JP2008013124A - Energy absorbing member for personal protection - Google Patents

Energy absorbing member for personal protection Download PDF

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JP2008013124A
JP2008013124A JP2006188252A JP2006188252A JP2008013124A JP 2008013124 A JP2008013124 A JP 2008013124A JP 2006188252 A JP2006188252 A JP 2006188252A JP 2006188252 A JP2006188252 A JP 2006188252A JP 2008013124 A JP2008013124 A JP 2008013124A
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absorbing member
energy absorbing
vehicle body
flange
web
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Koji Fukumoto
幸司 福本
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Kobe Steel Ltd
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Kobe Steel Ltd
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<P>PROBLEM TO BE SOLVED: To provide an energy absorbing member for personal protection, which has a function for certainly protecting a human being such as a pedestrian even with an outer dimension shape of a relatively large area and thin width. <P>SOLUTION: The energy absorbing member 1a for personal protection has the outer dimension shape relatively made into a large area and thin width, attached on a front surface side of a bumper reinforcement material extending in a width direction of a vehicle body of an automobile over a front surface of the bumper reinforcement material 6, and is constituted of: a flat plate-like front surface flange 2 and a rear surface flange 3 integrally formed by an aluminum alloy extrusion hollow shape material; and a plate-like web 4 for connecting these flanges 2, 3. In the web 4, bent parts 5 projected toward up and down directions of the vehicle body are formed respectively, and the three or more webs 4 are arranged between the mutual flanges 2, 3 in a vertical direction of the vehicle body with a clearance so that the bent/deformed webs do not interfere with one another. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

本発明は、歩行者を車体衝突時の衝撃から保護する機能を持つ対人保護用エネルギー吸収部材に関するものである。本発明によれば、バンパー補強材の前面側でかつ前面に亙って装着される対人保護用エネルギー吸収部材として、荷重変位における最大荷重を低くすることができ、かつ、歩行者の保護に必要なエネルギー吸収量を確保することができる。   The present invention relates to a human-protecting energy absorbing member having a function of protecting a pedestrian from an impact at the time of a vehicle body collision. According to the present invention, as an energy absorbing member for personal protection that is mounted on the front side of the bumper reinforcement material, the maximum load in load displacement can be reduced, and it is necessary for protecting pedestrians. A sufficient amount of energy absorption.

自動車などの車体の前端 (フロント) および後端 (リア) に取り付けられているバンパーの内部には、強度補強材としてのバンパー補強材 (バンパーリインフォースメントあるいはバンパーアマチャアなどとも言う) が設けられている。このバンパー補強材は、周知の通り、バンパーと車体との間に、車体に対し略水平方向で車幅方向に対し平行に延在するように配置される。そして、これらバンパー補強材の車体への取り付けは、フロントサイドメンバやリアサイドメンバ等、車体前後方向の骨格部材の車体フレーム類 (車体メンバ類) に連結されて行われる。また、車体への固定は、車体のフロントやリアのサイドメンバの先端或いは後端に直接あるいはバンパーステイなどの車体連結用部材を介して行われる。   Bumper reinforcements (also called bumper reinforcements or bumper armatures) as strength reinforcements are provided inside the bumpers attached to the front end (front) and rear end (rear) of automobile bodies. . As is well known, the bumper reinforcing member is disposed between the bumper and the vehicle body so as to extend in a substantially horizontal direction with respect to the vehicle body and in parallel with the vehicle width direction. The bumper reinforcements are attached to the vehicle body by being connected to vehicle body frames (vehicle body members) of a skeleton member in the vehicle longitudinal direction such as a front side member and a rear side member. The fixing to the vehicle body is performed directly on the front end or rear end of the front or rear side member of the vehicle body or via a vehicle body connecting member such as a bumper stay.

周知の通り、バンパー補強材は、バンパーと車体間で、車体の前方や後方からの、あるいは前方や後方への衝突に対し、車体用のエネルギー吸収部材を構成している。したがって、車体用エネルギー吸収部材としてのバンパー補強材には、車体の衝突により加わった外力のエネルギー (衝突エネルギー) を、自らの曲げ変形および断面方向の変形により吸収し、車体を保護する性能が求められている。   As is well known, the bumper reinforcing member constitutes an energy absorbing member for a vehicle body against a collision from the front or rear of the vehicle body or from the front or rear between the bumper and the vehicle body. Therefore, the bumper reinforcement as an energy absorbing member for the vehicle body must have the ability to protect the vehicle body by absorbing the external force energy (collision energy) applied by the vehicle body collision by its own bending deformation and cross-sectional deformation. It has been.

近年、自動車のバンパーには、歩行者と衝突することを想定し、歩行者の特に脚部 (下肢、以下膝とも言う) を保護するような性能が求められるようになっている。このような歩行者の特に脚部を保護する場合、バンパーが歩行者衝突により加わった衝突エネルギーを吸収して、歩行者の脚部を保護する性能が求められる。   In recent years, bumpers of automobiles have been required to have a performance that protects the legs (lower limbs, hereinafter referred to as knees) of pedestrians, assuming that they collide with pedestrians. When protecting such a pedestrian's especially leg part, the bumper absorbs the collision energy added by the pedestrian collision, and the performance which protects a pedestrian's leg part is calculated | required.

しかし、バンパーにおける前記バンパー補強材は、車体同士や車体と他の構造物などとの衝突により加わった衝突エネルギーを吸収して、車体を保護するものであり、一定の高い剛性・強度が必要である。これに対し、歩行者の脚部を保護する場合には、前記車体同士や車体と他の構造物などとの衝突時よりも遥かに小さい衝突荷重で、バンパー補強材が曲げ変形および断面方向に変形して、エネルギーを吸収する必要がある。しかし、これでは、前記車体同士や車体と他の構造物などとの衝突時には、バンパー補強材の剛性や圧壊強度が弱くなり過ぎ、衝突エネルギーの吸収ができず、バンパー補強材本来の目的である車体を保護することができない。   However, the bumper reinforcement in the bumper protects the vehicle body by absorbing the collision energy applied by collisions between the vehicle bodies and between the vehicle body and other structures, and requires a certain level of high rigidity and strength. is there. On the other hand, when protecting the legs of pedestrians, the bumper reinforcement is bent and deformed in the cross-sectional direction with a much smaller impact load than the collision between the vehicle bodies and the vehicle body and other structures. It needs to deform and absorb energy. However, in this case, at the time of collision between the vehicle bodies or between the vehicle body and other structures, the rigidity and crushing strength of the bumper reinforcing material becomes too weak to absorb the collision energy, which is the original purpose of the bumper reinforcing material. The car body cannot be protected.

したがって、バンパー補強材にとって、車体同士や車体と他の構造物などとの衝突時のエネルギー吸収と、歩行者との衝突時のエネルギー吸収とは、相容れない技術的な課題となる。   Therefore, for the bumper reinforcement, energy absorption at the time of collision between the vehicle bodies or between the vehicle body and other structures and energy absorption at the time of collision with the pedestrian are incompatible technical issues.

このため、衝撃吸収装置やエアバックを設けるなどのアイデアとしては従来から種々提案されているものの、通常は(実際には)、バンパー補強材の車体前面側であってバンパーカバーの裏側に、発泡ウレタン材や発泡スチロール材などの比較的厚いアブソーバ(クッション材、エネルギー吸収部材)を設けることによって対応してきた (例えば特許文献1、2、3参照)。   For this reason, various ideas have been proposed in the past, such as providing an impact absorbing device and an air bag, but usually (actually) foamed on the front side of the body of the bumper reinforcement and on the back side of the bumper cover This has been dealt with by providing a relatively thick absorber (cushion material, energy absorbing member) such as a urethane material or a polystyrene foam material (see, for example, Patent Documents 1, 2, and 3).

しかし、これらアブソーバ(クッション材)の、歩行者との衝突時のエネルギー吸収量には大きな限界がある。即ち、バンパー補強材の車体前面側とバンパーカバーとの間の距離 (隙間) には、車体設計上自ずと限界があり、設置するアブソーバの厚みにも限界がある。   However, the amount of energy absorbed by these absorbers (cushion materials) at the time of collision with a pedestrian has a great limit. In other words, the distance (gap) between the front side of the bumper reinforcement and the bumper cover is naturally limited in terms of vehicle design, and the thickness of the absorber to be installed is also limited.

このため、歩行者との衝突時に、厚み方向に収縮して衝突時のエネルギーを吸収する方式のアブソーバは、衝突時のエネルギー吸収量に大きな限界がある。また、車体設計上の問題からアブソーバの厚みを小さくしすぎた場合、厚み方向に収縮したアブソーバの密度と剛性が急激に高くなって、剛体として機能してしまい、却って、歩行者の脚部に過剰な反力を与える可能性もある。したがって、バンパー内において、これらアブソーバに代わる、あるいは、これらアブソーバと併用して、歩行者との衝突時に衝突エネルギーを吸収する適切な手段が求められていた。   For this reason, the absorber of a system which shrinks in the thickness direction and absorbs energy at the time of collision with a pedestrian has a large limit in energy absorption at the time of collision. Also, if the thickness of the absorber is made too small due to vehicle design problems, the density and rigidity of the absorber contracted in the thickness direction will suddenly increase and function as a rigid body. An excessive reaction force may be applied. Therefore, in the bumper, there has been a demand for an appropriate means for absorbing collision energy in the event of a collision with a pedestrian in place of these absorbers or in combination with these absorbers.

これに対して、バンパー補強材の前面側に装着される、アルミニウム合金中空形材からなる対人保護用エネルギー吸収部材も提案されている。これによれば、バンパー補強材の本来の機能を低下させずに、歩行者保護の機能を新たに追加したバンパー補強材を提供できる。   On the other hand, an energy-absorbing member for personal protection made of a hollow aluminum alloy material, which is attached to the front side of the bumper reinforcing material, has also been proposed. According to this, it is possible to provide a bumper reinforcing material to which a function for protecting pedestrians is newly added without deteriorating the original function of the bumper reinforcing material.

例えば、特許文献4には、前面からの衝突荷重に対して蛇腹形状の形材を蛇腹形状が平行な方向となるように延在させて、歩行者衝突時に蛇腹状の変形を起こし、荷重変位における最大荷重を低くするとともに、歩行者の保護に必要なエネルギー吸収量を確保しようとする技術が提案されている。   For example, in Patent Document 4, an accordion-shaped profile is extended so that the accordion shape is parallel to the collision load from the front surface, causing a bellows-shaped deformation at the time of a pedestrian collision, and load displacement A technique has been proposed that lowers the maximum load in the vehicle and secures the amount of energy absorption necessary for protecting pedestrians.

また、特許文献5には、車体前後方向に略平行に設けられた前面フランジと後面フランジおよびこれらのフランジ間をつなぐ略平行に設けられた左右のウエブとから構成されるとともに、前記各ウエブは各々外側方に向かって湾曲しているアルミニウム合金中空形材からなる対人保護用エネルギー吸収部材が提案されている。これによれば、歩行者衝突時に前記各ウエブが変形を起こして、全体が丁度電車のパンタグラフの開閉状態のように、次第に偏平に変形していき、荷重変位における最大荷重を低くするとともに、歩行者の保護に必要なエネルギー吸収量を確保できる。更に、特許文献6には、特許文献5のような、上下方向ともに張出したフランジ部を有さない以外は同様の構成をした対人保護用エネルギー吸収部材が提案されている。   Patent Document 5 includes a front flange and a rear flange provided substantially parallel to the longitudinal direction of the vehicle body, and left and right webs provided substantially parallel to connect these flanges. There has been proposed an energy absorbing member for protecting a person made of an aluminum alloy hollow member that is curved outward. According to this, each web is deformed at the time of a pedestrian collision, and the whole is deformed flatly just like the open / close state of a pantograph of a train, reducing the maximum load in load displacement and walking. Energy absorption necessary for the protection of the elderly. Further, Patent Document 6 proposes an energy absorbing member for personal protection having the same configuration as that of Patent Document 5 except that it does not have a flange portion protruding in the vertical direction.

この特許文献5、6のような構成のエネルギー吸収部材であれば、バンパー補強材の車体前面側とバンパーカバーとの間の距離 (隙間) が小さく、前記前面と後面とのフランジ間隔(各ウエブ長さ)を小さくする必要があってとしても、歩行者の保護に必要なエネルギー吸収量を確保できる、大きな利点がある。
特開平2001-71837号公報(1〜2 頁、図1) 特開平2001-171448 号公報(1〜2 頁、図1) 特開平2000-52898号公報(1〜2 頁、図2) 特開2003-312397 号公報 (全文) 特開2004-90910号公報 (全文) 特開2004-284464 号公報 (全文)
In the case of the energy absorbing member configured as in Patent Documents 5 and 6, the distance (gap) between the front side of the vehicle body of the bumper reinforcing member and the bumper cover is small, and the flange interval between the front surface and the rear surface (each web) Even if it is necessary to reduce the length), there is a great advantage that the amount of energy absorption necessary for protecting pedestrians can be secured.
Japanese Unexamined Patent Publication No. 2001-71837 (pages 1 and 2, Fig. 1) Japanese Patent Laid-Open No. 2001-171448 (pages 1 and 2, Fig. 1) Japanese Unexamined Patent Publication No. 2000-52898 (pages 1-2) Japanese Patent Laid-Open No. 2003-312397 (full text) JP 2004-90910 A (full text) JP 2004-284464 A (full text)

しかし、車体設計上や小型車など、バンパー補強材の車体前面側とバンパーカバーとの間の距離 (隙間) のより狭幅化のために、対人保護用エネルギー吸収部材は、車体前後方向の幅をより薄くすることが求められている。これは、特許文献5で言うと、前面フランジと後面フランジとの間隔がより小さく(狭く)なることを意味している。   However, to reduce the distance (gap) between the front side of the body of the bumper reinforcement and the bumper cover, such as in car designs and small cars, the energy absorption member for personal protection has a width in the longitudinal direction of the car body. There is a need to make it thinner. This means that, in Patent Document 5, the distance between the front flange and the rear flange becomes smaller (narrower).

また、実際の衝突事故においては、歩行者の衝突位置は各々異なる。このため、エネルギー吸収部材の設置位置に対して、歩行者の衝突位置が大きくずれることが起こり得る。したがって、このように、歩行者の衝突位置が大きくずれても、エネルギー吸収部材の期待する変形が生じるように、バンパー補強材の前面側に配置され(装着され)るエネルギー吸収部材には、バンパー補強材の前面に亙る、比較的大きな面積を有する対人保護用エネルギー吸収部材が必要となる。   Moreover, in an actual collision accident, the pedestrian's collision position is different. For this reason, the collision position of a pedestrian may largely shift with respect to the installation position of the energy absorbing member. Therefore, the energy absorbing member disposed (attached) on the front side of the bumper reinforcing member is provided with a bumper so that the expected deformation of the energy absorbing member occurs even if the collision position of the pedestrian is greatly deviated. There is a need for an energy absorbing member for protecting people having a relatively large area over the front surface of the reinforcing material.

特に、特許文献4の対人保護用エネルギー吸収部材は、バンパー補強材の前面側の面積、特にバンパー補強材の上下方向の長さが大きくなると、そのバンパー補強材の前面側の一部(特定部位)にしか装着できていない。このため、対人保護用エネルギー吸収部材がカバー(機能)できる範囲が限定される。   In particular, the energy absorbing member for personal protection of Patent Document 4 has a part on the front side of the bumper reinforcing material (specific part) when the area on the front side of the bumper reinforcing material, particularly the length in the vertical direction of the bumper reinforcing material increases. ) Can only be installed. For this reason, the range which the energy absorption member for personal protection can cover (function) is limited.

現在要求されている、比較的大きな面積を有しかつ薄い対人保護用エネルギー吸収部材の外寸形状を、特許文献5を例にとって具体的に比較する。現在要求されている対人保護用エネルギー吸収部材の外寸形状は、特許文献5の実施例における前面フランジと後面フランジの長さ80mmに対して100mm以上、特許文献5の実施例における前面と後面のフランジ同士の間隔(幅)50mmに対して40mm以下である。   The outer size shape of the energy absorbing member for protecting humans having a relatively large area and which is currently required will be specifically compared with Patent Document 5 as an example. The external dimensions of the energy absorbing member for personal protection currently required are 100 mm or more with respect to the length of the front flange and the rear flange of 80 mm in the embodiment of Patent Document 5, and the front and rear surfaces in the embodiment of Patent Document 5. The distance (width) between flanges is 40 mm or less with respect to 50 mm.

このような比較的大面積化と薄幅化された対人保護用エネルギー吸収部材では、前記特許文献4、5、6のような比較的小面積か、または幅が厚い対人保護用エネルギー吸収部材に比して、荷重変位における最大荷重を低くするとともに、歩行者の保護に必要なエネルギー吸収量を確保することは、一段と困難な技術的課題となる。即ち、特許文献4、5、6のような構成、形状だけでは、このような比較的大面積化と薄肉化された、対人保護用エネルギー吸収部材の荷重変位における最大荷重を低くするとともに、歩行者の保護に必要なエネルギー吸収量を確保できない。   In such a comparatively large area and thinned energy absorbing member for personal protection, the energy absorbing member for personal protection as described in Patent Documents 4, 5, and 6 has a relatively small area or a thick width. On the other hand, it is a more difficult technical problem to reduce the maximum load in load displacement and to secure an energy absorption amount necessary for protecting a pedestrian. That is, only the configuration and shape as in Patent Documents 4, 5, and 6 reduce the maximum load in the load displacement of the energy absorbing member for personal protection, which is relatively large and thin, and walking. The amount of energy absorption necessary to protect the elderly

したがって、本発明の目的は、比較的大面積化と薄幅化された場合でも、荷重変位における最大荷重を低くするとともに、歩行者の保護に必要なエネルギー吸収量を確保できる、対人保護用エネルギー吸収部材を提供しようとするものである。   Accordingly, an object of the present invention is to provide energy for interpersonal protection that can reduce the maximum load in load displacement and secure energy absorption necessary for protecting pedestrians even when the area is relatively large and thinned. An absorbent member is to be provided.

この目的を達成するために、本発明対人保護用エネルギー吸収部材の要旨は、自動車車体の幅方向に延在するバンパー補強材の前面側でかつバンパー補強材の前面に亙って装着される対人保護用エネルギー吸収部材であって、アルミニウム合金押出中空形材によって一体に形成された、略平行に間隔を開けて車体の上下方向に延在する平板状の前面フランジと後面フランジおよびこれらのフランジ同士をつないで車体の前後方向に延在する板状のウエブとから構成され、このウエブは、各々車体の上下方向に向かって張り出した屈曲部が形成されているとともに、曲げ変形したウエブ同士が互いに干渉し合わないような間隔を開けて、車体の上下方向に亙って3本以上、前記フランジ同士の間に配置されていることである。   In order to achieve this object, the gist of the energy protection member for human protection according to the present invention is that the person installed on the front side of the bumper reinforcing material extending in the width direction of the automobile body and over the front surface of the bumper reinforcing material. An energy absorbing member for protection, which is integrally formed of an aluminum alloy extruded hollow member, and has a flat front flange and a rear flange that extend in the vertical direction of the vehicle body at substantially parallel intervals, and these flanges Are connected to each other, and the web is formed with a plate-like web extending in the front-rear direction of the vehicle body. That is, three or more of them are arranged between the flanges in the vertical direction of the vehicle body with an interval so as not to interfere with each other.

前記バンパー補強材の前面に亙って装着される対人保護用エネルギー吸収部材の外寸形状としては、前面フランジ2と後面フランジ3の車体の上下方向の長さが100mm以上であって、前面フランジ2と後面フランジ3とのフランジ同士の間隔が40mm以下の薄幅であることが好ましい。   As for the external size of the energy absorbing member for personal protection to be mounted over the front surface of the bumper reinforcing member, the front flange 2 and the rear flange 3 have a vertical length of 100 mm or more in the vehicle body, and the front flange The distance between the flanges 2 and the rear flange 3 is preferably a thin width of 40 mm or less.

本発明対人保護用エネルギー吸収部材は、歩行者保護用の前提として、自動車車体の幅方向に延在するバンパー補強材の前面 (衝突面)側に装着され、かつバンパー補強材の前面に亙って装着される、比較的大面積化と薄幅化された対人保護用エネルギー吸収部材を対象としている。言い換えると、歩行者の衝突位置によっても、対人保護用エネルギー吸収の機能が変化しにくい、対人保護用エネルギー吸収部材を対象としている。   The energy absorbing member for personal protection according to the present invention is mounted on the front surface (collision surface) side of a bumper reinforcing material extending in the width direction of the automobile body as a premise for protecting pedestrians, and is placed on the front surface of the bumper reinforcing material. It is intended for energy absorption members for personal protection that are relatively large and thin. In other words, the energy absorbing member for protecting humans is targeted, in which the function of absorbing energy for protecting humans hardly changes depending on the collision position of the pedestrian.

このバンパー補強材は、主として自動車の前面側(フロント側)を対象とするが、勿論、自動車の後面側(リア側)であっても良い。即ち、本発明対人保護用エネルギー吸収部材は、主として自動車の前面側のバンパー補強材の前面 (衝突面)側に装着されるが、自動車の後面側のバンパー補強材の衝突面側に装着されても良い。   This bumper reinforcing material is mainly intended for the front side (front side) of the automobile, but may of course be the rear side (rear side) of the automobile. That is, the energy-absorbing member for human protection according to the present invention is mounted mainly on the front surface (collision surface) side of the bumper reinforcement on the front side of the automobile, but is mounted on the collision surface side of the bumper reinforcement material on the rear side of the automobile. Also good.

本発明対人保護用エネルギー吸収部材は、バンパー補強材の前面に亙って装着される対人保護用エネルギー吸収部材を、比較的大面積化と薄幅化されたものとするに際して、前記特許文献5の対人保護用エネルギー吸収部材を改良したものである。   When the energy absorbing member for personal protection according to the present invention is such that the energy absorbing member for personal protection to be mounted over the front surface of the bumper reinforcement is relatively large in area and thinned, the above-mentioned Patent Document 5 This is an improvement of the energy absorbing member for personal protection.

即ち、前記特許文献5の対人保護用エネルギー吸収部材は、車体前後方向に略平行に設けられた前面フランジと後面フランジおよびこれらのフランジ間をつなぐ略平行に設けられた左右2本のウエブとから構成されるとともに、前記各ウエブは各々外側方に向かって湾曲しているアルミニウム合金中空形材からなる。   That is, the energy absorbing member for personal protection disclosed in Patent Document 5 includes a front flange and a rear flange provided substantially parallel to the longitudinal direction of the vehicle body, and two left and right webs provided substantially parallel to connect these flanges. Each of the webs is made of an aluminum alloy hollow profile that is curved outward.

このような基本形状を有している場合には、前記した通り、衝突位置が適合すれば、歩行者衝突時に前記各ウエブが変形を起こして、全体が丁度電車のパンタグラフの開閉状態のように偏平に変形していく。このため、バンパー補強材の車体前面側とバンパーカバーとの間の距離 (隙間) が小さく、前記前面と後面とのフランジ間隔(各ウエブ長さ)を小さくする必要があってとしても、荷重変位における最大荷重を低くするとともに、歩行者の保護に必要なエネルギー吸収量を確保できる。   If it has such a basic shape, as described above, if the collision position is suitable, each web will be deformed at the time of pedestrian collision, and the whole will be just like the open / close state of the pantograph of the train. It transforms flatly. For this reason, even if the distance (gap) between the front side of the bumper reinforcement and the bumper cover is small and it is necessary to reduce the flange distance (each web length) between the front and rear surfaces, the load displacement As well as lowering the maximum load, the amount of energy absorption necessary to protect pedestrians can be secured.

但し、このエネルギー吸収機能を、歩行者の衝突位置によらず発揮させるためには、対人保護用エネルギー吸収部材の面積を、バンパー補強材の前面に亙るように(バンパー補強材前面の全面をカバーできるように)大きくする必要がある。   However, in order for this energy absorption function to be demonstrated regardless of the pedestrian's collision position, the area of the energy absorption member for personal protection should be placed on the front of the bumper reinforcement (covering the entire front surface of the bumper reinforcement). It needs to be as big as possible).

そして、このように、バンパー補強材の前面に亙る大きな面積を有するように、前面フランジと後面フランジとの面積を拡大した場合には、前記特許文献5の基本形状では、これらのフランジ間をつなぐ2本のウエブ同士の間隔も大きくなる。このため、前記特許文献5の基本形状では特に、前面フランジを後方から支持する力が弱くなり、衝突荷重が負荷された際には、前面フランジのウエブによって支持されない中央部分が後方にたわみやすくなる。   And when the area of a front surface flange and a rear surface flange is expanded so that it may have a large area over the front surface of a bumper reinforcing material, the basic shape of Patent Document 5 connects these flanges. The distance between the two webs also increases. For this reason, particularly in the basic shape of Patent Document 5, the force to support the front flange from the rear becomes weak, and when a collision load is applied, the central portion that is not supported by the web of the front flange is easily bent backward. .

この前面フランジのたわみが生じた場合には、荷重変位における最大荷重は低くできるものの、荷重低下量が大きくなり、継続的にエネルギー吸収が行われなくなり、歩行者の保護に必要なエネルギー吸収量を確保できなくなる。この問題は、前面フランジと後面フランジとの間隔がより小さく(狭く)なって、対人保護用エネルギー吸収部材が薄肉化された場合でも同様である。   If this front flange deflection occurs, the maximum load in load displacement can be reduced, but the load drop increases and energy is not continuously absorbed, reducing the amount of energy necessary to protect pedestrians. It cannot be secured. This problem is the same even when the space between the front flange and the rear flange becomes smaller (narrower) and the energy absorbing member for personal protection is made thinner.

これに対して、本発明では、前記特許文献5の対人保護用エネルギー吸収部材の基本形状は踏襲するものの、ウエブが曲げ変形した際に、この曲げ変形したウエブ同士が互いに干渉し合わないような間隔を開けて、ウエブの本数を増して、3本以上配置する。   On the other hand, in the present invention, although the basic shape of the energy absorbing member for personal protection in Patent Document 5 follows, when the web is bent, the bent webs do not interfere with each other. Three or more webs are arranged at intervals, increasing the number of webs.

これによって、対人保護用エネルギー吸収部材が比較的大面積化と薄幅化された場合でも、エネルギー吸収部材の、対人衝突を想定した際の荷重変位における、最大荷重を低くすることができ、対人衝突に見合った低い衝突荷重でエネルギー吸収に必要な断面方向の変形を生じることができる。   As a result, even if the energy absorbing member for personal protection has a relatively large area and is thinned, the maximum load in the load displacement when assuming an interpersonal collision of the energy absorbing member can be reduced. The deformation in the cross-sectional direction necessary for energy absorption can be generated with a low collision load commensurate with the collision.

また、前記断面方向の変形による変位が進んでも、特にウエブの破断などが起こらず、荷重低下量が極めて少なく、継続的にエネルギー吸収が行われ、対人保護に必要なエネルギー吸収量を確保することができる。   In addition, even if the displacement due to the deformation in the cross-sectional direction progresses, the web does not break in particular, the load decrease amount is extremely small, energy absorption is continuously performed, and the energy absorption amount necessary for personal protection is ensured. Can do.

更に、これらの対人保護用エネルギー吸収部材の作用は、全て、バンパー補強材が取り付けられる、あるいは支持する自動車部材 (車体) の圧壊強度や剛性よりも、遥かに低いレベルで行われる。このため、これら対人保護用エネルギー吸収部材が作用している内は、バンパー補強材自体には、何ら影響が無い。   In addition, the functions of these energy-absorbing members for protecting people are all performed at a level far lower than the crushing strength and rigidity of the automobile member (vehicle body) to which the bumper reinforcement is attached or supported. For this reason, there is no influence on the bumper reinforcing material itself while these energy absorbing members for protecting humans are acting.

したがって、例えば歩行者衝突後にバンパーを修理する場合でも、バンパー補強材やステイなどを取り代える必要は全く無く、付加したこれらエネルギー吸収部材のみの交換で済み、非常に経済的である。   Therefore, for example, even when the bumper is repaired after a pedestrian collision, there is no need to replace the bumper reinforcing material or the stay, and only the added energy absorbing member needs to be replaced, which is very economical.

以下、本発明の内、歩行者保護用エネルギー吸収部材乃至歩行者保護用のバンパー補強材の実施の形態について、図面を用いて以下に詳述する。   Hereinafter, embodiments of the energy absorbing member for protecting pedestrians or the bumper reinforcing material for protecting pedestrians will be described in detail below with reference to the drawings.

先ず、本発明において、バンパー補強材の前面に取り付けられるエネルギー吸収部材の実施態様を図1、2に示す。図1は本発明に係る対人保護用エネルギー吸収部材の一態様を示す斜視図である。図2は図1の対人保護用エネルギー吸収部材をバンパー補強材の前面に取り付けた態様を示す斜視図である。   First, the embodiment of the energy absorption member attached to the front surface of a bumper reinforcement in the present invention is shown in FIGS. FIG. 1 is a perspective view showing an aspect of an energy absorbing member for protecting a person according to the present invention. FIG. 2 is a perspective view showing an aspect in which the energy absorbing member for protecting people shown in FIG. 1 is attached to the front surface of the bumper reinforcing material.

図1のエネルギー吸収部材1aは、基本的な構造として、前面フランジ2と後面フランジ3、およびこれらのフランジをつなぐ3個のウエブ4、4、4とからなり、これらは一体のアルミニウム合金中空形材により構成される。   The energy absorbing member 1a shown in FIG. 1 includes, as a basic structure, a front flange 2, a rear flange 3, and three webs 4, 4, and 4 that connect these flanges. Consists of materials.

(フランジ2、3)
前面フランジ(前面縦壁部)2と後面フランジ(後面縦壁部)3とは、各々、バンパー補強材前面の全面をカバーする大きな面積を有する平板状からなる。前面フランジ2と後面フランジ3とは略平行に間隔を開けて配置される。図2のように、自動車車体の幅方向に延在するバンパー補強材6の前面 (衝突面)側に装着される際には、前面フランジ2と後面フランジ3とは、車体の上下方向に延在することとなる。
(Flange 2, 3)
The front flange (front vertical wall portion) 2 and the rear flange (rear vertical wall portion) 3 each have a flat plate shape having a large area covering the entire front surface of the bumper reinforcing material. The front flange 2 and the rear flange 3 are disposed substantially in parallel with an interval. As shown in FIG. 2, when the bumper reinforcement 6 extending in the width direction of the automobile body is mounted on the front surface (collision surface) side, the front flange 2 and the rear flange 3 extend in the vertical direction of the vehicle body. Will exist.

前記した通り、比較的大面積化と薄幅化された対人保護用エネルギー吸収部材の外寸形状として、前面フランジ2と後面フランジ3の車体の上下方向の長さは100mm以上と大きく、前面フランジ2と後面フランジ3とのフランジ同士の間隔は40mm以下の薄幅であることが好ましい。これによって、車体設計上や小型車などの、バンパー補強材の車体前面側とバンパーカバーとの間の距離 (隙間) のより狭幅化に対応できる。また、歩行者の衝突位置が多少ずれても、エネルギー吸収部材の期待する変形(機能)を発揮できる。   As described above, the front flange 2 and the rear flange 3 have a large vertical dimension of 100 mm or more in the vertical direction of the front flange 2 and the rear flange 3 as the outer dimensions of the relatively large and thin human-absorbing energy absorbing member. The distance between the flanges 2 and the rear flange 3 is preferably a thin width of 40 mm or less. As a result, it is possible to cope with a narrower distance (gap) between the front side of the vehicle body of the bumper reinforcing material and the bumper cover, such as in a vehicle body design or a small vehicle. Moreover, even if a pedestrian's collision position shifts somewhat, the deformation | transformation (function) which an energy absorption member expects can be exhibited.

(ウエブ4)
図1の態様では4枚(4本)あるウエブ4は各々板状であり、これらのフランジ2、3同士をつないで、一体に支持する役割を果たす。図2のように、バンパー補強材6の前面 (衝突面)側に装着される際には、各ウエブ4は車体の前後方向に延在する。
(Web 4)
In the embodiment shown in FIG. 1, four (four) webs 4 are each plate-shaped, and play a role of supporting these flanges 2 and 3 together. As shown in FIG. 2, when the bumper reinforcing member 6 is mounted on the front surface (collision surface) side, each web 4 extends in the front-rear direction of the vehicle body.

各ウエブ4には、車体の上下方向に向かって張り出した屈曲部5(詳細は後述)が各々形成されている。言い換えると、各ウエブ4は平板状ではなく屈曲形状をしている。このため、各ウエブ4は、フランジ2、3に対して、90°以下のある角度θ1 、θ2 、θ3 、θ4 で接合している。 Each web 4 is formed with a bent portion 5 (details will be described later) projecting in the vertical direction of the vehicle body. In other words, each web 4 is bent, not flat. For this reason, each web 4 is joined to the flanges 2 and 3 at certain angles θ 1 , θ 2 , θ 3 , and θ 4 that are 90 ° or less.

各ウエブ4は、衝突荷重負荷により曲げ変形したウエブ同士が互いに干渉(接触)し合わないような間隔を開けて、車体の上下方向に亙って3本以上、図1の態様では4本のウエブ4が、フランジ2、3同士の間に配置されている。   Each web 4 has three or more in the vertical direction of the vehicle body, and four in the embodiment shown in FIG. A web 4 is disposed between the flanges 2 and 3.

前面フランジ2と後面フランジ3とは、車体幅方向に張り出した張出フランジ2a、2bと3a、3bとを各々有する。   The front flange 2 and the rear flange 3 respectively have projecting flanges 2a, 2b and 3a, 3b projecting in the vehicle body width direction.

(ウエブ屈曲部5)
各ウエブ4の略中央部には、各々図の上下方向(上方向か下方向の意味、車体の上下方向とも言う)に向かって張り出した屈曲部5が形成され、各ウエブ4は各々図の上下方向(車体の上下方向)に向かって湾曲する形状を有する。
(Web bending part 5)
A bent portion 5 is formed at a substantially central portion of each web 4 so as to project in the vertical direction of the figure (meaning upward or downward, also referred to as the vertical direction of the vehicle body). It has a shape that curves in the vertical direction (the vertical direction of the vehicle body).

このウエブ4の屈曲部5の作用によって、衝突荷重方向を示す矢印Fから歩行者衝突による荷重がかかった際、各ウエブ4 は屈曲部5を中心として、屈曲部5が向かう上下方向(車体の上方向か下方向)へ広がるように、また、前面フランジ2が後面フランジ3側に接近するように、言わば電車のパンタグラフ状に、横断面方向に変形する。   When a load due to a pedestrian collision is applied from the arrow F indicating the collision load direction by the action of the bent portion 5 of the web 4, each web 4 is centered on the bent portion 5 in the vertical direction (the body of the vehicle body). It is deformed in the cross-sectional direction, so-called pantograph shape of a train, so that the front flange 2 approaches the rear flange 3 side so as to spread in the upward or downward direction.

このウエブ4の屈曲部5が無く、例えば、ウエブ4が直線の平板状であれば、歩行者の衝突による曲げ変形開始時に大きな荷重が必要となり、荷重変位における最大荷重(歩行者への衝撃)が大きくなってしまう。   If there is no bent portion 5 of the web 4 and the web 4 is a straight flat plate, for example, a large load is required at the start of bending deformation due to a pedestrian collision, and the maximum load in load displacement (impact on the pedestrian). Will become bigger.

各ウエブ4は、衝突荷重負荷により曲げ変形したウエブ同士が互いに干渉(接触)し合わないような間隔を開けて、フランジ2、3同士の間に配置する。各ウエブ4の間隔が小さ過ぎて、衝突荷重負荷により曲げ変形したウエブ同士が互いに干渉(接触)し合うと、荷重(歩行者への衝撃)が上昇してしまい、本発明の作用が生じず、歩行者保護用のエネルギー吸収部材となり得ない。   The webs 4 are arranged between the flanges 2 and 3 so that the webs bent and deformed by the collision load are not interfered with each other (contacted). If the distance between the webs 4 is too small and the webs that have been bent and deformed due to a collision load load interfere with each other (contact), the load (impact on the pedestrian) increases, and the action of the present invention does not occur. It cannot be an energy absorbing member for protecting pedestrians.

一方、図5で横断面を示すように、各ウエブ14の間隔が大き過ぎると、比較例エネルギー吸収部材10では、本発明のように比較的大面積化と薄幅化された外寸形状においては、前面フランジ11を後方から支持する力が弱くなる。このため、衝突荷重Fが負荷された際に、前面フランジ11の各ウエブ14によって支持されない中央部分11aが点線で示すように、後方にたわみやすくなる。この前面フランジ11のたわみが生じた場合には、荷重低下量が大きくなり、継続的にエネルギー吸収が行われなくなり、歩行者の保護に必要なエネルギー吸収量を確保できなくなる。   On the other hand, as shown in the cross section in FIG. 5, if the distance between the webs 14 is too large, the comparative example energy absorbing member 10 has a relatively large and thin outer dimension as in the present invention. The force for supporting the front flange 11 from behind is weakened. For this reason, when the collision load F is applied, the center portion 11a not supported by the webs 14 of the front flange 11 is easily bent backward as indicated by the dotted line. When the deflection of the front flange 11 occurs, the amount of load decrease increases, energy is not continuously absorbed, and the amount of energy absorption necessary for protecting the pedestrian cannot be secured.

したがって、各ウエブ4は、衝突荷重負荷により曲げ変形したウエブ同士が互いに干渉(接触)し合わないような間隔を開ける必要はあるが、間隔が開き過ぎて、上記前面フランジのたわみが生じないように、全体本数は3本以上に増す必要がある。3本以上の具体的な本数は、前面と後面のフランジの車体上下方向の長さと、曲げ変形したウエブ同士が互いに干渉(接触)し合わないような間隔とから決定される。   Therefore, the webs 4 need to be spaced so that the webs bent and deformed due to the impact load are not interfered (contacted) with each other, but the distance is too wide so that the deflection of the front flange does not occur. In addition, the total number needs to be increased to 3 or more. The specific number of three or more is determined from the length of the front and rear flanges in the vertical direction of the vehicle body and the distance at which the bent webs do not interfere (contact) each other.

このように、ウエブ本数を3本以上に増すと、ウエブ本数が2本の場合に比して、ウエブ自身や前面と後面のフランジの肉厚(板厚)を薄くできて、ストローク増加に伴うエネルギー吸収量の増加とエネルギー吸収部材の軽量化も同時に図れる効果も有する。   Thus, when the number of webs is increased to 3 or more, the thickness of the web itself and the flanges on the front and rear surfaces (plate thickness) can be reduced compared with the case where the number of webs is two, and as the stroke increases. There is also an effect that the amount of energy absorption can be increased and the weight of the energy absorbing member can be reduced at the same time.

設けるウエブ4の張り出し方向、屈曲部5の方向は、車体の上下方向のいずれを向いても同じであり、特に問わない。例えば、図1の4本のウエブ4の張り出し方向、屈曲部5の方向は、交互に車体の上方向と下方向とに向いている。   The extending direction of the web 4 to be provided and the direction of the bent portion 5 are the same regardless of the vertical direction of the vehicle body, and are not particularly limited. For example, the projecting direction of the four webs 4 in FIG. 1 and the direction of the bent portion 5 are alternately directed upward and downward in the vehicle body.

これに対して、図3、4の横断面図によって示す本発明の別の態様では、ウエブ4の張り出し方向、屈曲部5の方向のみが図1の態様と異なっている。即ち、図3の本発明エネルギー吸収部材1bでは、上側2本と一番下の3本のウエブ4が車体の下方向に張り出し、上から3本目の1本のウエブ4のみ、車体の上方向に張り出している。また、図4の本発明エネルギー吸収部材1cでは、上側1本のウエブ4のみが車体の上方向に張り出し、下3本のウエブ4は車体の下方向に張り出している。   On the other hand, in another aspect of the present invention shown by the cross-sectional views of FIGS. 3 and 4, only the protruding direction of the web 4 and the direction of the bent portion 5 are different from the aspect of FIG. That is, in the energy absorbing member 1b of the present invention shown in FIG. 3, the upper two and the bottom three webs 4 project downward from the vehicle body, and only the third web 4 from the top is the upward direction of the vehicle body. Overhangs. Further, in the energy absorbing member 1c of the present invention shown in FIG. 4, only the upper one web 4 projects upward from the vehicle body, and the lower three webs 4 project downward from the vehicle body.

(ウエブのフランジへの接合角度)
前記した通り、各ウエブ4は屈曲部を有するために、フランジ2、3に対して、90°以下のある角度θ1 、θ2 、θ3 、θ4 で接合している。ここで、各ウエブ4の、前記した外方へ広がるような断面変形を保証するために、前面フランジ内面2cとウエブ面4aとの交差する角度θ1 、θ2 および後面フランジ内面3cとウエブ面4aとの交差する角度θ3 、θ4 は、45°以内であることが好ましい。
(Joint angle to web flange)
As described above, since each web 4 has a bent portion, it is joined to the flanges 2 and 3 at a certain angle θ 1 , θ 2 , θ 3 , and θ 4 of 90 ° or less. Here, in order to guarantee the cross-sectional deformation of each web 4 that spreads outward, the angles θ 1 and θ 2 between the front flange inner surface 2c and the web surface 4a and the rear flange inner surface 3c and the web surface are intersected. The angles θ 3 and θ 4 intersecting with 4a are preferably within 45 °.

これらのウエブ角度θ1 〜θ4 の調整によって、エネルギー吸収部材の荷重変位における最大荷重と荷重低下量とを制御可能である。この交差する角度θ1 、θ2 、θ3 、θ4 が45°を越えた場合、初期の荷重ピークが立ちやすく、かつ歩行者衝突時の荷重負荷の状態(前面フランジ2に対する偏った荷重負荷など)によっては、変形の際に破断しやすくなる。この破断現象が生じた場合、荷重低下が起こり、歩行者保護に必要なエネルギー吸収量を確保することが困難となる。 By adjusting these web angles θ 1 to θ 4 , it is possible to control the maximum load and the load decrease amount in the load displacement of the energy absorbing member. If the intersecting angles θ 1 , θ 2 , θ 3 , θ 4 exceed 45 °, the initial load peak is likely to occur and the load state at the time of pedestrian collision (biased load load on the front flange 2) Etc.), it tends to break during deformation. When this breaking phenomenon occurs, the load decreases, and it becomes difficult to secure the amount of energy absorption necessary for pedestrian protection.

(張出フランジ)
本発明エネルギー吸収部材は、各前面フランジ2と各後面フランジ3とに、両外側方に向かう (車体上下方向に張り出した) 張出フランジ2a、2bと3a、3bとを各々有する。これらの張出フランジは、各フランジに対し、いずれか片方にあっても、あるいは全く無くても良い。
(Overhang flange)
The energy absorbing member of the present invention has projecting flanges 2a, 2b and 3a, 3b respectively extending outwardly from the front flanges 2 and rear flanges 3 (projecting in the vehicle body vertical direction). These overhanging flanges may be either one or not at all with respect to each flange.

ただ、これらの張出フランジには以下に説明する利点があり、あった方が好ましい。これらの張出フランジを有することで、前面フランジ2と後面フランジ3とは、充分な壁面積をもって、歩行者の衝突に応対することができる。即ち、歩行者の衝突によって、前面フランジ2にFの衝撃が加わった場合でも、荷重変位における最大荷重は低いものの、前面フランジ2の曲げ剛性が大きくなり、圧壊乃至損壊を防止できる点で好ましい。また、歩行者の衝突位置が異なったとしても、あるいは歩行者の衝突位置がフランジ中心点からずれたとしても、同様に、エネルギー吸収できる点で好ましい。   However, these overhanging flanges have the advantages described below and are preferably present. By having these overhanging flanges, the front flange 2 and the rear flange 3 can respond to a pedestrian collision with a sufficient wall area. That is, even when an impact of F is applied to the front flange 2 due to the collision of the pedestrian, although the maximum load in the load displacement is low, the bending rigidity of the front flange 2 is increased, and this is preferable in that crushing or damage can be prevented. Further, even if the pedestrian's collision position is different, or even if the pedestrian's collision position is deviated from the flange center point, it is preferable in terms of energy absorption.

また、図2に示すように、後面フランジ3の張出フランジ3a、3bの部分で、パンパー補強材6の前面壁6aと、溶接あるいはボルトなどの機械的な接合7によって、エネルギー吸収部材の取り付けが簡便にでき、接合性や接合作業性の点からも好ましい。   Further, as shown in FIG. 2, the energy absorbing member is attached to the front flange 6a and the front wall 6a of the bumper reinforcing member 6 by mechanical joining 7 such as welding or bolts at the protruding flanges 3a and 3b of the rear flange 3. This is preferable from the viewpoints of bondability and bonding workability.

実施例にて後述する図6に、本発明エネルギー吸収部材の静的圧壊解析における荷重変位曲線を示す。これらの図に示す通り、本発明エネルギー吸収部材は、比較的大面積化と薄幅化された外寸形状でも、荷重変位における最大荷重を低くすることができ、歩行者衝突に見合った適切な衝突荷重でエネルギー吸収に必要な断面方向の変形を生じることができる。   FIG. 6 described later in the example shows a load displacement curve in the static crush analysis of the energy absorbing member of the present invention. As shown in these figures, the energy absorbing member of the present invention can reduce the maximum load in load displacement even with a relatively large and thin outer dimension, and is suitable for a pedestrian collision. The deformation in the cross-sectional direction necessary for energy absorption can be caused by the collision load.

また、エネルギー吸収部材前記横断面方向の変形による変位が進んでも、特にウエブの破断などが起こらず、荷重低下量が極めて少なく、更にウエブ同士の干渉も無く荷重の上昇も無いために、継続的にエネルギー吸収が行われ、歩行者の保護に必要なエネルギー吸収量を確保することができる。   Even if the energy absorbing member is displaced due to the deformation in the cross-sectional direction, the web is not particularly broken, the load is reduced very little, there is no interference between the webs, and the load is not increased. Energy absorption is performed, and the amount of energy absorption necessary for protecting pedestrians can be secured.

言い換えると、これらの図6における本発明エネルギー吸収部材の荷重変位曲線は、エネルギー吸収部材の歩行者保護のために好ましい特性である、歩行者衝突を想定した際の荷重変位における最大荷重乃至最大加速度が低く、しかも30mmの変位内における荷重低下量が少ない状態を示している。   In other words, the load displacement curve of the energy absorbing member of the present invention in FIG. 6 is a preferable characteristic for protecting the pedestrian of the energy absorbing member, and is the maximum load or the maximum acceleration in the load displacement when assuming a pedestrian collision. Is low, and the load reduction amount within a displacement of 30 mm is small.

本発明エネルギー吸収部材は、以上説明したような効果を有するため、従来のアブソーバの使用を無くすか、使用量を減らすことができる。したがって、本発明エネルギー吸収部材は、アルミニウム合金中空形材により構成されるために、元々軽量であるとともに、本発明エネルギー吸収部材の採用によっての重量増加を最小限に抑える効果も有する。   Since the energy absorbing member of the present invention has the effects as described above, it is possible to eliminate the use of the conventional absorber or reduce the amount of use. Therefore, since the energy absorbing member of the present invention is composed of the aluminum alloy hollow shape member, it is originally lightweight and has an effect of minimizing the weight increase due to the adoption of the energy absorbing member of the present invention.

(エネルギー吸収部材肉厚)
本発明エネルギー吸収部材は、軽量化のためのアルミニウム合金材採用の利点を活かすためには、ウエブ4やフランジ2、3の肉厚(板厚)が4mm以下の比較的薄いアルミニウム合金中空形材からなることが好ましい。また、本発明では、前記した通り、ウエブ本数を3本以上に増しているので、ウエブ本数が2本の場合に比して、ウエブ4やフランジ2、3の肉厚を薄くできるので、1.5mm以上の肉厚があれば機能できる。
(Energy absorption member thickness)
The energy absorbing member of the present invention is a relatively thin aluminum alloy hollow member in which the thickness (plate thickness) of the web 4 and the flanges 2 and 3 is 4 mm or less in order to take advantage of the use of an aluminum alloy material for weight reduction. Preferably it consists of. In the present invention, as described above, since the number of webs is increased to 3 or more, the thickness of the web 4 and the flanges 2 and 3 can be reduced as compared with the case where the number of webs is two. If it has a wall thickness of 5 mm or more, it can function.

(パンパー補強材への取り付け態様)
図2を用いて、前記図1の本発明エネルギー吸収部材1aをパンパー補強材に取り付けるとともに、車体バンパに取り付けた一実施態様を説明する。図2は、車体バンパの内パンパー補強材などの要部のみを示す斜視図である。
(Attachment mode to Pamper reinforcement)
An embodiment in which the energy absorbing member 1a of the present invention shown in FIG. 1 is attached to a bumper reinforcing material and attached to a vehicle body bumper will be described with reference to FIG. FIG. 2 is a perspective view showing only main parts such as an inner bumper reinforcing member of the vehicle body bumper.

図2において、図示はしないが、エネルギー吸収部材1aの車体前方側(図の左側)には、順に発泡ウレタンや発泡スチロールなどからなるアブソーバ、バンパカバーなどが配置される。また、限定はされないが、図2のパンパー補強材6は、アルミニウム合金製の矩形中空押出形材を示している。このパンパー補強材6 の車体後方側(図の右側)には、パンパー補強材6 を支持する鋼製やアルミニウム合金製のステイ、鋼製車体サイドメンバーなどが順に配置される。なお、本発明では、このアブソーバの厚みを従来よりも薄くあるいは少量とすることができ、アブソーバを一切使用しないことも可能である。   In FIG. 2, although not shown, an absorber, a bumper cover, and the like made of foamed urethane, foamed polystyrene, or the like are arranged in this order on the vehicle body front side (left side in the figure) of the energy absorbing member 1a. Moreover, although not limited, the bumper reinforcing material 6 of FIG. 2 has shown the rectangular hollow extrusion shape material made from an aluminum alloy. A steel or aluminum alloy stay, a steel vehicle body side member, and the like that support the bumper reinforcement 6 are sequentially arranged on the rear side (right side in the drawing) of the bumper reinforcement 6. In the present invention, the thickness of the absorber can be made thinner or smaller than in the prior art, and it is possible to use no absorber.

図2において、エネルギー吸収部材1aは、パンパー補強材6 の前面に、かつ前面の全面に亙るように1個配置されている。エネルギー吸収部材1aの車体幅方向の形状は、パンパー補強材6 の車体幅方向の形状に合わせて製作される。即ち、パンパー補強材6 の車体幅方向の形状が直線的であれば、図1のように車体幅方向の形状を直線的に、パンパー補強材6 の車体幅方向の形状が車体幅方向の両端部に行くほど円弧状に湾曲していれば、そのように車体幅方向の形状を適合させる。   In FIG. 2, one energy absorbing member 1a is arranged on the front surface of the bumper reinforcing member 6 and over the entire front surface. The shape of the energy absorbing member 1a in the vehicle body width direction is manufactured in accordance with the shape of the bumper reinforcing member 6 in the vehicle body width direction. That is, if the shape of the bumper reinforcement 6 in the vehicle width direction is linear, the shape of the bumper reinforcement 6 in the vehicle width direction is linear as shown in FIG. If it is curved in an arc shape as it goes to the part, the shape in the vehicle body width direction is adapted as such.

なお、本発明では、バンパー補強材側の横断面形状や、鋼製、アルミニウム合金製などの材質は問わず、これらは自動車設計側の都合から定まる。言い換えると、本発明エネルギー吸収部材は、横断面形状や長手方向形状あるいは材質を問わず、種々のバンパー補強材に適用できる。   In the present invention, regardless of the cross-sectional shape on the bumper reinforcing material side or the material such as steel or aluminum alloy, these are determined from the convenience of the automobile design side. In other words, the energy absorbing member of the present invention can be applied to various bumper reinforcements regardless of the cross-sectional shape, the longitudinal shape, or the material.

エネルギー吸収部材1aは、後面フランジ3の張出フランジ3a、3bの部分で、パンパー補強材6の前面壁6aと、溶接あるいはボルトなどの機械的な接合7によって、エネルギー吸収部材の取り付けられる。なお、この接合位置は自由で、接合方法は、溶接や、溶接と機械的な接合を組み合わせたもの等であっても良い。   The energy absorbing member 1 a is attached to the front wall 6 a of the bumper reinforcing member 6 by mechanical joining 7 such as welding or bolts at the protruding flanges 3 a and 3 b of the rear flange 3. This joining position is free, and the joining method may be welding, a combination of welding and mechanical joining, or the like.

(適用アルミニウム合金)
本発明エネルギー吸収部材の要求特性を満足するアルミニウム合金材としては、通常、この種構造部材用途に汎用される、AA乃至JIS 規格に規定された3000系、5000系、6000系、7000系等の汎用 (規格) アルミニウム合金材 (圧延板材、押出形材で、O 、T4、T6、T7等の要求性能に見合った調質乃至熱処理をされたもの) が好適かつ選択的に用いられる。その中でも、成形性が良く、耐力の比較的高い6000系、7000系等のアルミニウム合金材が好ましい。エネルギー吸収部材用のアルミニウム合金中空形材は、熱間押出や、圧延板を成形加工および溶接接合するなどの、常法にて製造された中空形材を使用できる。
(Applicable aluminum alloy)
As an aluminum alloy material that satisfies the required characteristics of the energy absorbing member of the present invention, the 3000 series, 5000 series, 6000 series, 7000 series, etc., which are generally used for this kind of structural member application, are specified in AA to JIS standards. A general-purpose (standard) aluminum alloy material (rolled plate material, extruded shape, tempered or heat-treated according to required performance such as O, T4, T6, T7, etc.) is suitably and selectively used. Among them, aluminum alloy materials such as 6000 series and 7000 series having good formability and relatively high yield strength are preferable. As the aluminum alloy hollow shape member for the energy absorbing member, a hollow shape material manufactured by a conventional method such as hot extrusion, forming and welding a rolled plate can be used.

前記図1の本発明エネルギー吸収部材1aの解析モデルを用い、汎用の有限要素解析ソフトABAQUSを用いて、歩行者衝突を想定した荷重時の静的圧壊解析による荷重−変位関係を解析にて求めた。比較のために、前記図5の比較例エネルギー吸収部材10の荷重−変位関係も同様に求めた。   Using the analysis model of the energy absorbing member 1a of the present invention shown in FIG. 1 above, the load-displacement relationship is obtained by analysis by static crush analysis at the time of load assuming a pedestrian collision using general-purpose finite element analysis software ABAQUS. It was. For comparison, the load-displacement relationship of the comparative example energy absorbing member 10 of FIG.

図6に、これらエネルギー吸収部材の荷重変位曲線を各々示す。図6において、実線が図1の本発明エネルギー吸収部材1aで、両フランジ、全てのウエブともに板厚を同じ1.2mmとした場合、破線が図1の本発明エネルギー吸収部材1aで両フランジ、全てのウエブともに板厚を同じ1.5mmとした場合である。細かい点線が図5の比較例エネルギー吸収部材10で両フランジ、全てのウエブともに板厚を同じ2.0mmとした場合である。   FIG. 6 shows load displacement curves of these energy absorbing members. In FIG. 6, when the solid line is the energy absorbing member 1a of the present invention of FIG. 1 and both flanges and the thickness of all the webs are the same 1.2 mm, the broken line is the both of the flanges of the energy absorbing member 1a of FIG. This is a case where the thickness of all the webs is the same 1.5 mm. A fine dotted line is a case where the plate thickness is the same 2.0 mm for both flanges and all the webs in the comparative example energy absorbing member 10 of FIG.

なお、解析条件は、上記発明例、比較例ともに、以下の共通した条件とした。即ち、荷重の負荷は、各エネルギー吸収部材の正面から、前面フランジの中心にかける条件とした。また、エネルギー吸収部材は、6000系アルミニウム合金押出中空形材として、T5調質材として0.2%耐力を145MPaとした。   The analysis conditions were the following common conditions for both the above invention examples and comparative examples. That is, the load was set to be applied from the front of each energy absorbing member to the center of the front flange. In addition, the energy absorbing member was a 6000 series aluminum alloy extruded hollow shape, and a 0.2% proof stress was 145 MPa as a T5 tempered material.

図1の本発明エネルギー吸収部材1aの外寸形状において、各々屈曲部が形成されている4本のウエブ4同士は、曲げ変形した際のウエブ同士が互いに干渉し合わないような間隔を開けた。外寸形状は、共通して、前面フランジ2と後面フランジ3の長さ(エネルギー吸収部材の長さ):120mm、フランジ2、3同士の間隔(エネルギー吸収部材の幅):30mm、上側二つと下側二つの、互いに屈曲部向きの異なるウエブ4同士の間隔:12mm、真中二つの互いに屈曲部向きの異なるウエブ4同士の間隔:48mm、ウエブ4の各上下方向への張出量12mm、張出フランジ2a、2bと3a、3b長さ:12mm、ウエブ角度θ1 、θ2 、θ3 、θ4 はいずれも45°とした。 In the outer shape of the energy absorbing member 1a of the present invention shown in FIG. 1, the four webs 4 each formed with a bent portion are spaced apart from each other so that the webs do not interfere with each other when bent. . The outer dimensions are commonly the length of the front flange 2 and the rear flange 3 (length of the energy absorbing member): 120 mm, the distance between the flanges 2 and 3 (width of the energy absorbing member): 30 mm, The distance between the lower two webs 4 with different bending directions is 12 mm, the distance between the middle two webs 4 with different bending directions is 48 mm, the amount of protrusion of the web 4 in the vertical direction is 12 mm, Outgoing flanges 2a, 2b and 3a, 3b Length: 12 mm, and web angles θ 1 , θ 2 , θ 3 , θ 4 were all 45 °.

一方、比較例は、外寸形状は、前記板厚を2mmと厚くし、2本のウエブ13同士の間隔を96mmと広くする以外は、本発明エネルギー吸収部材1aと同じとした。   On the other hand, in the comparative example, the outer dimension was the same as that of the energy absorbing member 1a of the present invention except that the plate thickness was increased to 2 mm and the distance between the two webs 13 was increased to 96 mm.

この解析において、本発明エネルギー吸収部材1aでは、荷重がかかった際に、屈曲部5の作用によって、各ウエブ4は屈曲部5を中心として、外方へ広がるように、また、前面フランジ2が後面フランジ3側に接近するように、丁度電車のパンタグラフ状に変形した。また、この横断面方向の変形による変位が進んでも、ウエブ4の破断などは起こらず、最後まで、横断面方向の変形が続いた。また、曲げ変形したウエブ4同士は互いに干渉し合わなかった。なお、この変形状態は比較例でも同じであった。   In this analysis, in the energy absorbing member 1a of the present invention, when a load is applied, the web 4 spreads outwardly around the bent portion 5 by the action of the bent portion 5, and the front flange 2 is It was transformed into a pantograph shape just like a train so as to approach the rear flange 3 side. Even if the displacement due to the deformation in the cross-sectional direction progressed, the web 4 did not break, and the deformation in the cross-sectional direction continued until the end. Further, the webs 4 which were bent and deformed did not interfere with each other. This deformation state was the same in the comparative example.

この結果、図6に示す通り、本発明エネルギー吸収部材1aは、比較的大面積化と薄幅化された外寸形状でも、荷重変位における最大荷重を、比較例同様、著しく低くすることができ、歩行者衝突に見合った低い衝突荷重でエネルギー吸収に必要な断面方向の変形を生じることができる。また、20mmの変位内における荷重の低下量も少なく、20mmの変位まで継続的にエネルギー吸収が行われ、歩行者の保護に必要なエネルギー吸収量を確保することができる。   As a result, as shown in FIG. 6, the energy absorbing member 1a of the present invention can remarkably reduce the maximum load in the load displacement as in the comparative example even when the outer dimensions are relatively large and thin. The cross-sectional deformation necessary for energy absorption can be generated with a low collision load commensurate with a pedestrian collision. Further, the amount of decrease in the load within the 20 mm displacement is small, and energy is continuously absorbed up to the 20 mm displacement, so that the amount of energy absorption necessary for protecting the pedestrian can be ensured.

即ち、図6に示す通り、図1の本発明エネルギー吸収部材1aであって、実線で示す板厚1.2mmの場合のストロークは20.4mm、破線で示す板厚1.5mmの場合のストロークは19.8mmである。   That is, as shown in FIG. 6, in the energy absorbing member 1a of the present invention of FIG. 1, the stroke when the plate thickness is 1.2 mm indicated by the solid line is 20.4 mm, and the stroke when the plate thickness is 1.5 mm indicated by the broken line. Is 19.8 mm.

これに対し、比較例エネルギー吸収部材は、板厚が厚いにも係わらず、荷重の立ち上がりが早く、上記発明例に比してエネルギー吸収量が比較的低い。即ち、図6に示す通り、細かい点線で示す、板厚2.0mmの場合の図5の比較例エネルギー吸収部材10のストロークは19.1mm程度と比較的小さい。   In contrast, the energy absorption member of the comparative example has a quick rise in load despite the large plate thickness, and the amount of energy absorption is relatively low compared to the above-described invention example. That is, as shown in FIG. 6, the stroke of the energy absorbing member 10 of the comparative example of FIG. 5 in the case of a plate thickness of 2.0 mm indicated by a fine dotted line is relatively small, about 19.1 mm.

本発明によれば、比較的大面積化と薄幅化された外寸形状でも、荷重変位における最大荷重を低くすることができ、歩行者衝突に見合った適切な衝突荷重でエネルギー吸収に必要な断面方向の変形を生じることができる。この結果、歩行者などの人間を確実に保護する機能を持つ対人保護用エネルギー吸収部材を提供することができる。また、バンパー補強材の本来の機能を低下させずに、歩行者保護の機能を新たに追加したバンパー補強材を提供することができる。このため、バンパー補強材に効果的な歩行者保護効果を与えることができる。したがって、本発明はエネルギー吸収部材へのアルミニウム合金材の用途を大きく拡大するものであり、工業的な価値が大きい。   According to the present invention, the maximum load in load displacement can be lowered even with a relatively large and thin outer size shape, which is necessary for energy absorption with an appropriate collision load commensurate with a pedestrian collision. Deformation in the cross-sectional direction can occur. As a result, it is possible to provide a human-protecting energy absorbing member having a function of reliably protecting humans such as pedestrians. Further, it is possible to provide a bumper reinforcing material to which a function for protecting pedestrians is newly added without deteriorating the original function of the bumper reinforcing material. For this reason, an effective pedestrian protection effect can be given to a bumper reinforcement. Therefore, the present invention greatly expands the use of the aluminum alloy material for the energy absorbing member, and has a great industrial value.

本発明に係るエネルギー吸収部材の一態様を示す斜視図である。It is a perspective view showing one mode of an energy absorption member concerning the present invention. 図1のエネルギー吸収部材を前面に設けたバンパー補強材の一態様を示す斜視図である。It is a perspective view which shows the one aspect | mode of the bumper reinforcement which provided the energy absorption member of FIG. 1 in the front. 本発明に係るエネルギー吸収部材の他の態様を示す断面側面図である。It is a cross-sectional side view which shows the other aspect of the energy absorption member which concerns on this invention. 本発明に係るエネルギー吸収部材の他の態様を示す断面側面図である。It is a cross-sectional side view which shows the other aspect of the energy absorption member which concerns on this invention. 比較例エネルギー吸収部材の態様を示す斜視図である。It is a perspective view which shows the aspect of a comparative example energy absorption member. 発明例エネルギー吸収部材の荷重変位を示す説明図である。It is explanatory drawing which shows the load displacement of invention example energy absorption member.

符号の説明Explanation of symbols

1:エネルギー吸収部材、2:前面フランジ、3:後面フランジ、4:ウエブ、5:張出部、6:バンパー補強材、7:接合手段、 1: Energy absorbing member, 2: Front flange, 3: Rear flange, 4: Web, 5: Overhang, 6: Bumper reinforcement, 7: Joining means,

Claims (2)

自動車車体の幅方向に延在するバンパー補強材の前面側でかつバンパー補強材の前面に亙って装着される対人保護用エネルギー吸収部材であって、アルミニウム合金押出中空形材によって一体に形成された、略平行に間隔を開けて車体の上下方向に延在する平板状の前面フランジと後面フランジおよびこれらのフランジ同士をつないで車体の前後方向に延在する板状のウエブとから構成され、このウエブは、各々車体の上下方向に向かって張り出した屈曲部が形成されているとともに、曲げ変形したウエブ同士が互いに干渉し合わないような間隔を開けて、車体の上下方向に亙って3本以上、前記フランジ同士の間に配置されていることを特徴とする対人保護用エネルギー吸収部材。   An energy absorbing member for personal protection that is mounted on the front side of the bumper reinforcing material extending in the width direction of the automobile body and over the front surface of the bumper reinforcing material, and is integrally formed by an aluminum alloy extruded hollow shape member. In addition, it is composed of a flat front flange and a rear flange that extend in the vertical direction of the vehicle body with a substantially parallel interval, and a plate-like web that extends in the longitudinal direction of the vehicle body by connecting these flanges. Each of the webs is formed with a bent portion that protrudes in the vertical direction of the vehicle body, and at an interval so that the bent webs do not interfere with each other. More than this, it is arrange | positioned between the said flanges, The energy absorption member for personal protection characterized by the above-mentioned. 前記対人保護用エネルギー吸収部材の外寸形状として、前面フランジ2と後面フランジ3の車体の上下方向の長さが100mm以上であって、前面フランジ2と後面フランジ3とのフランジ同士の間隔が40mm以下の薄幅である請求項1に記載の対人保護用エネルギー吸収部材。   As the outer size of the energy absorbing member for personal protection, the front flange 2 and the rear flange 3 have a vertical length of 100 mm or more in the vehicle body, and the distance between the front flange 2 and the rear flange 3 is 40 mm. The energy absorbing member for personal protection according to claim 1, which has the following thin width.
JP2006188252A 2006-07-07 2006-07-07 Energy absorbing member for personal protection Pending JP2008013124A (en)

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Cited By (6)

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Publication number Priority date Publication date Assignee Title
US8313129B2 (en) 2009-12-11 2012-11-20 Peguform Gmbh Energy absorber
WO2015145799A1 (en) * 2014-03-26 2015-10-01 豊田鉄工株式会社 Method for manufacturing vehicle structural member
JP2015186945A (en) * 2014-03-26 2015-10-29 豊田鉄工株式会社 Vehicle bumper reinforcement
CN109591739A (en) * 2018-11-15 2019-04-09 华侨大学 Anticollision beam before a kind of automobile
CN110371061A (en) * 2019-07-26 2019-10-25 富士房车(江苏)有限公司 A kind of recreation vehicle head anticollision top and manufacturing method
FR3093937A1 (en) * 2019-03-21 2020-09-25 Renault S.A.S. Extruded wall, vehicle housing and corresponding vehicle

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Publication number Priority date Publication date Assignee Title
JPH06144133A (en) * 1992-11-09 1994-05-24 Showa Alum Corp Metal bumper
JP2004284464A (en) * 2003-03-20 2004-10-14 Aisin Seiki Co Ltd Bumper device for automobile
JP2005053438A (en) * 2003-08-07 2005-03-03 Kobe Steel Ltd Aluminum alloy hollow shape member for personal protection energy absorbing member

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH06144133A (en) * 1992-11-09 1994-05-24 Showa Alum Corp Metal bumper
JP2004284464A (en) * 2003-03-20 2004-10-14 Aisin Seiki Co Ltd Bumper device for automobile
JP2005053438A (en) * 2003-08-07 2005-03-03 Kobe Steel Ltd Aluminum alloy hollow shape member for personal protection energy absorbing member

Cited By (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US8313129B2 (en) 2009-12-11 2012-11-20 Peguform Gmbh Energy absorber
WO2015145799A1 (en) * 2014-03-26 2015-10-01 豊田鉄工株式会社 Method for manufacturing vehicle structural member
JP2015186945A (en) * 2014-03-26 2015-10-29 豊田鉄工株式会社 Vehicle bumper reinforcement
CN106132781A (en) * 2014-03-26 2016-11-16 丰田铁工株式会社 The manufacture method of vehicle structural member
CN106132781B (en) * 2014-03-26 2018-03-02 丰田铁工株式会社 The manufacture method of vehicle structural member
CN109591739A (en) * 2018-11-15 2019-04-09 华侨大学 Anticollision beam before a kind of automobile
FR3093937A1 (en) * 2019-03-21 2020-09-25 Renault S.A.S. Extruded wall, vehicle housing and corresponding vehicle
CN110371061A (en) * 2019-07-26 2019-10-25 富士房车(江苏)有限公司 A kind of recreation vehicle head anticollision top and manufacturing method

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