodes P2 have a position corresponding to the apex P3 as an antinode, projecting or deforming in the radial direction, and repeatedly deforming in an accordion shape in the axial direction ( Buckling deformation).
- two half sides 2a and 2b adjacent to each other across the apex P3 function as one bending deformation portion
- two adjacent half sides 2a and 2b are the same in the radial direction. It buckles and deforms while projecting or deforming in a direction.
- the position corresponding to the apex P3 in addition to the rib connection point P2 on the outer peripheral wall 1 is also a node at the time of buckling deformation, and the half between the nodes P2 and P3.
- the middle point of the side portions 2a and 2b as a belly, each half side portion 2a and 2b is buckled and deformed.
- corrugated deformation amount of the bending deformation part at the time of buckling deformation becomes small. Therefore, the load fluctuation (amplitude) with respect to the displacement amount in the load-displacement diagram is reduced, and a good shock absorption characteristic can be obtained.
- the adjacent half sides 2a and 2b are made to have different concave and convex directions, and the concave deformed portions and the convex deformed portions are arranged alternately along the circumferential direction, Since it is made to bend and deform, it is possible to absorb impact energy evenly in a well-balanced manner over the entire circumference, and to obtain even better shock absorption characteristics.
- the concave deformation portions and the convex deformation portions by the half sides 2a and 2b are alternately arranged in all the regions in the circumferential direction. There is no need to be done.
- the scope of the present invention include.
- the concave deformation portion and the concave deformation portion are arranged side by side in a partial region in the circumferential direction at an arbitrary cross-sectional position in the shock absorbing member, or the convex deformation portion and the convex deformation portion. May be arranged side by side.
- the rib 5 as the inner wall (reinforcing wall) functions as a node at the position corresponding to the unconnected vertex P3, so that the number of the ribs 5 increases. There is no. Therefore, it is possible to prevent the structure from becoming complicated and heavy due to an increase in the number of ribs, and to simplify the structure and reduce the weight.
- a virtual vertex C is defined as a point where a virtual extension line (straight line) along the outer peripheral surface of the linear portion of the adjacent half sides 2 and 2 across the vertex P3 intersects.
- the distances L and L from the vertex C to the rib connection points P2 and P2 on both sides (near sides) are defined as the half side length.
- the vertex P3 when R / L is too small, the vertex P3 does not function as a node at the time of buckling deformation, and the half sides 2a and 2b on both sides sandwiching the vertex P3 become one bending deformation portion. Overhang deformation or dent deformation occurs in the same direction (see FIG. 3B), and as described above, it may be difficult to obtain desired shock absorption characteristics.
- a distance M0 from the center P0 to the virtual vertex C is defined as a virtual radius. Further, the distance M from the intersection D between the straight line P0-C connecting the center P0 and the virtual vertex C and the virtual straight line P2-P2 connecting the adjacent rib connection points P2 and P2 to the vertex P3 is defined as the vertex protrusion amount. . In other words, the shortest distance M from the vertex P3 to the virtual straight line P2-P2 connecting the rib connection points P2 and P2 on both sides thereof is defined as the vertex protrusion amount.
- the peripheral portion including the vertex P3 is configured by the vertex arc portion 3 having a constant radius of curvature, but in the present invention, the configuration of the peripheral portion of the vertex P3 is as follows. Not limited to this.
- the peripheral part of the apex P3 may be a complex arc part having a plurality of radii of curvature, a polygonal part composed of a plurality of linear parts, or a part where the arc part and the linear part are combined.
- the intermediate position of the side portion 3 is a region having a predetermined width including the intermediate point, unlike the intermediate point that bisects the side portion 3 accurately.
- the vertex P3 may be arranged at any position as long as the desired deformation operation is performed at the time of impact absorption.
- the vertex P3 is not limited to the intermediate point between the adjacent rib connection points P2 and P2, but may be arranged at a position displaced from the intermediate point.
- the impact absorbing member of the present embodiment establishes a relationship of “0.35 ⁇ M / L ⁇ 0.5”. That is, when this relationship is satisfied, similarly to the above, the rotational force from the rib connection point P2 to the apex P2 is easily propagated, and good shock absorption characteristics can be obtained.
- the shock absorbing member of the present embodiment should preferably establish the relationship “5.0 ⁇ M ⁇ tb”, and more preferably satisfy the relationship “7.0 ⁇ M ⁇ tb”. That is, in the impact absorbing member of the present embodiment, when this relationship is satisfied, a large maximum load when absorbing the collision energy can be secured, and good impact absorbing characteristics can be obtained.
- the radius of curvature R is preferably set to 1 mm to 40 mm. Furthermore, the half side length L is preferably set to 15 mm to 52 mm.
- the wall thickness Tb of the outer peripheral wall 1 is preferably set to 0.5 mm to 5 mm.
- the thickness Ta of the rib 5 is preferably set to 1 mm to 6 mm.
- the impact absorbing member of the present invention can be suitably used as a vehicle impact absorbing member.
- it can be suitably used for an automobile bumper beam as shown in FIG.
- This bumper beam includes a bumper reinforcement 20 disposed along the vehicle width direction at the front end and rear end of an automobile, and crash boxes 10 and 10 having tip ends fixed at both ends of the bumper reinforcement 20.
- the base ends of the crash boxes 10 and 10 are fixed to the vehicle structure via the bumper stay 30.
- the crash box 10 in this bumper beam is comprised by the impact-absorbing member of this invention.
- FIG. 17A is a plan view showing a vehicle bumper beam according to a first practical example of the present invention
- FIG. 17B is a schematic perspective view
- FIG. 17C is a rear view
- FIG. 17D is a crash box on one side of the bumper beam according to the first practical example.
- FIG. 17E is an exploded perspective view showing the periphery of one crush box in a state before tube expansion processing
- FIG. 17F is an exploded perspective view showing the periphery of the other crash box in a state before tube expansion processing. .
- the bumper beam of the first practical example is provided at the front end of the automobile and constitutes a vehicle impact absorbing member that absorbs impact energy at the time of collision.
- the bumper beam includes a bumper reinforcement 61, a pair of left and right crash boxes 62, a stay member 63 provided on one crash box 62 arranged on the right side of FIG. 17A, and the other side arranged on the left side of FIG. 17A.
- the bumper stay 64 provided in the crash box 62 is provided.
- the bumper reinforcement 61 of the first practical example is constituted by, for example, an extruded product or a drawn product made of aluminum or an alloy thereof.
- the bumper reinforcement 61 of the first practical example is formed so that the middle part protrudes slightly forward by bending both sides in the vehicle width direction backward.
- the bumper reinforcement 61 includes a peripheral wall 611 formed in a vertically long rectangle in a cross-sectional shape when cut along a plane orthogonal to the length direction, and a front and rear wall at a middle position in the height direction of the peripheral wall 611. And a partition wall 612 integrally formed so as to be bridged therebetween.
- the partition wall 612 is formed continuously in the length direction (vehicle width direction) of the bumper reinforcement 61 except for a portion where a mounting hole 651 described later is formed.
- mounting holes 615 and 615 are formed through the front wall and the rear wall of the peripheral wall 611 so as to penetrate in the front-rear direction.
- the inner peripheral shape of the mounting hole 615 is formed to correspond to the outer peripheral shape of the tip portion of the crash box 62, and the tip portion of the crash box 62 can be loosely inserted into the mounting hole 615.
- the crush box 62 is constituted by an extruded product or a drawn product made of aluminum or an alloy thereof as described above.
- the crush box 62 includes a hollow cylindrical peripheral wall 621 that is open at both the distal end side and the proximal end side.
- the peripheral wall 621 is formed in a substantially regular hexagonal shape that is rounded in a cross-sectional shape cut by a plane perpendicular to the axial direction.
- the peripheral wall 621 corresponds to the outer peripheral wall 1 of the shock absorbing member in the embodiment shown in FIG.
- ribs 622 Serving as reinforcing partition walls extending in the radial direction (radially) from the center are integrally formed at equal intervals in the circumferential direction in a sectional view.
- the rib 622 is continuously formed in the axial center direction (front-rear direction) of the crash box 2. Accordingly, the front end side (front end side) opening and the base end side (rear end side) opening of the crush box 62 communicate with each other through the ribs 622.
- the peripheral wall 21 of the crash box 2 is expanded by tube expansion described in detail later.
- the bumps 625 are pressed and engaged with the peripheral portions of the mounting holes 615 and 615 in the bumper reinforcement 61, whereby the crash box 62 is fastened and fixed to the bumper reinforcement 61.
- the convex portions 625... are provided along the circumferential direction over almost the entire circumference of the crash box 62 except for the positions corresponding to the ribs 22.
- six convex portions 625... Extending in the circumferential direction are formed at equal intervals in the circumferential direction.
- the stay member 63 is made of aluminum, aluminum alloy, steel, or the like. Furthermore, the stay member 63 is configured by a molded product such as press working, die casting, forging, or the like.
- the stay member 63 has a substantially hat shape in which a flange 633 is formed on the opening edge portion of the cup-shaped portion 630 formed in a cup shape so as to protrude outward (in the outer diameter direction).
- the cup-shaped portion 630 has a cylindrical peripheral wall 631 and a bottom wall 632 that is integrally formed so as to close the base end (rear end side) opening of the peripheral wall 631.
- the bottom wall 632 functions as a bracket to which a member such as a tow hook can be attached, and the flange 633 functions as a bumper stay that can be fixed to the vehicle structure.
- the peripheral wall 631 of the stay member 63 is formed in a substantially regular hexagonal shape corresponding to the inner peripheral shape of the base end portion of the crash box 62. Accordingly, the base end portion of the crash box 2 can be accommodated in the peripheral wall 631, that is, in the cup-shaped portion 630. In other words, the cup-shaped portion 630 of the stay member 63 can be fitted on the base end portion of the crash box 62.
- a nut 65 for attaching a tow hook is provided at the outer surface (rear surface) of the bottom wall 632 of the stay member 63 so that the axial center direction coincides with the axial center direction of the stay member 3.
- the front end side opening (front end side opening) of the screw hole 651 in the nut 65 is opened to the inner surface of the bottom wall 632 of the stay member 63, that is, the inside of the cup-shaped portion 630. Accordingly, the male screw 663 of the pulling hook 66 inserted from the opening of the stay member 63 can be screwed into the screw hole 651 of the nut 65.
- a female screw is constituted by the screw hole 651 of the nut 65.
- a wedge insertion hole 635 is formed in the center portion of the bottom wall 632 of the stay member 63 except for the attachment region of the nut 65. As will be described in detail later, the wedge insertion hole 635 is provided to prevent the wedge 683 from interfering with the bottom wall 632 of the stay member 63 during tube expansion processing.
- the wedge insertion hole 635 forms a mold interference prevention hole.
- the flange 633 in the stay member 63 does not necessarily have to be formed integrally with the cup-shaped portion 630.
- the cup-shaped portion and the flange (bumper stay) are separately manufactured, and appropriate. Both fixing means may be connected and fixed using a simple fixing means. In this case, the cup-shaped portion and the flange (bumper stay) can be made of different materials.
- the bottom wall 632 of the cup-shaped portion 630 does not necessarily have to be formed integrally with the peripheral wall 631, and the peripheral wall and the bottom wall are produced separately, and an appropriate fixing method is used. It is also possible to connect and fix both.
- the peripheral wall and the bottom wall can be made of different materials.
- the stay member 63 configured as described above is arranged so that the base end portion of the one-side crush box 62 is accommodated in the cup-shaped portion 630. As a result, the base end side opening of the crash box 62 is closed by the bottom wall 632 of the stay member 63. In this state, the inner surface of the bottom wall 632 of the stay member 63 is disposed so as to contact the base end surface of the crash box 62.
- convex portions 626 and 636 that protrude in the outer diameter direction are formed on the peripheral wall 621 of the crash box 62 and the peripheral wall 631 of the stay member 63, respectively, by tube expansion processing described later.
- the projection 626 of the crash box 62 is press-fitted and fixed inside the projection 636 of the stay member 63, and the stay member 63 is fastened and fixed to the crash box 62.
- the convex portions 626 and 636 are provided along the circumferential direction over substantially the entire circumference of the crash box 62 and the stay member 63 (cup-shaped portion 630) except for the positions corresponding to the ribs 622. ing.
- six convex portions 626 and 636 extending in the circumferential direction are formed at equal intervals in the circumferential direction on the outer peripheral surface of the base end side of the crash box 62 and the peripheral wall 631 of the stay member 63.
- the flange 633 of the stay member 63 projects in the outer diameter direction at a predetermined position of the base end portion of the crash box 62. Be placed.
- the nut 65 provided on the bottom wall 632 of the stay member 63 is arranged so as to correspond between any two adjacent ribs 622 and 622 in the crash box 62. Accordingly, the periphery of the attaching portion of the nut 65 communicates with the opening on the front end side of the crash box 62 through the space between the two ribs 622 and 622 of the crash box 62.
- the bumper stay 64 provided in the crush box 62 arranged on the left side of FIG. 17A is formed of a plate-like molded product made of aluminum or its alloy.
- the bumper stay 64 has a mounting hole 646 formed at the center thereof.
- the inner peripheral shape of the mounting hole 646 is formed in a substantially regular hexagonal shape corresponding to the outer peripheral shape of the base end portion of the crash box 62 on the other side (left side in FIG. 17A).
- the base end portion of 62 can be loosely inserted.
- the outer diameter direction is provided in the outer circumferential direction of the mounting hole 646 in the peripheral wall 621 of the crash box 62 by tube expansion processing described later.
- Convex portions 626 and 626 protruding to the top are formed.
- the convex portions 626 and 626 are brought into pressure contact with the peripheral edge portion of the mounting hole 46 in the bumper stay 64, and the bumper stay 64 is fastened and fixed to the crash box 62 on the other side.
- the convex portion 626 of the crash box 62 on the other side is provided along the circumferential direction over substantially the entire circumference of the crash box 62 except for the position corresponding to the ribs 622.
- six convex portions 626 extending in the circumferential direction are formed at equal intervals in the circumferential direction at the front and rear positions of the mounting hole 646 on the outer peripheral surface of the crash box 62.
- the operation of connecting and fixing the bumper reinforcement 61 to the crash boxes 62 and 62 the operation of connecting and fixing the stay member 63 to the crash box 62 on one side, and the bumper stay 64 to the crash box 62 on the other side.
- the operation of connecting and fixing is performed by tube expansion processing (expanding processing) using a tube expansion die (expanding die).
- the other side (left side in FIG. 17A) of the bumper reinforcement 61 is connected and fixed to the crash box 62 on the other side, and the bumper stay 64 is connected to the crash box 62 on the other side.
- the fixing operation (tube expansion processing) is performed at the same time.
- this pipe expansion process is referred to as the other side pipe expansion process.
- FIG. 17G is a plan view showing the bumper beam of the first practical example in a state where a tube expansion die is inserted
- FIG. 17H is a front view thereof
- FIG. 17I is a cross-sectional view taken along line AA in FIG. 17H
- FIG. FIG. In order to facilitate understanding of the invention, the front view of FIG. 17H is shown upside down.
- the tube expansion die 67 for performing tube expansion on one side includes a plurality of (six) split dies 671 that are respectively inserted between the ribs 622 of the crush box 62.
- the cross-sectional shape of each split mold 671 is formed in a substantially fan shape corresponding to the inner peripheral shape between the ribs 622.
- Each split mold 671 has the same cross-sectional shape.
- each split mold 671... Tip side forming convex portions 675 and 675 are formed corresponding to the positions where the bumper reinforcement 61 side convex portions 625 and 625 are formed in the crash box 62. Further, on the outer peripheral surface of each of the split molds 671..., Base end side forming convex portions 676 are formed corresponding to positions where the crush box 62 and the convex portions 626 and 636 of the stay member 63 are formed.
- each split mold 671 is provided with a wedge insertion portion 673 along the axis.
- Each wedge insertion portion 673 is formed in a substantially 1/6 hexagonal pyramid shape so that the wedge insertion portions 673... Of each split mold 671.
- each wedge 683 has a tapered end (insertion direction side) and is formed to correspond to the inner peripheral shape of each wedge insertion portion 673. That is, each wedge 683 is formed in a substantially 1/6 regular hexagonal pyramid shape so that the wedges 683...
- the taper angle on the outer peripheral surface of each wedge 683 Is set equal to the taper angle on the inner peripheral surface of each wedge insertion portion 673.
- the wedge 683 corresponding to the position of the nut 65 of the stay member 63 corresponds to a region where the wedge insertion hole 635 is not formed in the bottom wall 632 of the stay member 63.
- the wedge 683 is formed with a tip end (insertion side end portion) cut away and shorter than the other wedges 683. This is to prevent the wedge 683 of the tube expansion mold 67 from interfering with the bottom wall 632 of the stay member 63, as will be described in detail later.
- the tip end portion of the crash box 62 on one side is disposed through the mounting hole 615 on one side portion of the bumper reinforcement 61, and
- the cup-shaped portion 630 of the stay member 63 is externally fitted to the proximal end portion of the crash box 62 on one side.
- the stay member 63 can be aligned with the crash box 62 by bringing the inner surface of the bottom wall 632 of the stay member 63 into contact with the base end surface of the crash box 62 on one side. Therefore, the flange 633 is accurately arranged at a desired position with respect to the crash box 62 only by fitting the stay member 63 to the crash box 62.
- the split molds 671 of the pipe expansion mold 67 are inserted between the ribs 622 of the crash box 62 from the front end side (front end side) openings, respectively.
- the forming convex portions 675 and 676 of each split mold 671 are arranged in a region where the convex portions 625, 626 and 636 of the stay box 63 and the stay member 63 are to be formed (protrusion forming planned region).
- the projected portion formation regions of the crash box 62 and the stay member 63 are locally expanded in the radial direction, and the above-described projected portions 625, 626, 636 are formed on the crash box 62 and the stay member 63. Is done. In this way, the connecting and fixing work of one side of the crash box 62 and the bumper reinforcement 61 on one side and the connecting and fixing work of the crash box 62 and the stay member 63 on the one side are simultaneously performed.
- the wedges 683 it is possible to reliably prevent the wedges 683... From interfering with the bottom wall 632 of the stay member 63 when the mandrel 68 is pushed. That is, as described above, of the plurality of (six) wedges 683... Of the mandrel 68, the wedge 683 disposed at a position corresponding to the nut 65 of the stay member 63 is cut at the tip, and the other wedges 683 are disposed. It is shorter than 683. Further, a wedge insertion hole 635 is formed in a region of the bottom wall 632 of the stay member 63 where the nut 65 is not attached.
- the wedge 683 corresponding to the nut 65 does not reach the bottom wall 632 to which the nut 65 is attached, and interferes with the bottom wall 632 and the nut 65 of the stay member 63. Can be prevented. Further, the other wedges 683... Can be prevented from interfering with the bottom wall 632 of the stay member 63 by being inserted into the wedge insertion hole 655.
- the mandrel 68 is extracted, the tube expansion mold 67 is reduced in diameter, and the crush box 62 is extracted.
- the tube expansion on the other side is performed in substantially the same manner as the tube expansion on the one side.
- a plurality of split dies 683 are all of the same length.
- the base end side forming convex portions 676 in the split dies 683 are respectively provided in front of and behind the mounting holes 646 of the bumper stay 64 on the other side.
- the other configuration of the tube expansion die 67 on the other side is practically the same as that of the tube expansion die 67 on the one side described above.
- the operation procedure for tube expansion is substantially the same. That is, the tip end portion of the crash box 62 on the other side is disposed through the mounting hole 615 on the other side portion of the bumper reinforcement 61, and the base end portion of the crash box 62 on the other side is placed in the mounting hole on the bumper stay 64 on the other side. 646 is disposed through.
- the split molds 671 of the pipe expansion mold 67 are inserted and arranged between the ribs 622 of the crush box 62, and the mandrel 68 is pushed in.
- the projection forming region of the crush box 62 is locally expanded to form the projections 625 and 626 protruding in the outer diameter direction. In this way, the operation for connecting and fixing the bumper reinforcement 61 of the crash box 62 on the other side and the operation for fixing and connecting the bumper stay 64 of the crash box 62 on the other side are performed simultaneously.
- the tube expansion molds 67, 67 are disposed in the crush boxes 62, 62 on the one side and the other side, and the mandrels 68, 68 are simultaneously press-fitted, so The pipe expansion process on the other side can be performed simultaneously. In this case, productivity can be further improved.
- the bumper reinforcement 61, the stay member 63, and the bumper stay 64 are connected and fixed to the crash box 62 to assemble the bumper beam.
- the bumper beam has a crash box 62 on one side assembled to the vehicle body via a flange (bumper stay) 633 of the stay member 63, and the crash box 62 on the other side is mounted on the vehicle body via a bumper stay 64.
- the flange 633 and the bumper stay 64 are respectively fixed to the tips of both side frames (both side members) (not shown) as a vehicle structure by bolting, welding, or the like. As a result, the bumper beam is assembled to the vehicle body.
- the crash box 62 In an automobile in which the bumper beam is assembled, when an impact is applied to the bumper reinforcement 61 due to a collision, the crash box 62 is compressed and deformed in the axial direction (vehicle longitudinal direction), and the impact energy is absorbed by the deformation. It is like that.
- the tow hook 66 is attached to the shaft portion 661, the hook main body 662 provided at the tip of the shaft portion 661, and the base end portion (insertion side end portion) of the shaft portion 661. It has a male thread 663 engraved.
- the shaft portion 661 of the traction hook 66 is inserted through the tip side opening of the one crash box 62 with the male screw 663 side as the insertion side.
- the crush box 62 is inserted between the predetermined ribs 622 and 622.
- the male screw 663 of the traction hook 66 reaches the nut 65, the traction hook 66 is rotated, and the male screw 663 is screwed into the screw hole 651 of the nut 65 and fixed.
- the tow hook 66 is assembled to the vehicle body in a state where the hook main body 662 is disposed in front of the tip (front end) of the crash box 62.
- the reverse operation to the above may be performed. That is, the traction hook 66 is rotated to loosen the screw, the male screw 663 is removed from the nut 65, and then the traction hook 66 is extracted from the front end side opening of the crash box 62.
- the stay member 63 is a member in which the nut 65 is disposed on the outer surface (rear surface) of the bottom wall 632.
- the present invention is not limited to this, and in the present invention, FIG. As shown, the nut 65 may be disposed on the inner surface (front surface) of the bottom wall 632 of the stay member 63.
- the nut 65 disposed on the inner surface of the bottom wall 632 of the stay member 63 is disposed on the distal end side with respect to the proximal end position in the crash box 62, so that the split mold 671 of the tube expansion mold 67 is attached to the nut 65.
- the split mold 671 cannot be inserted due to interference.
- a short mold 671 corresponding to the nut 65 is used with its tip (insertion end) cut away. ing.
- a push-type tube expansion die that pushes the mandrel into the die is used as the tube expansion die.
- the present invention is not limited thereto, and the present invention is not limited to any tube expansion process.
- a tube expansion die may be used.
- a pull-type tube expansion mold that pulls the mandrel from the mold may be used.
- FIG. 17M is a side cross-sectional view showing the vicinity of one of the crash boxes in the bumper beam for a vehicle, which is a second practical example of the present invention, with a tow hook attached
- FIG. 17N is an enlarged view of a portion surrounded by a one-dot chain line in FIG. FIG.
- the stay member 63 used in the vehicle bumper beam of the second practical example is formed such that the inner diameter size of the peripheral wall 631 in the cup-shaped portion 630 is larger than the peripheral wall 631 of the first practical example.
- the base end side of the crash box 2 can be accommodated in the cup-shaped portion 630 with a margin.
- an inward flange-like retaining protrusion 634 is formed on the opening edge of the stay member 63 over the entire circumferential direction so as to protrude in the inner diameter direction.
- the tube expansion processing using the tube expansion mold 67 is performed at a position corresponding to the cup-shaped portion 630 on the peripheral wall 21 of the crash box 62.
- a convex portion 626 protruding in the outer diameter direction is formed.
- the stay member 63 is restricted from moving forward relative to the crash box 2 by the bottom wall 632 of the stay member 63 being in contact with and locked to the base end surface of the crash box 62.
- the stay member 63 is connected and fixed to the crash box 62 in a state where movement in the front-rear direction is restricted.
- the other configuration is substantially the same as that of the bumper beam of the first practical example. Therefore, the same or corresponding parts are denoted by the same reference numerals, and redundant description is omitted.
- FIG. 17O is a side sectional view showing the vicinity of one of the crash boxes in the bumper beam for a vehicle, which is the third practical example of the present invention, with the traction hook attached.
- the stay member 63 is connected to the crash box 62 using an adhesive 637. That is, in the third practical example, the crush box 62 and the stay member 63 are not formed with convex portions by pipe expansion processing, and the outer peripheral wall surface of the crash box 62 and the inner peripheral wall surface of the stay member 63 are bonded via the adhesive 637. is doing.
- any material can be used as long as it can adhere to the extent that the stay member 63 does not come out of the crash box 62. That is, the axial force (vehicle front-rear direction) force acting on the bottom wall 632 of the stay member 63 does not act directly between the crash box 62 and the peripheral wall of the stay member 3, but the vehicle structure via the flange 633 of the stay member 63. In order to act on the body and the like, the bonding strength between the peripheral walls of the crash box 62 and the stay member 63 may be small. Therefore, it is possible to bond and fix between the peripheral walls of both the members 62 and 63 by using a very general well-known adhesive 637.
- the other configurations are substantially the same as those of the first and second practical examples, and therefore, the same or corresponding parts are denoted by the same reference numerals and redundant description is omitted.
- FIG. 17P is a side sectional view showing the vicinity of one of the crash boxes in the bumper beam for a vehicle, which is the fourth practical example of the present invention, with the traction hook attached.
- the corresponding portions of the peripheral walls 621 and 631 of the crash box 62 and the stay member 63 are locally subjected to contraction processing using a known contraction mold.
- convex portions 628 and 638 protruding in the inner diameter direction are formed at corresponding portions of the peripheral walls 621 and 631.
- the convex portion 638 of the stay member 63 is press-fitted and fixed inside the convex portion 628 of the crash box 26, and the stay member 63 is connected and fixed to the crash box 62.
- the inward convex portions 628 and 638 are provided along the circumferential direction over substantially the entire circumference of the crash box 62 and the stay member 63 except for the positions corresponding to the ribs 622.
- six inward convex portions 628 and 638 extending in the circumferential direction are formed at equal intervals in the circumferential direction on the outer peripheral surface of the base end side of the crash box 62 and the peripheral wall 631 of the stay member 63.
- the other configurations are substantially the same as those in the first to third practical examples. Therefore, the same or corresponding parts are denoted by the same reference numerals, and redundant description is omitted.
- FIG. 18A is a side sectional view showing the vicinity of one crash box in a bumper beam for a vehicle which is a fifth practical example of the present invention in a state where a tow hook is attached
- FIG. 18B is an exploded perspective view thereof.
- the hook attachment member 75 for attaching the tow hook 66 is made of aluminum, an alloy thereof, a steel material, or the like. Furthermore, the hook attachment member 75 is configured by a molded product such as press molding, die casting, or forging.
- the hook attachment member 75 has a cup-like shape, and has a cylindrical peripheral wall 751 and a bottom wall 752 integrally formed so as to close a base end (rear end side) opening of the peripheral wall 751. It has.
- the peripheral wall 751 of the hook mounting member 75 is formed in a substantially regular hexagonal shape corresponding to the inner peripheral shape of the base end portion of the crash box 62. And the base end part of the crash box 62 can be loosely inserted into the peripheral wall 751 from the front end side (front end side) opening. In other words, the peripheral wall 751 of the hook attachment member 75 can be externally fitted to the base end portion of the crash box 62.
- a nut 753 for attaching a tow hook is provided on the outer surface (rear surface) of the bottom wall 752 of the hook attachment member 75 so that the axial center direction coincides with the axial center direction of the hook attachment member 75.
- the front end opening (front end opening) of the screw hole 754 in the nut 753 is open to the inner surface of the bottom wall 751 of the hook mounting member 75, that is, the inner side of the peripheral wall 751 of the hook mounting member 75. Therefore, the male screw 663 of the pulling hook 66 inserted from the front end side (front end side) opening of the hook mounting member 5 can be screwed into the screw hole 754 of the nut 753.
- a female screw is constituted by the screw hole 754 of the nut 753.
- a wedge insertion hole 755 is formed in the center portion of the bottom wall 752 except for a mounting region of the nut 753.
- the wedge insertion hole 755 is provided in order to prevent a wedge as a tube expansion mold from interfering with the bottom wall 752 of the hook mounting member 75 during tube expansion processing.
- the hook mounting member 75 having the above configuration is fitted on the base end portion of the crash box 62 on one side. That is, the proximal end portion of the crash box 62 on one side is inserted into the peripheral wall 751 of the hook attachment member 75 from the opening on the distal end side, and the bottom wall 752 of the hook attachment member 75 closes the proximal end side opening of the crash box 62. Arranged in the embodiment.
- the nut 753 of the hook attachment member 75 corresponds to any two adjacent ribs 622 and 622 in the crash box 62. Are arranged. Therefore, the nut 753 communicates with the tip opening of the crash box 62 through any two ribs 622 and 622 of the crash box 62.
- the bumper stay 73 is formed of a plate-shaped molded product made of aluminum or its alloy.
- a mounting hole 736 is formed in the center of the bumper stay 73.
- the inner peripheral shape of the mounting hole 736 of the bumper stay 73 is formed corresponding to the inner peripheral shape of the peripheral wall 751 of the hook mounting member 75, and the peripheral wall 751 of the hook mounting member 75 can be loosely inserted into the mounting hole 736. It has become.
- the peripheral wall 751 of the hook mounting member 75 that is externally fitted to the base end portion of the one-side crush box 62 is disposed through the mounting hole 736 of the one-side bumper stay 73.
- the convex portions 626, 626, 756, and 756 projecting in the outer diameter direction before and after the mounting holes 736 in the peripheral wall 621 of the crash box 62 and the peripheral wall 751 of the hook mounting member 75 by tube expansion processing similar to the above. Is formed.
- the convex portions 626 and 626 of the crash box 62 are press-fitted inside the convex portions 756 and 756 of the hook attachment member 75, and the hook attachment member 75 is fixed to the crash box 62.
- the convex portions 756 and 756 of the hook mounting member 75 are pressed into engagement with the peripheral edge portion of the mounting hole 636 in the bumper stay 63, and the bumper stay 63 is fixed to the hook mounting member 75.
- the hook attaching member 75 and the bumper stay 73 are connected and fixed to the crash box 62.
- the bumper reinforcement 61 and the bumper stay 73 are formed in the crush box 62 by forming the convex portions 625 and 626 as the tube expansion portion or the concave portion 628 as the contraction tube portion. To be fixed to. For this reason, when the crash box 62 is plastically deformed and absorbs the collision energy, the expanded tube portion or the contracted tube portion becomes a starting point at the time of plastic deformation, and the crash box 62 is smoothly deformed into a bellows shape. Therefore, the initial load is not excessively increased, and the difference between the initial load value and the average load value can be reduced.
- the crash box 62 it is not necessary to provide the crash box 62 with a dedicated process for forming a weak portion that becomes a base point during plastic deformation, thereby reducing the number of processes and the cost. Can be achieved.
- the mold pipe joint that joins the crash box 62 to the bumper reinforcement 61 functions as a weak part that becomes the starting point during plastic deformation, the initial load and average when the crash box 62 undergoes plastic deformation are averaged. The difference from the load can be further reduced.
- the bumper beams of the first to fifth practical examples are not adversely affected by heat unlike the case where the crash box 62 is joined to the bumper reinforcement 61 by welding. Furthermore, in the bumper beams of the first to fifth practical examples, the dead stroke does not occur unlike the case where the crash box 62 is fastened to the bumper reinforcement 61 with bolts and nuts.
- the expanded portion is formed by using the expanded mold, and as described above, the initial load and the average load during plastic deformation are as described above.
- a bumper beam with a small difference can be manufactured at low cost.
- the diameter expansion method by electromagnetic forming of an aluminum alloy extruded material the diameter is expanded by inserting an electromagnetic forming coil body inside the aluminum alloy extruded material and passing an instantaneous large current through the electromagnetic forming coil body. .
- This method of expanding the diameter by electromagnetic forming is difficult to use when ribs 622 are formed in the outer wall as in the crash box of the present invention.
- the bumper beam manufacturing methods according to the first to fifth practical examples can be reliably applied to the crash box of the present invention in which ribs are provided in the outer wall portion of the crash box.
- An effective bumper beam can be manufactured.
- the crash box which is an impact absorbing member
- the bumper reinforcement and bumper stay there are no particular limitations on the method of connecting the crash box, which is an impact absorbing member, and the bumper reinforcement and bumper stay.
- the crash box may be connected to the bumper reinforcement and the bumper stay by welding or an adhesive, or may be connected by fastening bolts and nuts.
- the shock absorbing member of the present invention can also be applied to a crash box for a front underrun protector of a large vehicle, a crash box for protecting a pedestrian or a crew member.
- the shock absorbing member having a substantially regular hexagonal cross-sectional shape of the outer peripheral wall has been described as an example.
- the present invention is not limited thereto, and the present invention has a polygonal cross-sectional shape. Any impact absorbing member can be applied.
- an impact absorbing member having a regular pentagonal to octagonal outer peripheral wall in particular, an impact absorbing member having an equilateral hexagonal outer peripheral wall as in the above embodiment is adopted. Is preferred.
- the sample models of Examples 1 to 8 and Comparative Examples 1 to 6 were subjected to FEM analysis using the finite element method analysis software “LS-DYNA” for the deformation state (deformation form) when compressively deformed in the axial direction.
- the material of each sample model was an aluminum alloy extruded shape with a basic cross section of a substantially regular hexagonal shape, an outer diameter (outer dimension) of 90 mm, and a length of 200 mm.
- the material yield strength was 180 MPa.
- the length L of the half side portion in the cross-sectional state perpendicular to the axial direction of each sample model, the radius of curvature R, R / L of the outer peripheral surface at the apex arc portion 3, rib thickness ta, outer wall thickness tb, tb / ta was set as shown in Table 1.
- the distance M0 from the center P0 to the virtual vertex C, the shortest distance M from the vertex P3 to the virtual straight line P2-P2 connecting the rib connecting points P2 and P2 on both sides thereof, M / M0, M / L, M ⁇ tb was as shown in Table 2.
- the length L of the half side portion was 25.98 mm, and the distance M0 was 12.99 mm.
- a rigid wall is set at both ends in the longitudinal direction for the extruded shape of each sample model, and one rigid wall is forced to move in the axial compression direction.
- the deformation state was measured by the above FEM analysis.
- FIGS. 5A to 5I Examples 1 to 9
- FIGS. 6A to 6F Comparative Examples 1 to 6
- the maximum load and the average load in the section where the displacement (stroke) is 15 mm to 150 mm are read, and the ratio of the average load to the maximum load (average load / maximum load) ) was calculated.
- Table 1 also shows the results of the deformation state during these buckling deformations.
- FIG. 7A shows a sectional view in which the deformation state at the time of the displacement of 100 mm in the sample model of Example 3 is additionally written with a broken line
- FIG. 7B shows a perspective view of the deformation state.
- FIGS. 8A and 8B show a cross-sectional view and a perspective view of a sample model of Example 6
- FIGS. 9A and 9B show a cross-sectional view and a perspective view of a sample model of Example 7
- FIGS. Sectional drawing and the perspective view in the sample model of Example 9 are shown.
- FIG. 3A and FIG. 8A are the same.
- FIGS. 11A and 118B show a cross-sectional view and a perspective view of the sample model of Comparative Example 1
- FIGS. 12A and 12B show a cross-sectional view and a perspective view of the sample model of Comparative Example 2, and compare them with FIGS. 13A and 13B.
- Sectional views and perspective views of the sample model of Example 4 are shown
- FIGS. 14A and 14B show sectional views and perspective views of the sample model of Comparative Example 6, respectively.
- FIG. 3B and FIG. 11A use the same drawing.
- the deformation state at the time of buckling deformation is all in the state of “B”.
- the sample models of Comparative Examples 1 to 3, 5, and 6 have a smaller ratio of the average load to the maximum load than the examples, and are considered to be inferior in impact absorption characteristics.
- the average load / maximum load is relatively large. However, since the average load is small, it is difficult to absorb sufficient impact energy, and the impact absorption characteristics are poor. Seem.
- FIG. 15 shows the ratio (R / L) of the radius of curvature R of the apex arc portion 3 to the half side length L created based on the analysis results of the example and the comparative example, and the ratio of the average load to the maximum load (average load / It is a graph which shows the relationship with (maximum load).
- the average load / maximum load is 0.85 or more when the R / L exceeds 0 and is less than 1.15, particularly 0.77 (Example 6) or less.
- excellent shock absorption characteristics in particular, when the R / L is 0.05 or more and 0.25 or less, the average load / maximum load is much larger and the shock absorbing characteristics are further improved.
- FIG. 16 is a graph showing the relationship between the ratio of the outer peripheral wall thickness tb to the rib thickness ta (tb / ta) and the average load / maximum load in Examples and Comparative Examples. As apparent from the graph, when tb / ta exceeds 0.25 (corresponding to Comparative Example 4) and less than 0.875 (corresponding to Comparative Example 5), the average load / maximum load is large. Excellent shock absorption characteristics.
- the shock absorbing member of the present invention is applicable to bumper beam crash boxes for automobiles.
- outer peripheral wall 2 side portions 2a, 2b: half side portion 3: apex arc portion 5, 622: rib 10, 61: bumper reinforcement 30, 62: crush box ta: rib thickness tb: outer peripheral wall thickness C: Virtual vertex L: half side length P2: rib connection point P3: vertex R: radius of curvature of vertex arc portion
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Abstract
Description
軸方向に垂直な断面が多角形状で、複数の辺部を有する外周壁と、
前記外周壁の内側において、軸心から放射状に延び、かつ各辺部の中間位置にそれぞれ接続される複数のリブと、を備え、
前記外周壁の外周面上における隣り合う辺部の境界位置を頂点とし、前記外周壁の外周面上における各辺部の中間位置をリブ接続点とし、各辺部をリブ接続点を境に2つに区分けした部分をそれぞれ半辺部としたとき、
軸方向に圧縮変形する際に、外周壁におけるリブ接続点および頂点に対応する位置をそれぞれ節とし、かつ各半辺部の中間部を腹として、頂点を挟んで隣り合う2つの半辺部が、径方向において互いに異なる方向に凹凸変形しつつ、軸方向に繰り返し座屈変形するようにしたことを特徴とする衝撃吸収部材。
前記半辺部長さを「L」、前記頂点円弧部における外周面の曲率半径を「R」としたとき、
0<R/L≦1.15の関係が成立するよう調整される前項3に記載の衝撃吸収部材。
M/M0=0.75~0.99の関係が成立するよう調整される前項3または4に記載の衝撃吸収部材。
前記半辺部長さを「L」、前記頂点からその頂点の両側に位置する2つのリブ接続点を結ぶ仮想直線までの最短距離を「M」としたとき、
0.35≦M/L<0.5の関係が成立するよう調整される前項3~5のいずれか1項に記載の衝撃吸収部材。
5.0<M×tbの関係が成立するよう調整される前項1~6のいずれか1項に記載の衝撃吸収部材。
0.25<tb/ta<0.875の関係が成立するよう調整される前項8に記載の衝撃吸収部材。
軸方向に垂直な断面が多角形状で、複数の辺部を有する外周壁と、
前記外周壁の内側において、軸心から放射状に延び、かつ各辺部の中間位置にそれぞれ接続される複数のリブと、を備え、
前記外周壁の外周面上における隣り合う辺部の境界位置を頂点とし、前記外周壁の外周面上における各辺部の中間位置をリブ接続点とし、各辺部をリブ接続点を境に2つに区分けした部分をそれぞれ半辺部としたとき、
軸方向に圧縮変形する際に、外周壁におけるリブ接続点および頂点に対応する位置をそれぞれ節とし、かつ各半辺部の中間部を腹として、頂点を挟んで隣り合う2つの半辺部が、径方向に凹凸変形しつつ、軸方向に繰り返し座屈変形するように構成され、
軸方向に圧縮変形する際における最大荷重が70kN以上、平均荷重/最大荷重が0.85以上に調整されていることを特徴とする衝撃吸収部材。
前項1~12のいずれか1項に記載の衝撃吸収部材によって構成され、
前記バンパーリインフォースに加わる衝撃エネルギーを吸収するようにしたことを特徴とする車両用クラッシュボックス。
前記バンパーリインフォースを車両構造体に支持するクラッシュボックスとを備え、
前記クラッシュボックスが、前項1~12のいずれか1項に記載の衝撃吸収部材によって構成され、
前記バンパーリインフォースに加わる衝撃エネルギーを前記クラッシュボックスにより吸収するようにしたことを特徴とするバンパービーム。
表1等から明らかなように、各実施例のサンプルモデルにおいては、座屈変形時の変形状態が全て「A」の状態となっている。さらに各実施例のサンプルモデルは、最大荷重に対する平均荷重の比が大きく、平均荷重も比較的大きいものであり、衝撃吸収特性に優れていると言える。
2:辺部
2a,2b:半辺部
3:頂点円弧部
5,622:リブ
10,61:バンパーリインフォース
30,62:クラッシュボックス
ta:リブ肉厚
tb:外周壁肉厚
C:仮想頂点
L:半辺部長さ
P2:リブ接続点
P3:頂点
R:頂点円弧部の曲率半径
Claims (14)
- 軸方向に圧縮変形することによって衝撃エネルギーを吸収するようにした襲撃吸収部材であって、
軸方向に垂直な断面が多角形状で、複数の辺部を有する外周壁と、
前記外周壁の内側において、軸心から放射状に延び、かつ各辺部の中間位置にそれぞれ接続される複数のリブと、を備え、
前記外周壁の外周面上における隣り合う辺部の境界位置を頂点とし、前記外周壁の外周面上における各辺部の中間位置をリブ接続点とし、各辺部をリブ接続点を境に2つに区分けした部分をそれぞれ半辺部としたとき、
軸方向に圧縮変形する際に、外周壁におけるリブ接続点および頂点に対応する位置をそれぞれ節とし、かつ各半辺部の中間部を腹として、頂点を挟んで隣り合う2つの半辺部が、径方向において互いに異なる方向に凹凸変形しつつ、軸方向に繰り返し座屈変形するようにしたことを特徴とする衝撃吸収部材。 - 座屈変形時に、軸方向に垂直な断面視の状態で、外径方向に張り出し変形した半辺部と、内径方向に凹み変形した半辺部とが周方向に沿って交互に並んで配置されるようになっている請求項1に記載の衝撃吸収部材。
- 前記外周壁の頂点周辺が、曲率半径を有する円弧状の頂点円弧部として構成される請求項1または2に記載の衝撃吸収部材。
- 頂点を挟んで隣り合う2つの半辺部における両直線状部外周面の仮想延長線が交わる点を仮想頂点とし、その仮想頂点から近傍のリブ接続点までの長さを半辺部長さと規定し、
前記半辺部長さを「L」、前記頂点円弧部における外周面の曲率半径を「R」としたとき、
0<R/L≦1.15の関係が成立するよう調整される請求項3に記載の衝撃吸収部材。 - 頂点を挟んで隣り合う2つの半辺部における両直線状部外周面の仮想延長線が交わる点を仮想頂点として、その仮想頂点から中心までの距離を「M0」、前記頂点からその頂点の両側に位置する2つのリブ接続点を結ぶ仮想直線までの最短距離を「M」としたとき、
M/M0=0.75~0.99の関係が成立するよう調整される請求項3または4に記載の衝撃吸収部材。 - 頂点を挟んで隣り合う2つの半辺部における両直線状部外周面の仮想延長線が交わる点を仮想頂点とし、その仮想頂点から近傍のリブ接続点までの長さを半辺部長さと規定し、
前記半辺部長さを「L」、前記頂点からその頂点の両側に位置する2つのリブ接続点を結ぶ仮想直線までの最短距離を「M」としたとき、
0.35≦M/L<0.5の関係が成立するよう調整される請求項3~5のいずれか1項に記載の衝撃吸収部材。 - 頂点からその頂点の両側に位置する2つのリブ接続点を結ぶ仮想直線までの最短距離を「M」、前記外周壁の肉厚を「tb」としたとき、
5.0<M×tbの関係が成立するよう調整される請求項1~6のいずれか1項に記載の衝撃吸収部材。 - 前記外周壁の肉厚が前記リブの肉厚よりも薄く形成される請求項1~7のいずれか1項に記載の衝撃吸収部材。
- 前記リブの肉厚を「ta」とし、前記外周壁の肉厚を「tb」としたとき、
0.25<tb/ta<0.875の関係が成立するよう調整される請求項8に記載の衝撃吸収部材。 - 外周壁が6つの辺部を有する断面正六角形状に形成される請求項1~9のいずれか1項に記載の衝撃吸収部材。
- アルミニウムまたはその合金製の押出形材または引き抜き形材によって構成される請求項1~10のいずれか1項に記載の衝撃吸収部材。
- 軸方向に圧縮変形することによって衝撃エネルギーを吸収するようにした襲撃吸収部材であって、
軸方向に垂直な断面が多角形状で、複数の辺部を有する外周壁と、
前記外周壁の内側において、軸心から放射状に延び、かつ各辺部の中間位置にそれぞれ接続される複数のリブと、を備え、
前記外周壁の外周面上における隣り合う辺部の境界位置を頂点とし、前記外周壁の外周面上における各辺部の中間位置をリブ接続点とし、各辺部をリブ接続点を境に2つに区分けした部分をそれぞれ半辺部としたとき、
軸方向に圧縮変形する際に、外周壁におけるリブ接続点および頂点に対応する位置をそれぞれ節とし、かつ各半辺部の中間部を腹として、各半辺部が径方向に凹凸変形しつつ、軸方向に繰り返し座屈変形するように構成され、
軸方向に圧縮変形する際における最大荷重が70kN以上、平均荷重/最大荷重が0.85以上に調整されていることを特徴とする衝撃吸収部材。 - バンパーリインフォースを車両構造体に支持する車両用クラッシュボックスであって、
請求項1~12のいずれか1項に記載の衝撃吸収部材によって構成され、
前記バンパーリインフォースに加わる衝撃エネルギーを吸収するようにしたことを特徴とする車両用クラッシュボックス。 - 車幅方向に沿って配置されるバンパーリインフォースと、
前記バンパーリインフォースを車両構造体に支持するクラッシュボックスとを備え、
前記クラッシュボックスが、請求項1~12のいずれか1項に記載の衝撃吸収部材によって構成され、
前記バンパーリインフォースに加わる衝撃エネルギーを前記クラッシュボックスにより吸収するようにしたことを特徴とするバンパービーム。
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EP12823728.6A EP2746614B1 (en) | 2011-08-17 | 2012-08-16 | Shock absorbing member |
US14/238,880 US9242612B2 (en) | 2011-08-17 | 2012-08-16 | Shock absorbing member |
CN201280050781.4A CN103890440A (zh) | 2011-08-17 | 2012-08-16 | 冲击吸收构件 |
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US20140292007A1 (en) | 2014-10-02 |
US9242612B2 (en) | 2016-01-26 |
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EP2746614A4 (en) | 2015-06-03 |
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