WO2020027285A1 - 車両用補強部材及びその製造方法 - Google Patents
車両用補強部材及びその製造方法 Download PDFInfo
- Publication number
- WO2020027285A1 WO2020027285A1 PCT/JP2019/030299 JP2019030299W WO2020027285A1 WO 2020027285 A1 WO2020027285 A1 WO 2020027285A1 JP 2019030299 W JP2019030299 W JP 2019030299W WO 2020027285 A1 WO2020027285 A1 WO 2020027285A1
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- WO
- WIPO (PCT)
- Prior art keywords
- main body
- reinforcing member
- vehicle
- longitudinal direction
- intersection
- Prior art date
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Classifications
-
- 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
- B60R19/04—Bumpers, i.e. impact receiving or absorbing members for protecting vehicles or fending off blows from other vehicles or objects formed from more than one section in a side-by-side arrangement
-
- 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
- B21D26/00—Shaping without cutting otherwise than using rigid devices or tools or yieldable or resilient pads, i.e. applying fluid pressure or magnetic forces
- B21D26/02—Shaping without cutting otherwise than using rigid devices or tools or yieldable or resilient pads, i.e. applying fluid pressure or magnetic forces by applying fluid pressure
- B21D26/033—Deforming tubular bodies
-
- 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
- B21D53/00—Making other particular articles
- B21D53/88—Making other particular articles other parts for vehicles, e.g. cowlings, mudguards
-
- 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
-
- 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
- B60R2019/1806—Structural beams therefor, e.g. shock-absorbing
-
- 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
- B60R2019/1806—Structural beams therefor, e.g. shock-absorbing
- B60R2019/1813—Structural beams therefor, e.g. shock-absorbing made of metal
- B60R2019/1826—Structural beams therefor, e.g. shock-absorbing made of metal of high-tension steel
Definitions
- the present invention relates to a vehicle reinforcing member and a method for manufacturing the same.
- Patent Document 1 discloses a bumper reinforcing material used for vehicles as a kind of shock absorbing material.
- the bumper reinforcing member is formed by welding the flange portions provided on the front reinforcing member and the rear reinforcing member, respectively. For this reason, when an impact is applied to the bumper reinforcement, the force concentrates on the welded portion at the flange portion, and the front reinforcement and the rear reinforcement are separated. As a result, the shock absorbing property of the bumper reinforcing material is not sufficiently exhibited.
- the bumper reinforcing member is formed by roll forming an integrated sheet metal.
- the flange portion of the bumper reinforcing member is formed by folding a sheet metal. For this reason, the separation between the front reinforcing member and the rear reinforcing member as in the first embodiment is unlikely to occur.
- the bumper reinforcement does not have a continuous closed cross section, and a part of the rear reinforcement is cut off. As a result, the impact absorption of the above-mentioned part of the rear reinforcing material tends to be inferior. Therefore, the impact absorption of the bumper reinforcing material may be insufficient.
- an object of the present invention is to provide a vehicle reinforcing member exhibiting good shock absorption and a method of manufacturing the same.
- a vehicle reinforcing member is a vehicle reinforcing member including a tubular main body having a cross section that intersects in a longitudinal direction and has a continuous closed cross section, and the tubular main body is mounted on a vehicle.
- the first surface located inside the vehicle, the second surface separated from and opposed to the first surface, the third surface connecting the first surface and the second surface, and the third surface are the second surface.
- the vehicle reinforcing member includes a tubular main body having a continuous closed cross section. Therefore, even when an impact is applied to the vehicle reinforcing member, a part of the tubular main body is prevented from being separated from another part. In addition, since there is no previously divided portion in the cylindrical main body, a portion having poor impact resistance is less likely to be formed in the cylindrical main body.
- an imaginary line connecting a first intersection where the first surface and the third surface intersect and a second intersection where the second surface and the third surface intersect is set in a cross-sectional view viewed from the longitudinal direction. In this case, the third intersection where the fourth surface and the fifth surface intersect protrudes outward with respect to the virtual line.
- the cylindrical main body has a changing portion in which the position of the third intersection in the facing direction in which the first surface and the second surface face each other changes along the longitudinal direction.
- a plurality of portions where the position of the third intersection portion in the facing direction is different from each other are formed in the cylindrical main body portion. These portions are deformed in different deformation modes in a cross-sectional view when an impact is applied to the second surface.
- the cylindrical main body in which the deformation modes are different from each other in the longitudinal direction suppresses the collapse of the cross-section and improves the load-bearing performance as compared with the case where the deformation mode is constant in the longitudinal direction. be able to. Therefore, according to the vehicle reinforcing member, good shock absorption can be exhibited.
- the cylindrical main body portion as a change portion, a first change portion in which the position of the third intersection changes from the first surface side to the second surface side as going toward one side in the longitudinal direction, and a direction toward one side in the longitudinal direction.
- a second changing portion in which the position of the third intersection changes from the second surface side to the first surface side. In this case, it is possible to form three or more places having different deformation modes in the longitudinal direction.
- the first changed portions and the second changed portions may be alternately formed along the longitudinal direction in a predetermined repeating shape pattern.
- a portion where the position of the third intersection is close to the second surface and a position where the position of the third intersection is far from the second surface are alternately formed in the tubular main body.
- the load-bearing performance of the cylindrical main body can be further improved.
- the cylindrical main body has a non-change portion between the first change portion and the second change portion, in which the position of the third intersection is constant along the longitudinal direction.
- at least one of the location where the position of the third intersection is close to the second surface and the location where the position of the third intersection is far from the second surface is configured to be continuous with a constant cross section. In this case, by adjusting the length of the constant cross section, it becomes easy to adjust the load-bearing performance of the tubular main body.
- the method for manufacturing a reinforcing member for a vehicle includes a step of preparing a metal pipe between the first mold and the second mold, and a step of connecting at least one of the first mold and the second mold to each other. Forming a space for molding the cylindrical main body between the first mold and the second mold by supplying the gas into the heated metal pipe by moving the space in the direction in which the metal pipes meet. And forming a cylindrical main body in the space.
- the tubular main body is formed from the metal pipe, the tubular main body having a continuous closed cross section that does not include the dividing portion is provided. Therefore, even when an impact is applied to the vehicle reinforcing member, a part of the tubular main body is prevented from being separated from another part. Further, it is difficult to form a portion having poor impact resistance in the cylindrical main body. Therefore, according to the above manufacturing method, a vehicle reinforcing member exhibiting good shock absorption can be manufactured.
- FIG. 1 is a schematic perspective view showing a vehicle reinforcing member.
- FIG. 2 is a sectional view taken along the line II-II in FIG.
- FIG. 3 is a schematic configuration diagram of a molding device for molding a vehicle reinforcing member.
- 4A is a diagram showing a state in which the electrode holds the metal pipe
- FIG. 4B is a diagram showing a state in which the gas supply nozzle is in contact with the electrode
- FIG. It is a front view.
- FIG. 5 is a schematic sectional view of a molding die.
- FIGS. 6A to 6C are diagrams showing the operation of the molding die and the change in the shape of the metal pipe material.
- FIGS. 7A to 7C are diagrams showing deformation of a reinforcing member according to a comparative example due to a load.
- FIGS. 8A to 8C are diagrams showing deformation of the vehicle reinforcing member due to a load.
- FIG. 9A is a schematic perspective view showing a part of the vehicle reinforcing member.
- FIG. 9B is a cross-sectional view along the line IXb-IXb in FIG. 9A.
- FIG. 9C is a cross-sectional view along the line IXc-IXc in FIG. 9A.
- FIG. 10 is a diagram illustrating a load displacement curve of the vehicle reinforcing member according to the embodiment illustrated in FIG. 1 and the embodiment illustrated in FIG. 9.
- FIG. 10 is a diagram illustrating a load displacement curve of the vehicle reinforcing member according to the embodiment illustrated in FIG. 1 and the embodiment illustrated in FIG. 9.
- FIG. 10 is a diagram illustrating a load displacement curve of the vehicle reinforc
- FIG. 11A is an enlarged sectional view of a first intersection
- FIG. 11B is an enlarged sectional view of a third intersection
- FIG. 11C is an enlarged sectional view of a second intersection
- FIG. 11D is an enlarged view of the shape pattern of the third intersection viewed from the lateral direction
- FIG. 12A is a view of another example of the shape pattern of the third intersection viewed from the lateral direction
- FIG. 12B is an enlarged view thereof.
- FIG. 1 is a schematic perspective view showing a vehicle reinforcing member.
- FIG. 2 is a sectional view taken along the line II-II in FIG.
- the vehicle reinforcing member 1 shown in FIGS. 1 and 2 is a reinforcing member mounted on a vehicle such as an automobile, and absorbs an impact generated at the time of a collision.
- the vehicle reinforcing member 1 is, for example, a bumper beam installed inside the front bumper of the vehicle, and is a hollow member extending along the vehicle width direction. Therefore, when the vehicle reinforcing member 1 is mounted on a vehicle, the longitudinal direction of the vehicle reinforcing member 1 corresponds to the vehicle width direction.
- the vehicle reinforcing member 1 includes a metal tubular main body 100 having a continuous closed cross section that crosses in the longitudinal direction.
- the tubular main body 100 has a polygonal cross section.
- the member having the continuous closed cross section is a member that is previously formed of a ring or a metal pipe having a ring shape in cross section.
- the tubular main body 100 according to the present embodiment is formed from a single metal pipe. That is, the tubular main body 100 is not formed by welding a plurality of sheet metals, nor is it formed by processing (for example, roll forming) into one sheet metal. Therefore, there is no joint at the cross section of the tubular main body 100.
- the metal pipe is a cylindrical member made of, for example, high-tensile steel or ultra-high-tensile steel.
- High-tensile steel is a steel material having a tensile strength of 400 MPa or more.
- Ultra-high tensile steel is a steel material having a tensile strength of 1 GPa or more.
- the thickness of the tubular main body 100 is not particularly limited, but is, for example, 1.0 mm or more and 2.3 mm or less.
- the cylindrical main body 100 includes a first surface 101, a second surface 102 that is separated from and opposes the first surface 101, a pair of third surfaces 103 a and 103 b connecting the first surface 101 and the second surface 102, and a pair of third surfaces 103 a and 103 b. Of the projections 104a, 104b. Each of the first surface 101, the second surface 102, and the pair of third surfaces 103a and 103b has an outer peripheral surface and an inner peripheral surface.
- the first surface 101 is a portion located inside the vehicle when the tubular main body 100 is mounted on the vehicle.
- the vehicle reinforcing member 1 is a front bumper beam
- the first surface 101 is located behind the vehicle.
- the first surface 101 has a substantially flat plate shape, and draws a substantially circular arc shape.
- the second surface 102 is a portion located outside the vehicle when the tubular main body 100 is mounted on the vehicle. Therefore, when the tubular main body 100 is mounted on the vehicle, the second surface 102 functions as a surface that first receives an impact.
- the vehicle reinforcing member 1 is a front bumper beam
- the second surface 102 is located in front of the vehicle.
- the direction in which the first surface 101 and the second surface 102 face each other corresponds to the vehicle front-rear direction.
- the vertical direction of the vehicle corresponds to a short direction orthogonal to the long direction.
- the second surface 102 is a plate-like portion that draws a substantially arc shape similarly to the first surface 101.
- the width W2 of the second surface 102 is larger than the width W1 of the first surface 101.
- the width W2 is 60% or more and 90% or less of the width W1.
- a plurality of grooves 110 which are separated from each other are provided on the second surface 102. Each of the plurality of grooves 110 is provided for improving the impact resistance of the second surface 102. Each of the plurality of grooves 110 extends in the longitudinal direction, and is a portion that is depressed from the surface of the second surface 102 toward the first surface 101. The cross section of each groove 110 crossing in the longitudinal direction has a substantially trapezoidal shape. Each groove 110 has a bottom surface 110a and side surfaces 110b and 110c.
- the side surface 110b is an inclined surface that is inclined so as to approach the side surface 110c as approaching the bottom surface 110a.
- the side surface 110c is an inclined surface that is inclined to approach the side surface 110b as approaching the bottom surface 110a.
- each groove 110 is, for example, 5% or more and 25% or less of the interval S1 between the first surface 101 and the second surface 102 in the facing direction.
- the width W11 of each groove 110 is 10% or more and 30% or less of the width W2 of the second surface 102.
- the third surface 103a is a portion connecting one end of the first surface 101 in the short direction and one end of the second surface 102 in the short direction.
- the third surface 103a has a fourth surface 121 extending from the second surface 102, and a fifth surface 122 connecting the fourth surface 121 and the one end of the first surface 101.
- Each of the fourth surface 121 and the fifth surface 122 has a substantially flat plate shape.
- the length L1 of the fourth surface 121 is, for example, not less than 20% and not more than 80% of the distance S1 between the first surface 101 and the second surface 102.
- the angle between the fourth surface 121 and the second surface 102 is a right angle or an acute angle near the right angle.
- the acute angle near the right angle is, for example, 85 ° or more and 90 ° or less. Therefore, the fourth surface 121 extends toward the fifth surface 122 so as to be away from the second surface 102. Therefore, a space is formed by the inner peripheral surface of the second surface 102, the inner peripheral surface of the fourth surface 121, and the inner peripheral surface of the groove 110 closest to the fourth surface 121.
- a circle (inscribed circle) that is housed in the space and contacts the inner peripheral surface of the second surface 102, the inner peripheral surface of the fourth surface 121, and the side surface 110 c of the groove 110 closest to the fourth surface 121.
- the diameter of the inscribed circle is, for example, 10 mm or more.
- the distance between the inner peripheral surface of the fourth surface 121 and the side surface 110c of the groove 110 closest to the fourth surface 121 may be greater than, for example, the projection amount P1 of the projection 104a (details will be described later). It may be larger than the amount P2 (details will be described later).
- the protruding portion 104a is a portion provided to improve the impact resistance of the tubular main body 100, and protrudes in the short direction.
- the third surface 103a is deformed inward when an impact is applied to the cylindrical main body 100 from the second surface 102 side.
- the protruding portion 104a is formed by folding a part of the tubular main body 100.
- the part of the tubular main body 100 includes an end 102a (first end) of the second surface 102 and an end 131 (second end) of the third surface 103a. That is, the portion including the ends 102a and 131 in the cylindrical main body 100 is folded to form the protruding portion 104a. As shown in FIG.
- the protrusion amount of the protrusion 104a differs between the central portion 100a of the tubular body 100 in the longitudinal direction and the ends 100b and 100c of the tubular body 100 in the longitudinal direction.
- the portion 141 of the protruding portion 104a located at the end portion 100b and the portion 142 of the protruding portion 104a located at the end portion 100c not only improve the impact resistance of the tubular main body 100 but also improve the impact resistance of other members. Can also function as a connection part. For example, spot welding or the like is performed on each of the portions 141 and 142.
- each of the portions 141 and 142 may be provided with an opening through which a fastening member or the like is inserted.
- the protrusion amount P1 of the protrusion portion 104a in the central portion 100a is smaller than the protrusion amount P2 of the portions 141 and 142 (that is, the protrusion amount of the protrusion portion 104a in the end portions 100b and 100c).
- the projection amount P1 is set to, for example, 1 mm or more from the viewpoint of sufficiently improving the impact resistance by the projection 104a. From the viewpoint of reliably forming the protrusion 104a, the protrusion amount P1 may be set to, for example, 2 mm or more.
- the protruding portion 104a is formed by a molding method using a mold.
- Japanese Patent Application Laid-Open No. 2017-170466 discloses that in order to perform spot welding on a flange portion, it is necessary to secure a width of the flange portion of about 15 mm to 20 mm. Further, in the above-mentioned publication, even when laser welding is performed on the flange portion, it is necessary to secure a width of the flange portion of at least about 5 mm.
- the protrusion amount P1 may be 5 mm or less, 4 mm or less, 3 mm or less, or 2 mm or less.
- the protrusion amount P2 of the portions 141 and 142 may be 10 mm or more, 15 mm or more, or 20 mm or more. In this case, spot welding or the like can be easily performed on the portions 141 and 142.
- the third surface 103b is a portion connecting the other end of the first surface 101 in the short direction and the other end of the second surface 102 in the short direction.
- the third surface 103b has a fourth surface 151 extending from the second surface 102, and a fifth surface 152 connecting the fourth surface 151 and the other end of the first surface 101.
- the fourth surfaces 121 and 151 have substantially the same shape as each other, and the fifth surfaces 122 and 152 have substantially the same shape as each other. Therefore, similarly to the fourth surface 121, the fourth surface 151 extends toward the fifth surface 152 so as to be separated from the second surface 102.
- the protruding portion 104b is a portion provided to improve the impact resistance of the tubular main body 100, like the protruding portion 104a, and protrudes in the short direction.
- the protruding portion 104b is located on the opposite side of the protruding portion 104a in the short direction.
- the protruding portion 104b is also formed by folding a part of the cylindrical main body 100.
- the part of the cylindrical main body 100 includes an end 102b (first end) of the second surface 102 and an end 161 (second end) of the third surface 103a.
- the protrusion 104b has substantially the same shape as the protrusion 104a. For this reason, the protrusion amount of the protrusion 104b is different between the central portion 100a in the longitudinal direction and the ends 100b and 100c in the longitudinal direction.
- FIG. 3 is a schematic configuration diagram of the molding apparatus.
- a molding device 10 for molding the vehicle reinforcing member 1 includes a molding die (molding portion) 13 having an upper die (die) 12 and a lower die (die) 11 to be paired with each other.
- a gas supply for supplying gas to the heated metal pipe 14 held between the upper mold 12 and the lower mold 11 by heating the metal pipe 14 held by the heater.
- the unit 60, a pair of gas supply units 40 and 40 for supplying gas from the gas supply unit 60 into the metal pipe 14 held by the pipe holding mechanism 30, and the molding die 13 are forcibly water-cooled.
- Water circulation mechanism 72 With obtaining comprises driving of the driving mechanism 80, driving of the pipe holding mechanism 30, the driving of the heating mechanism 50, and a control unit 70 for controlling each of the gas supply of the gas supply unit 60, a.
- the molding die 13 is a die used for molding the metal pipe 14 into a metal pipe. For this reason, the lower die 11 included in the molding die 13 is provided with a cavity (recess) for accommodating the metal pipe 14 (details will be described later).
- the lower mold 11 is fixed to a large base 15.
- the lower mold 11 is formed of a large steel block, and has a cavity 16 on an upper surface thereof.
- a cooling water passage 19 is formed in the lower mold 11.
- the lower mold 11 includes a thermocouple 21 inserted from below at substantially the center.
- the thermocouple 21 is a temperature measuring means supported by a spring 22 so as to be vertically movable. If a correlation between the energizing time and the temperature can be obtained, the temperature measuring means may be omitted.
- Electrodes (lower electrodes) 17 and 18 that can move up and down are provided in the electrode housing space 11a.
- An insulating material 91 for preventing electricity is provided between the lower mold 11 and the lower electrode 17 and below the lower electrode 17, and between the lower mold 11 and the lower electrode 18 and below the lower electrode 18.
- Each insulating material 91 is fixed to an advance / retreat rod 95 which is a movable part of an actuator (not shown) constituting the pipe holding mechanism 30. This actuator is for moving the lower electrodes 17, 18 and the like up and down, and the fixed portion of the actuator is held on the base 15 side together with the lower mold 11.
- Tapered concave surfaces 17b, 18b are formed on the front surfaces of the lower electrodes 17, 18 (surfaces in the outer direction of the mold) so that the periphery thereof is tapered toward the concave grooves 17a, 18a.
- the insulating material 91 is formed with a semicircular groove corresponding to the outer peripheral surface of the metal pipe 14 while communicating with the concave grooves 17a and 18a.
- the upper die 12 is formed of a large steel block like the lower die 11, and is fixed to a slide 81 (details will be described later) constituting the drive mechanism 80.
- a cooling water passage 25 is provided inside the upper mold 12.
- Electrodes (upper electrodes) 17 and 18 that can move up and down are provided in the electrode housing space 12a, like the lower mold 11.
- Insulating materials 92 for preventing electric conduction are provided between the upper mold 12 and the upper electrode 17 and above the upper electrode 17, and between the upper mold 12 and the upper electrode 18 and above the upper electrode 18, respectively. I have.
- Each insulating material 92 is fixed to an advance / retreat rod 96 which is a movable portion of an actuator (not shown) constituting the pipe holding mechanism 30. This actuator is for moving the upper electrodes 17, 18 and the like up and down, and the fixed part of the actuator is held together with the upper die 12 on the drive mechanism 80 side.
- FIG. 5 is a schematic sectional view of the molding die 13. As shown in FIG. 5, on the upper surface of the lower mold 11, assuming that the surface of the cavity 16 at the center of the lower mold 11 is a reference line LV, one side of the cavity 16 (the right side in FIG. 5, the back side in FIG. 3). A first projection 11b is formed on the other side (a left side in FIG. 5, and a near side in FIG. 3) of the cavity 16 and a second projection 11c. The tip surfaces of the first projection 11b and the second projection 11c are each flat. The protrusion amounts of the first protrusion 11b and the second protrusion 11c from the reference line LV are substantially the same.
- the cavity 16 has a first portion 16a connected to the first protrusion 11b and the second protrusion 11c, and a second portion 16b connected to the first portion 16a.
- the first portion 16a is a portion for forming the fourth surfaces 121 and 151 of the vehicle reinforcing member 1.
- the cross-sectional shape of the first portion 16a is, for example, substantially rectangular.
- the second portion 16b is a portion for forming the fifth surfaces 122 and 152 of the vehicle reinforcing member 1.
- the second portion 16b is located closer to the bottom surface of the cavity 16 than the first portion 16a.
- the cross-sectional shape of the second portion 16b has, for example, a substantially inverted trapezoidal shape.
- a projection 24 protruding toward the lower mold 11 is provided on the surface 12b of the upper mold 12 facing the lower mold 11. Therefore, a part of the surface 12b has an uneven surface. More specifically, the portion of the surface 12b that overlaps the cavity 16 has an uneven surface. The uneven surface is provided for forming the groove 110 of the second surface 102 in the vehicle reinforcing member 1.
- the protrusion 24 is provided to form the protrusions 104a and 104b in the vehicle reinforcing member 1.
- the protrusion 24 extends, for example, along the direction in which the metal pipe 14 extends. In order to allow the upper mold 12 and the lower mold 11 to be in close contact with each other, a portion of the surface 12b that overlaps the first projection 11b or the second projection 11c has a flat surface.
- the drive mechanism 80 includes a slide 81 for moving the upper mold 12 so that the upper mold 12 and the lower mold 11 are fitted to each other, a shaft 82 for generating a driving force for moving the slide 81, And a connecting rod 83 for transmitting the driving force generated by the shaft 82 to the slide 81.
- the shaft 82 extends in the left-right direction above the slide 81 and is rotatably supported.
- the eccentric crank 82a protruding from the left-right end and extending in the left-right direction at a position separated from the axis thereof is extended. Have.
- the eccentric crank 82a and a rotating shaft 81a provided on the upper portion of the slide 81 and extending in the left-right direction are connected by a connecting rod 83.
- the swing (rotational motion) of the connecting rod 83 generated when transmitting the position change of the eccentric crank 82a to the slide 81 is absorbed by the rotating shaft 81a.
- the shaft 82 rotates or stops in response to, for example, driving of a motor or the like controlled by the control unit 70.
- the heating mechanism (power supply unit) 50 includes a power supply source 55 and a power supply line 52 that electrically connects the power supply source 55 and the electrodes 17 and 18.
- the power supply source 55 includes a DC power supply and a switch, and can supply electricity to the metal pipe 14 through the power supply line 52 and the electrodes 17 and 18.
- the power supply line 52 is connected to the lower electrodes 17 and 18, but is not limited thereto.
- the control unit 70 can heat the metal pipe 14 to a quenching temperature (for example, the AC3 transformation point temperature or higher) by controlling the heating mechanism 50.
- Each of the pair of gas supply units 40 includes a cylinder unit 42 mounted and fixed on the base 15 via a block 41, a cylinder rod 43 that moves forward and backward in accordance with the operation of the cylinder unit 42, and a cylinder rod 43. And a gas supply nozzle 44 connected to the tip. At the tip of the gas supply nozzle 44, a tapered surface 45 provided to be tapered is provided. Further, a gas passage 46 is provided inside the gas supply nozzle 44.
- the gas supply unit 60 includes a gas source 61, an accumulator 62 for storing gas supplied by the gas source 61, a first tube 63 extending from the accumulator 62 to the cylinder unit 42 of the gas supply unit 40, A pressure control valve 64 and a switching valve 65 provided in the first tube 63, a second tube 67 extending from the accumulator 62 to the gas supply nozzle 44 of the gas supply unit 40, and a second tube 67 provided in the second tube 67.
- the pressure control valve 64 serves to supply the cylinder unit 42 with a gas having an operating pressure adapted to the pressing force of the gas supply nozzle 44 on the metal pipe 14.
- the check valve 69 plays a role in preventing gas from flowing back in the second tube 67.
- the pressure control valve 68 is a valve that controls the pressure in the second tube 67 under the control of the control unit 70.
- a gas hereinafter, referred to as a low-pressure gas
- a first ultimate pressure for temporarily expanding the metal pipe 14
- an operating pressure for forming the metal pipe hereinafter, referred to as a second pressure gas
- a gas having an ultimate pressure hereinafter, referred to as a high-pressure gas.
- the pressure of the high-pressure gas is, for example, about 2 to 5 times that of the low-pressure gas.
- the control unit 70 acquires temperature information from the thermocouple 21 and controls the heating mechanism 50 and the driving mechanism 80.
- the water circulation mechanism 72 includes a water tank 73 that stores water, a water pump 74 that pumps up the water stored in the water tank 73, pressurizes the water, and sends the pressurized water to the cooling water passage 19 of the lower mold 11 and the cooling water passage 25 of the upper mold 12.
- a pipe 75 Although omitted, a cooling tower for lowering the water temperature or a filter for purifying water may be interposed in the pipe 75.
- a metal pipe 14 is prepared in the molding apparatus 10. Specifically, the metal pipe 14 is arranged between the upper mold 11 and the lower mold 12. The metal pipe 14 is sandwiched between the upper electrodes 17 and 18 and the lower electrodes 17 and 18 of the pipe holding mechanism 30. The metal pipe 14 is electrically heated by the control of the heating mechanism 50 by the control unit 70. Specifically, power is supplied to the metal pipe 14 by the control of the heating mechanism 50 by the control unit 70.
- the power transmitted to the lower electrodes 17 and 18 via the power supply line 52 is supplied to the upper electrodes 17 and 18 and the metal pipe 14 that sandwich the metal pipe 14. Then, the metal pipe 14 itself generates heat by Joule heat due to the electric resistance of the metal pipe 14 itself.
- the upper die 12 is moved toward the lower die 11 under the control of the drive mechanism 80 by the control unit 70.
- the upper mold 12 and the lower mold 11 are brought closer to each other, and a space for forming the cylindrical main body 100 is formed between the upper mold 12 and the lower mold 11.
- the metal pipe 14 arranged between the upper mold 12 and the lower mold 11 is located in the cavity 16. Note that the upper mold 12 may be brought closer to the lower mold 11 before the metal pipe 14 is electrically heated.
- gas is supplied into the metal pipe 14 to expand and form the cylindrical main body 100 having the projecting portions 104a and 104b in the space.
- the gas supply nozzle 44 is advanced by operating the cylinder unit 42 of the gas supply unit 40, and the gas supply nozzle 44 is inserted into both ends of the metal pipe 14.
- the distal end portion 44A of each gas supply nozzle 44 is inserted into both ends of the metal pipe 14 and sealed.
- a gas gas
- a gas is supplied into the heated metal pipe 14 by the control of the gas supply unit 60, the driving mechanism 80, and the on-off valve 47 by the control unit 70.
- the metal pipe 14 softened by heating expands and comes into contact with the molding die 13.
- the metal pipe 14 is formed so as to follow the shapes of the cavity 16, the first protrusion 11b, the second protrusion 11c, and the surface 12b.
- the cylindrical main body 100 having the protruding portions 104a and 104b can be favorably formed.
- the time from the blow molding of the metal pipe 14 to the completion of the molding of the vehicle reinforcing member 1 is generally about several seconds to several tens of seconds, depending on the type of the metal pipe 14.
- the cooling may be performed by supplying a cooling medium into the cavity 16, for example, instead of or in addition to the mold cooling.
- the metal pipe 14 is brought into contact with a metal mold (the upper mold 12 and the lower mold 11) to cool to a temperature at which martensitic transformation starts, and then the mold is opened and a cooling medium (cooling gas) is blown to the metal pipe 14. This may cause martensitic transformation.
- the reinforcing member according to the comparative example has a configuration similar to that of the vehicle reinforcing member 1 of the present embodiment except that the reinforcing member does not include the protrusion.
- FIGS. 7A to 7C are diagrams showing deformation of the reinforcing member according to the comparative example due to a load.
- FIG. 7C is an enlarged view of a portion indicated by a broken line in FIG.
- a portion indicated by a virtual line indicates a reinforcing member before deformation.
- Each arrow shown in FIGS. 7A and 7B indicates a direction in which the reinforcing member is deformed when the load F is applied.
- FIG. 7A shows a first surface 201, a second surface 202 facing the first surface 201 and provided with a groove 210, and third surfaces 203 a and 203 b connecting the first surface 201 and the second surface 202. Is shown.
- FIGS. 8A to 8C are diagrams showing deformation of the vehicle reinforcing member 1 according to the present embodiment due to a load.
- FIG. 8C is an enlarged view of a portion indicated by a broken line in FIG.
- a portion indicated by a virtual line shows the vehicle reinforcing member 1 before deformation.
- Each arrow shown in FIGS. 8A and 8B indicates a direction in which the vehicle reinforcing member 1 is deformed when the load F is applied.
- the fourth surfaces 121 and 151 of the third surfaces 103a and 103b are displaced more inward than before the deformation, unlike the comparative example. For this reason, the third surfaces 103a and 103b tend to be able to receive the load F continuously even when they are deformed. Therefore, the vehicle reinforcing member 1 according to the present embodiment tends to have better impact resistance than the reinforcing member 200 according to the comparative example.
- the vehicle reinforcing member 1 formed by the manufacturing method according to the present embodiment includes the tubular main body 100 having a continuous closed cross section. For this reason, even when an impact is applied to the vehicle reinforcing member 1, separation between a part of the tubular main body 100 and another part is prevented. In addition, since there is no previously divided portion in the cylindrical main body 100, a portion having poor impact resistance in the cylindrical main body 100 is less likely to be formed.
- the third surface 103a has a fourth surface 121 extending from the end 131 so as to be away from the second surface 102, and the third surface 103b is from the end 161 so as to be away from the second surface 102. It has a fourth surface 151 that extends.
- the deformation toward the inside of the third surfaces 103a and 103b is less likely to be inhibited by the second surface 102. For this reason, when an impact is applied to the vehicle reinforcing member 1 from the second surface 102 side, the third surfaces 103a and 103b exhibit good impact absorption. Therefore, according to the vehicle reinforcing member 1, good shock absorption can be exhibited.
- the protrusion amount P1 of the protrusions 104a, 104b located at the central portion 100a of the tubular main body 100 in the longitudinal direction may be 1 mm or more and 5 mm or less. Even in this case, when an impact is applied to the vehicle reinforcing member 1 from the second surface 102 side, the protruding portions 104a and 104b of the central portion 100a are deformed outward. For this reason, the third surfaces 103a and 103b also exhibit good shock absorption at the central portion 100a. In addition, both reduction in strength of the cylindrical main body 100 and reduction in weight can be realized.
- the protrusion amount P2 of the protrusions 104a, 104b located at the ends 100b, 100c of the cylindrical main body 100 in the longitudinal direction may be 10 mm or more.
- the protrusions 104a and 104b located at the ends 100b and 100c can be used as locations to be welded to other members.
- FIG. 9A is a schematic perspective view showing a part of another vehicle reinforcing member.
- FIG. 9B is a cross-sectional view along the line IXb-IXb in FIG. 9A.
- FIG. 9C is a cross-sectional view along the line IXc-IXc in FIG. 9A.
- the tubular main body 100A of the vehicle reinforcing member 1A shown in FIGS. 9A to 9C has third surfaces 103c and 103d.
- the length of the fourth surface 121A of the third surface 103c in the opposing direction changes periodically along the longitudinal direction.
- the length L11 of the fourth surface 121A in the cross section (first cross section) shown in FIG. 9B is the shortest
- L12 is the longest.
- the length L11 is 20% or more and 35% or less of the interval S1
- the length L12 is 40% or more and 60% or less of the interval S1.
- the length of the fourth surface 151A of the third surface 103d in the facing direction changes periodically along the longitudinal direction.
- the lengths of the fourth surfaces 121A and 151A in the cross section are substantially the same.
- the same operation and effect as in the embodiment of FIG. 1 can be obtained.
- the length of the fourth surfaces 121A and 151A along the longitudinal direction it becomes possible to set the impact resistance according to the position of the vehicle reinforcing member 1A.
- the length of the fourth surface 121A of the third surface 103c and the length of the fourth surface 151A of the third surface 103d in the facing direction periodically change along the longitudinal direction, so that the second surface 102A is formed.
- the maximum reaction force value of the vehicle reinforcing member 1A against a load from the side can be improved.
- FIGS. 9B and 9C in a cross-sectional view viewed from the longitudinal direction, a portion where the first surface 101 and the third surfaces 103 c and 103 d intersect with the first intersections 181 and 191. I do.
- the portions where the second surface 102 and the third surfaces 103c and 103d intersect are referred to as second intersections 182 and 192.
- the portions where the fourth surfaces 121A, 151A and the fifth surfaces 122A, 152A intersect are referred to as third intersections 183, 193.
- a virtual line VL connecting the first intersections 181 and 191 and the second intersections 182 and 192 is set.
- the third intersections 183 and 193 project outward with respect to the virtual line VL.
- the outside is the outside as viewed from the internal space. That is, the cross-sectional shapes of the third surfaces 103c and 103d are such that they bulge outward with respect to the virtual line VL.
- a reference point SP1 serving as an end of the virtual line VL may be set at a position where the inner surface of the first surface 101 and the inner surface of the third surface 103d intersect.
- the reference point SP1 may be set at the center position in the circumferential direction of the arc.
- a reference point SP3 is set at a position where the inner surface of the fourth surface 151A and the inner surface of the fifth surface 152A intersect. Good. Then, it is sufficient that the reference point SP3 is outside the virtual line VL.
- the reference point SP3 may be set at the center position in the circumferential direction of the arc.
- a reference point SP2 serving as an end of the virtual line VL may be set at a position where the inner surface of the second surface 102 and the inner surface of the third surface 103d intersect.
- the reference point SP2 may be set at a position where the inner surface of the folded portion 114 of the projecting portion 104b and the inner surface of the fourth surface 151A intersect.
- the reference point SP2 may be set at the center position in the circumferential direction of the arc.
- the inner surface of the folded portion 114 of the protruding portion 104b is in contact with the opposing portion of the inner surface of the second surface 102, and the protruding portion 104b has a crushed shape, but both inner surfaces are separated from each other.
- a space may be formed in the protruding portion 104b.
- the reference point SP2 may be set at a position where the inner surface of the folded portion 114 of the protruding portion 104b and the inner surface of the fourth surface 151A intersect.
- the cylindrical main body 100A has variable portions 196 and 197 (change portions) in which the position of the third intersection portion 193 in the facing direction changes along the longitudinal direction.
- the position of the third intersection it is assumed that it is the position of the third intersection in the facing direction.
- the “deformed portion” is a portion where the position of the third intersection portion changes gradually, that is, gradually, along the longitudinal direction.
- the cylindrical main body 100A has a deformable portion 196 and a deformable portion 197 as deformable portions.
- the position of the third intersection 193 changes from the first surface 101 side to the second surface 102 side as going from one side in the longitudinal direction (here, from the right side to the left side in FIG. 11D) in the longitudinal direction. .
- the position of the third intersecting portion 193 changes from the second surface 102 side to the first surface 101 side as the deformation changing portion 197 moves toward one side in the longitudinal direction.
- the changing portion 196 corresponds to the “first changing portion” and the changing portion 197 corresponds to the “second changing portion”. Change part ".
- the changing portion 197 corresponds to the “first changing portion”
- the changing portion 196 corresponds to the “second changing portion”. Change part ".
- the deformable portions 196 and the deformable portions 197 are formed alternately along the longitudinal direction in a predetermined repeating shape pattern.
- the cylindrical main body 100A has the non-change portions 198 and 199 where the position of the third intersection 193 is constant along the longitudinal direction between the change portions 196 and 197.
- the non-change portion 198 has a constant cross section at a position where the position of the third intersection 193 is close to the second surface 102.
- the cross-sectional shape of the non-change portion 198 is the shape shown in FIG.
- the non-change portion 199 has a constant cross section at a position where the position of the third intersection 193 is far from the second surface 102.
- the cross-sectional shape of the non-change portion 199 is the shape shown in FIG.
- non-change portion 198 a repetitive shape pattern of “non-change portion 198, non-change portion 197, non-change portion 199, non-change portion 196, non-change portion 198...” Is formed in order from right to left.
- first intersections 181 and 191 where the first surface 101 and the third surfaces 103c and 103d intersect, and second intersections where the second surface 102 and the third surfaces 103c and 103d intersect.
- the virtual line VL connecting the first and second surfaces 182 and 192 is set, the third intersections 183 and 193 where the fourth surfaces 121A and 151A and the fifth surfaces 122A and 152A intersect project outward with respect to the virtual line VL.
- the cylindrical main body 100A has a deformation property in which the positions of the third intersections 183 and 193 in the facing direction in which the first surface 101 and the second surface 102 face each other change along the longitudinal direction. It has parts 196 and 197.
- the cylindrical main body 100A has a portion having the cross-sectional shape shown in FIG. 9B (here, the non-change portion 198) and a portion having the cross-sectional shape shown in FIG. 9C (here, the non-change portion 199). ). These portions are deformed in different deformation modes in a cross-sectional view when an impact is applied to the second surface 102.
- the portion of the cross-sectional shape shown in FIG. 9C can be changed so that the third surfaces 103c and 103d have a shape further expanding outward.
- the portion of the cross-sectional shape illustrated in FIG. 9B has a shape in which the third surfaces 103c and 103d enter inside (for example, a shape in which the third intersection 193 enters inside the virtual line VL). Can vary.
- the amount of swelling becomes smaller than that in the portion of FIG. 9C.
- the cylindrical main body 100A in which the deformation modes are different from each other in the longitudinal direction suppresses the collapse of the cross-section and improves the load-bearing performance as compared with the cylindrical body 100A in which the deformation mode is constant in the longitudinal direction. Can be done. Therefore, according to the vehicle reinforcing member, good shock absorption can be exhibited.
- the input to the cylindrical main body 100A is started from the most traveled location in the longitudinal direction.
- the non-change portion 198 on the right side of the drawing starts to be crushed, and then the non-change portion 199 on the left side is crushed through the change-and-change portion 197. Then, the non-change portion 198 on the left side is further collapsed through the change portion 196.
- the deformation of the cross-sectional shape changes alternately and repeatedly between the non-change portion 198 and the non-change portion 199. In this case, since the progress of the crushing of the cross-sectional shape receives resistance each time the change mode changes, the crushing of the cylindrical main body 100A is suppressed.
- the deformation mode is also substantially constant in the longitudinal direction.
- the crushing when the crushing is started from the input position of the load of the cylindrical main body 100A, the crushing proceeds in a similar manner in the subsequent portions.
- the resistance at the time of the progress of the collapse of the cylindrical main body portion is smaller than that of the embodiment shown in FIG. 9.
- the cylindrical main body 100A includes, as a changing portion, a deforming portion 196 in which the position of the third intersection portion 183, 193 changes from the first surface 101 side to the second surface 102 side as going in one direction in the longitudinal direction; And a changing portion 197 in which the position of the third intersection portion 193 changes from the second surface 102 side to the first surface 101 side toward one side in the direction.
- a changing portion 197 in which the position of the third intersection portion 193 changes from the second surface 102 side to the first surface 101 side toward one side in the direction.
- a structure in which only one change portion (only one of the changeable portion 196 and the changeable portion 197) is formed in the entire length of the tubular main body portion may be adopted as the change portion,
- the structure having both the deformable portion 196 and the deformable portion 197 can further improve the load bearing performance.
- the deformable portions 196 and the deformable portions 197 are formed alternately along the longitudinal direction in a predetermined repeating shape pattern. In this case, a portion where the position of the third intersection 193 is close to the second surface 102 and a portion where the position of the third intersection 193 is far from the second surface 102 are alternately formed in the cylindrical main body 100A. Is done. In this case, the load bearing performance of the cylindrical main body 100A can be further improved.
- the tubular main body 100 has non-changeable portions 198 and 199 between the deformable portions 196 and 197 where the position of the third intersection portion 193 is constant along the longitudinal direction.
- a configuration is such that a location where the position of the third intersection 193 is close to the second surface 102 and a location where the position of the third intersection 193 is far from the second surface 102 are continuous at a constant cross section.
- by adjusting the length of the constant cross section it becomes easier to adjust the load-bearing performance of the cylindrical main body 100A.
- the load-bearing performance of the tubular main body 100A is to be adjusted only by optimizing the shape of the deformable portions 196 and 197, the load of the simulation at the time of design increases.
- the load-bearing performance can be adjusted by adjusting the length of the non-change portion. Thereby, the load of the simulation at the time of design can be reduced.
- the shape pattern of the third intersection 193 is not limited to the pattern shown in FIG.
- a vehicle reinforcing member 1B having a shape pattern as shown in FIG. 12 may be employed.
- the shape pattern does not have the non-change portion 199, and immediately transitions from the change portion 197 to the change portion 196 via the top portion 195.
- the cross-sectional shape of FIG. 9C is the cross-sectional shape of the top 195.
- any shape pattern may be adopted.
- the changing portion a changing portion that is gradually curved as shown in FIG. 11 is employed, but the shape of the changing portion is not particularly limited.
- the change portion may have a linear shape that extends straight obliquely.
- the changing portion may have a shape as if a plurality of oblique straight lines are combined.
- the shape pattern having the change portion may be formed over the entire length of the tubular main body portion, but may be formed only on a part thereof.
- FIG. 10 is a diagram showing a load displacement curve of the vehicle reinforcing member according to the embodiment of FIG. 1 and the embodiment of FIG.
- the vertical axis represents the load
- the horizontal axis represents the displacement.
- the broken line graph indicates the load displacement curve of the vehicle reinforcing member according to the embodiment of FIG. 1
- the solid line graph indicates the load displacement curve of the vehicle reinforcing member according to the embodiment of FIG.
- the load-bearing characteristics of the embodiment of FIG. 9 are better than the load-bearing characteristics of the embodiment of FIG. 1 when the displacement is about 0 mm to 35 mm. Further, the maximum reaction force value in the embodiment of FIG. 9 is larger than that of the embodiment of FIG. In addition, in both the embodiment of FIG. 1 and the embodiment of FIG. 9, the load exceeds 30 kN when the displacement is 30 mm to 35 mm.
- each of the reinforcing members 1 and 1A has a lower tensile strength than the above-described reinforcing member and is formed of a material having a small plate thickness.
- the present invention is not limited to the above-described embodiment.
- the protrusion amount of the protrusion of the vehicle reinforcing member in the above-described embodiment may be constant.
- the protruding portion protrudes along the short direction, but is not limited thereto.
- the protrusion may protrude along the facing direction.
- a vehicle reinforcing member including a tubular main body having a cross section that intersects in a longitudinal direction and has a continuous closed cross section, The tubular main body portion, When mounted on a vehicle, a first surface located inside the vehicle, A second surface spaced from and opposed to the first surface; A third surface connecting the first surface and the second surface; A projection formed by folding a part of the tubular main body including the first end of the second surface and the second end of the third surface, The third surface has a fourth surface extending from the second end portion away from the second surface, and a fifth surface connecting the fourth surface and the first surface.
- Vehicle reinforcement member When mounted on a vehicle, a first surface located inside the vehicle, A second surface spaced from and opposed to the first surface; A third surface connecting the first surface and the second surface; A projection formed by folding a part of the tubular main body including the first end of the second surface and the second end of the third surface, The third surface has a fourth surface extending from the second end portion away from the second surface, and a fifth surface connecting
- the shape of the third surface in a first cross section that intersects the longitudinal direction, and the shape of the third surface in a second cross section that intersects the longitudinal direction and is different from the first cross section Is the vehicle reinforcing member according to any one of the first to third aspects, which are different from each other.
- a method for manufacturing a vehicle reinforcing member according to any one of the first to fifth aspects, Providing a metal pipe between the first mold and the second mold; By moving at least one of the first mold and the second mold in a direction in which the molds fit together, the space for molding the cylindrical main body having the protruding portion is formed in the first mold. Forming between a mold and the second mold; Supplying a gas into the heated metal pipe, and forming the tubular main body in the space; A method for manufacturing a vehicle reinforcing member comprising:
- a reinforcing member for a vehicle includes a tubular main body having a cross section crossing in the longitudinal direction having a continuous closed cross section, and the cylindrical main body is separated from a first surface located inside the vehicle and the first surface. And a part of a cylindrical main body including a second surface facing the first surface, a third surface connecting the first surface and the second surface, and a first end of the second surface and a second end of the third surface. A third surface extending from the second end away from the second surface, and a fifth surface connecting the fourth surface and the first surface.
- the vehicle reinforcing member includes a tubular main body having a continuous closed cross section. Therefore, even when an impact is applied to the vehicle reinforcing member, a part of the tubular main body is prevented from being separated from another part. In addition, since there is no previously divided portion in the cylindrical main body, a portion having poor impact resistance is less likely to be formed in the cylindrical main body.
- the tubular main body has a projection formed by partially folding the tubular main body including the first end of the second surface and the second end of the third surface. For this reason, when an impact is applied to the vehicle reinforcing member from the second surface side, the third surface is deformed inward along with the deformation directed outward.
- the third surface has a fourth surface extending from the second end so as to be away from the second surface. This makes it difficult for the deformation toward the inside of the third surface to be hindered by the second surface. Therefore, when an impact is applied to the vehicle reinforcing member from the second surface side, the third surface can favorably exhibit impact absorption. Therefore, according to the vehicle reinforcing member, good shock absorption can be exhibited.
- the protrusion amount of the protrusion located at the center of the tubular main body in the longitudinal direction may be 1 mm or more and 5 mm or less. Even in this case, when an impact is applied to the vehicle reinforcing member from the second surface side, the protrusion at the central portion is deformed outward. For this reason, the third surface can also satisfactorily exhibit impact absorption at the central portion. In addition, both reduction in strength of the cylindrical main body and reduction in weight can be realized.
- the protrusion amount of the protrusion located at the end of the tubular main body in the longitudinal direction may be 10 mm or more.
- the protrusion located at the end can be used as a portion to be welded to another member.
- the shape of the third surface in the first cross section that intersects the longitudinal direction and the shape of the third surface in the second cross section that intersects the longitudinal direction and is different from the first cross section may be different from each other. Good. In this case, it is possible to set the impact resistance according to the position of the vehicle reinforcing member.
- the length of the fourth surface in the direction in which the first surface and the second surface oppose may periodically change along the longitudinal direction. In this case, the maximum reaction force value of the vehicle reinforcing member can be improved.
- the method for manufacturing a reinforcing member for a vehicle includes a step of preparing a metal pipe between the first mold and the second mold, and a step of connecting at least one of the first mold and the second mold to each other. Forming a space between the first mold and the second mold to form a cylindrical main body having a protruding portion by moving in a direction in which Supplying a gas to the body to form a cylindrical main body in the space.
- the tubular main body is formed from the metal pipe, the tubular main body having a continuous closed cross section that does not include the dividing portion is provided. Therefore, even when an impact is applied to the vehicle reinforcing member, a part of the tubular main body is prevented from being separated from another part. Further, it is difficult to form a portion having poor impact resistance in the cylindrical main body. Therefore, according to the above manufacturing method, a vehicle reinforcing member exhibiting good shock absorption can be manufactured.
- 1, 1A, 1B Vehicle reinforcing member
- 10 Molding device
- 11 Lower mold (die)
- 12 Upper mold (die)
- 13 Mold (molding part)
- 14 Metal pipe
- 16 ... Cavity, 30 ... Pipe holding mechanism, 40 ... Gas supply unit, 50 ... Heating mechanism, 60 ... Gas supply unit, 70 ... Control unit, 80 ... Drive mechanism, 100, 100A ... Cylindrical body part, 100a ...
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Physics & Mathematics (AREA)
- Fluid Mechanics (AREA)
- Shaping Metal By Deep-Drawing, Or The Like (AREA)
- Body Structure For Vehicles (AREA)
Abstract
Description
図3は、成形装置の概略構成図である。図3に示されるように、車両用補強部材1を成形する成形装置10は、互いに対となる上型(金型)12及び下型(金型)11を有する成形金型(成形部)13と、上型12及び下型11の少なくとも一方を移動させる駆動機構80と、上型12と下型11との間に配置される金属パイプ14を保持するパイプ保持機構30と、パイプ保持機構30で保持されている金属パイプ14に通電して加熱する加熱機構50と、上型12及び下型11の間に保持され加熱された金属パイプ14内にガス(気体)を供給するための気体供給ユニット60と、パイプ保持機構30で保持された金属パイプ14の内部に気体供給ユニット60からの気体を供給するための一対の気体供給部40,40と、成形金型13を強制的に水冷する水循環機構72とを備えると共に、上記駆動機構80の駆動、上記パイプ保持機構30の駆動、上記加熱機構50の駆動、及び上記気体供給ユニット60の気体供給をそれぞれ制御する制御部70と、を備える。
次に、成形装置10を用いた筒状本体部100の成形方法について図6(a)~(c)を参照しながら説明する。まず、図6(a)に示されるように、成形装置10内に金属パイプ14を準備する。具体的には、上型11及び下型12の間に金属パイプ14を配置する。この金属パイプ14は、パイプ保持機構30の上側電極17,18及び下側電極17,18によって挟持されている。また、金属パイプ14は、制御部70による加熱機構50の制御によって、通電加熱されている。具体的には、制御部70による加熱機構50の制御によって金属パイプ14に電力を供給する。すると、電力供給ライン52を介して下側電極17,18に伝達される電力が、金属パイプ14を挟持している上側電極17,18及び金属パイプ14に供給される。そして、金属パイプ14自身の電気抵抗により、金属パイプ14自体がジュール熱によって発熱する。
次に、車両用補強部材1の作用効果について、下記の比較例を示しながら説明する。比較例に係る補強部材は、突出部を備えていないこと以外は、本形態の車両用補強部材1と同様の構成を備える。
長手方向に交差する断面が連続閉断面を呈する筒状本体部を備える車両用補強部材であって、
前記筒状本体部は、
車両に装着されるとき、当該車両の内側に位置する第1面と、
前記第1面に離間すると共に対向する第2面と、
前記第1面及び前記第2面をつなぐ第3面と、
前記第2面の第1端部及び前記第3面の第2端部を含む前記筒状本体部の一部が折り畳まれてなる突出部と、を有し、
前記第3面は、前記第2面から離れるように前記第2端部から延在する第4面と、前記第4面と前記第1面とをつなぐ第5面とを有する、
車両用補強部材。
前記長手方向における前記筒状本体部の中央部に位置する前記突出部の突出量は、1mm以上5mm以下である、第1の形態に記載の車両用補強部材。
前記長手方向における前記筒状本体部の端部に位置する前記突出部の突出量は、10mm以上である、第2の形態に記載の車両用補強部材。
前記筒状本体部において、前記長手方向に交差する第1断面における前記第3面の形状と、前記長手方向に交差すると共に前記第1断面とは異なる第2断面における前記第3面の形状とは、互いに異なる、第1~3の形態のいずれか一つに記載の車両用補強部材。
前記第1面と前記第2面とが対向する方向における前記第4面の長さは、前記長手方向に沿って周期的に変化する、第4の形態に記載の車両用補強部材。
第1~5の形態のいずれか一つに記載の車両用補強部材の製造方法であって、
金属パイプを第1の金型及び第2の金型の間に準備する工程と、
前記第1の金型及び前記第2の金型の少なくとも一方を金型同士が合わさる方向に移動させることによって、前記突出部を有する前記筒状本体部を成形するための空間を前記第1の金型と前記第2の金型との間に形成する工程と、
加熱された前記金属パイプ内に気体を供給して、前記空間内に前記筒状本体部を成形する工程と、
を備える車両用補強部材の製造方法。
Claims (5)
- 長手方向に交差する断面が連続閉断面を呈する筒状本体部を備える車両用補強部材であって、
前記筒状本体部は、
車両に装着されるとき、当該車両の内側に位置する第1面と、
前記第1面に離間すると共に対向する第2面と、
前記第1面及び前記第2面をつなぐ第3面と、
前記第3面は、前記第2面から離れるように延在する第4面と、前記第4面と前記第1面とをつなぐ第5面とを有し、
前記長手方向から見た断面視において、
前記第1面及び前記第3面が交差する第1交差部と、前記第2面及び前記第3面が交差する第2交差部とを結ぶ仮想線を設定した場合、前記第4面及び前記第5面が交差する第3交差部は、前記仮想線に対して外側へ突出し、
前記筒状本体部は、前記第1面と前記第2面とが互いに対向する対向方向における前記第3交差部の位置が前記長手方向に沿って変化する変化部を有する、車両用補強部材。 - 前記筒状本体部は、前記変化部として、
前記長手方向における一方へ向かうに従って、前記第3交差部の前記位置が前記第1面側から前記第2面側へ変化する第1変化部と、
前記長手方向における一方へ向かうに従って、前記第3交差部の前記位置が前記第2面側から前記第1面側へ変化する第2変化部と、
を有する、請求項1に記載の車両用補強部材。 - 前記筒状本体部の前記長手方向における少なくとも一部では、
前記第1変化部と前記第2変化部とが、所定の繰り返しの形状パターンにて、前記長手方向に沿って交互に形成されている、請求項2に記載の車両用補強部材。 - 前記筒状本体部は、前記第1変化部と前記第2変化部との間に、前記第3交差部の前記位置が前記長手方向に沿って一定となる非変化部を有する、請求項2又は3に記載の車両用補強部材。
- 請求項1~4のいずれか一項に記載の車両用補強部材の製造方法であって、
金属パイプを第1の金型及び第2の金型の間に準備する工程と、
前記第1の金型及び前記第2の金型の少なくとも一方を金型同士が合わさる方向に移動させることによって、前記筒状本体部を成形するための空間を前記第1の金型と前記第2の金型との間に形成する工程と、
加熱された前記金属パイプ内に気体を供給して、前記空間内に前記筒状本体部を成形する工程と、
を備える車両用補強部材の製造方法。
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