JP2010111239A - Collision energy absorbing member - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a collision energy absorbing member capable of stably compression-deforming each cylindrical tube in an axial direction by preventing a cylindrical tube base from falling over when a function of a collision energy absorbing member is achieved by the crush of a plurality of cylindrical tubes excellent in mass efficiency. <P>SOLUTION: A plurality of long cylindrical tubes 9 are arranged adjacent to each other in a predetermined direction seen from the front face of a vehicle, and a bend restriction means 20 for restraining the base end of the cylindrical tube 9 from being bent in a direction crossing a predetermined direction when a collision load is inputted to the tip of the cylindrical tube 9 is provided in the vicinity of the connecting section between the base end of the cylindrical tube 9 and the mounting face thereof. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a collision energy absorbing member that is attached to a front end or a rear end of a vehicle body and includes a plurality of circular tubes bundled together.

  Generally, a front-side crash can or a rear-side crash can that absorbs collision energy is attached to the front end or rear end of the vehicle body, and the collision energy is absorbed by the compression deformation of the crash can when the vehicle collides. It is configured as follows.

An example of a conventional collision energy absorbing member is disclosed in Patent Document 1.
That is, a crash can as a collision energy absorbing member is attached to the front end of the front side frame via a flange member, and the crash can is formed in a rectangular tube shape using a steel plate.

However, in this conventional crash can, since the steel plate is simply formed in a rectangular tube shape, there is a problem that it is easily compressed and deformed by a collision load and a sufficient amount of collision energy absorption cannot be secured.
In order to solve such a problem, a collision energy absorbing member shown in FIG. 25 can be considered.

  The collision energy absorbing member 100 includes one central circular tube and two circular tubes 101 (two on the upper side and two on the lower side with respect to the central circular tube) (however, FIG. 25 is a plan view). Therefore, only the upper two circular tubes are bundled), and used as a crash can on the front side of the vehicle as shown in FIG.

In this collision energy absorbing member 100, the base ends of a plurality of circular pipes 101 are fixed to a set plate 102, and the set plate 102 is attached to a flange member 104 provided at the front end of the front side frame 103 with bolts, nuts and the like. It is attached using the fastening member.
The above-described collision energy absorbing member 100 is attached to the vehicle body as shown in FIG. 25, and the result of the vehicle having this vehicle body structure colliding with the rigid barrier 105 inclined at 10 degrees at a vehicle speed of 16 km / h is shown in FIG. 27.

FIG. 26 shows a state when 16 msec has elapsed after the collision, and FIG. 27 shows a state when 32 msec has elapsed after the collision. Since the circular pipe 101 has a relatively weak resistance to impact at the root portion, as shown in FIG. When the base portion of the tube 101 is bent due to a collision load, the entire collision energy absorbing member 100 is inclined as shown in FIG. As shown in FIG. 27, the circular pipe 101 is buckled and deformed from this state, but the entire collision energy absorbing member 100 is greatly inclined, and it is difficult to cause each circular pipe 101 to stably compress in the axial direction. It becomes.
25 to 27, the arrow F indicates the front of the vehicle, the arrow OUT indicates the outside of the vehicle, and the arrow IN indicates the inside of the vehicle.
JP 2007-182162 A

  In view of this, in the present invention, a plurality of circular tubes are arranged adjacent to each other in a predetermined direction in a front view of the vehicle, and collide with the distal end portion of the circular tube in the vicinity of the joint portion between the circular tube base end portion and its mounting surface portion. By providing a bending restraining means for restraining the base end of the circular tube from bending in a direction crossing the predetermined direction when a load is input, the function of the collision energy absorbing member can be reduced by collapsing multiple circular tubes with excellent mass efficiency. In realizing this, an object of the present invention is to provide a collision energy absorbing member capable of preventing a collapse at the root portion of the circular tube and causing each circular tube to stably compress in the axial direction.

A collision energy absorbing member according to the present invention is a collision energy absorbing member which is attached to the front end or rear end of a vehicle body and is formed by bundling a plurality of circular tubes, and the plurality of circular tubes are adjacent to each other in a front view of the vehicle. In the vicinity of the joint between the circular tube base end and its mounting surface portion, the base of the circular tube extends in the direction intersecting the predetermined direction when a collision load is applied to the circular tube tip. Bending suppression means for suppressing bending of the end portion is provided.
The above-mentioned predetermined direction may be set in the vertical direction when the collision energy absorbing member is used as a front-side crash can, and is set in the vehicle width direction when used as a rear-side crash can. May be.

According to the above configuration, when the function of the collision energy absorbing member is realized by crushing a plurality of circular tubes excellent in mass efficiency, the bending suppressing means for suppressing the base end portion of the circular tube from bending in a direction intersecting a predetermined direction. Therefore, it is possible to prevent collapse at the root of the circular tube and to cause each circular tube to stably compress in the axial direction. As a result, a sufficient amount of collision energy absorption can be ensured. it can.
In order to cause regular deformation in order from the tip of the collision energy absorbing member, it is necessary to input a load in order from the tip. However, if the base of the circular tube tilts forward, the load is input in order from the tip. The regular deformation mechanism of "R" collapses. In this respect, according to the above-described configuration, the bending of the tube root is prevented by the bending restraining means, so that it is possible to maintain and secure a regular deformation mechanism that “load is input in order from the tip”.

In one embodiment of the present invention, each of the plurality of circular pipes includes two peripheral pipes having substantially the same diameter on the upper and lower sides in a predetermined direction of the central pipe located at the center. Each of the two peripheral tubes is integrally formed by being connected by a plate-like short-circuit connecting portion that is continuous in the axial direction of the circular tube in the vicinity of each circular tube so as to form a confined space therebetween. It is.
According to the above configuration, the crushing in the axial compression direction of one circular pipe interacts with each other by pushing and pulling the two surrounding circular pipes through the short-circuit connection portion with respect to the closed cross-sectional direction. An assembly of a plurality of circular tubes undergoes regular deformation (plastic deformation) so as to form a substantially equilateral triangular closed section, and energy absorption can be performed with high mass efficiency.

In one embodiment of the present invention, the bending restraining means is a rib portion formed in the axial direction on the outer peripheral portion of each peripheral tube so as to correspond to the four corners of the plurality of circular tube assemblies. And
According to the said structure, the fall prevention function of a circular tube root part is realizable with the minimum additional structure which forms a rib part.

In one embodiment of the present invention, the bending restraining means is an outwardly expanded tube in the vicinity of the joint portion with respect to the mounting surface portion of each peripheral tube.
According to the said structure, the fall prevention function of a circular tube root part is realizable with the minimum additional structure which forms an outward expansion pipe.

In one embodiment of the present invention, the bending restraining means is a bending in the four corner outward directions in the vicinity of the joint portion with respect to the mounting surface portion of each peripheral pipe.
According to the said structure, the fall prevention function of a circular tube root part is realizable with the minimum additional structure which forms the bending of four corner outward directions.

In one embodiment of the present invention, the bending restraining means is a stuffing member fitted in the vicinity of the joint portion with respect to the mounting surface portion of each peripheral pipe.
According to the said structure, the fall prevention function of a circular pipe root part is realizable with the minimum additional structure which fits a filling member in a peripheral pipe | tube.

In one embodiment of the present invention, the bending restraining means has a shape that matches the outer periphery of the entire circular tube, and is formed on the mounting surface portion that fits the outer peripheral portion of the circular tube along the same shape. It is a part.
According to the said structure, the fall prevention function of a circular tube root part is realizable with the minimum additional structure which provides the bank part along the outer shape of a circular tube assembly.

  According to the present invention, a plurality of circular tubes are arranged long in the predetermined direction adjacent to each other when viewed from the front of the vehicle, and collide with the tip of the circular tube near the joint between the circular tube base end and its mounting surface. Bending suppression means is provided to prevent the base end of the circular tube from bending in a direction that intersects the predetermined direction when a load is input, so that the function of the collision energy absorbing member can be reduced by collapsing multiple circular tubes with excellent mass efficiency. In realizing this, there is an effect that it is possible to prevent a collapse at the root of the circular tube and to cause each circular tube to stably compress in the axial direction.

  It is attached to the front end or the rear end of the vehicle body, and a plurality of circular pipes are bundled, with the purpose of preventing collapse at the base of the circular pipe and causing each pipe to stably compress in the axial direction. In the collision energy absorbing member, the plurality of circular tubes are arranged long in a predetermined direction adjacent to each other when viewed from the front of the vehicle, and the tip of the circular tube is disposed in the vicinity of the joint between the circular tube base end and the mounting surface. This is realized by providing a bending restraining means for restraining the base end portion of the circular pipe from bending in a direction intersecting the predetermined direction when a collision load is input to the portion.

An embodiment of the present invention will be described in detail with reference to the drawings.
FIG. 1 shows a collision energy absorbing member, FIG. 1 is a plan view showing a vehicle body front structure using the collision energy absorbing member as a crash can, FIG. 2 is a perspective view of the crash can, and FIG. 3 is a front view of the crash can. is there.

  As shown in FIG. 1, front side frames 2 and 2 having a closed cross-sectional structure extending in the front-rear direction of the vehicle are provided on the left and right sides of the engine room 1 at the front of the vehicle body. Flange members 3 and 3 are attached to the front end portions of the pair of left and right front side frames 2 and 2, and gussets 4 and 5 are provided between the flange member 3 and the front side frame 2.

  The flange member 3 at the front end of the front side frames 2 and 2 is provided with a crash can 7 that extends in the front-rear direction of the vehicle via a flat set plate 6, and between the front ends of the left and right crash cans 7 and 7. A bumper reinforcement 8 extending in the vehicle width direction is attached.

  As shown in FIGS. 2 and 3, the crash can 7 (collision energy absorbing member) described above is configured by bundling a plurality of cylindrical pipes (hereinafter simply referred to as pipes) 9 as a circular pipe. As shown in the front view of FIG. 3, the plurality of pipes 9 are adjacent to each other in the vehicle front view and are arranged long in the vertical direction as a predetermined direction. When the crash can 7 is provided on the front side, it is arranged long in the vertical direction. However, when the crash can 7 is provided on the rear side, it may be arranged long in the vehicle width direction.

  As shown in the front view of FIG. 3, the plurality of pipes 9 are provided with two pipes (peripheral pipes) 9B and 9C having substantially the same diameter on the upper side of the central pipe 9A serving as a central pipe located at the center. At the same time, two peripheral pipes (peripheral pipes) 9D and 9E having substantially the same diameter are arranged below the central pipe 9A, and are composed of a total of five pipes 9A to 9E. Each of the two peripheral pipes 9B, 9C, 9D, and 9E is a plate-like short-circuit connection that is connected in the axial direction of the pipes 9A to 9E in the vicinity of the pipes 9A to 9E so as to form a constricted space 10 therebetween. The parts 11 to 16 are connected to form an integral body.

  Specifically, each of the pipes 9A to 9E and the short-circuit connecting portions 11 to 16 described above is formed by hot extrusion molding of aluminum or aluminum alloy, and has a diameter (outer diameter) d = 34 mmφ and a wall thickness t = It is formed to 1 mm, or d = 24 mmφ, and a wall thickness t = 1.8 mm, but it is not limited to these values.

As described above, the crash can 7 is constituted by a so-called “aggregate pipe body” in which a plurality of pipes 9 are assembled and joined. The crash can 7 is subjected to a collision load in the longitudinal direction of the vehicle. Then, it is configured to buckle and deform in the axial direction and absorb collision energy.
In particular, since the crash can 7 simultaneously buckles and deforms the five pipes 9A, 9B, 9C, 9D, and 9E, the amount of collision load absorbed can be greatly increased compared to the conventional crash can. Absorption can be increased.

  As shown in FIG. 2, at a position of a distance L1 (for example, about 15 mm) from the front end to the rear side of the collective pipe body, when a collision load is applied, as a deformation promoting part that defines the collapsed shape of the crash can 7 Horizontal beads 17 are provided. Here, the above-mentioned distance L1 can be arbitrarily set according to the pitch of the crushing cycle of the pipe 9, and is formed by post-processing the hot-extruded product.

As shown in FIG. 3, the above-described lateral beads 17 are formed in an indented shape provided at intervals of about 120 degrees on all the pipes 9. The lateral beads 17 are formed by buckling deformation of the crash can 7. This is an element that gives the buckling deformation.
On the other hand, as shown in FIG. 3, the crash can 7 is provided with a plurality of short-circuit connecting portions 11 to 16 that short-circuit connect adjacent pipes 9 and 9.

As is apparent from FIG. 3, the short-circuit connecting portion 11 short-circuits the pipes 9B and 9C in the lateral direction, the short-circuit connecting portion 12 short-circuits the pipes 9B and 9A vertically, and the short-circuit connecting portion 13 is the pipe. 9C and 9A are short-circuited in the vertical direction to form a substantially equilateral triangular constricted space 10 between the pipes 9B, 9C and 9A.
Further, the short-circuit connecting portion 14 short-circuits the pipes 9A and 9D in the vertical direction, the short-circuit connecting portion 15 short-circuits the pipes 9A and 9E in the vertical direction, and the short-circuit connecting portion 16 horizontally connects the pipes 9D and 9E. It is configured to form a constricted space 10 having a substantially equilateral triangular shape between the pipes 9A, 9D, and 9E by being short-circuited in the direction.

Here, the substantially equilateral triangular constriction space 10 between the pipes 9B, 9C, and 9A and the reverse substantially equilateral triangular constriction space 10 between the pipes 9A, 9D, and 9E in FIG. 3 are located above and below the central pipe 9A. It is formed to be symmetric.
This symmetrical structure is set in this way in consideration of the deformation behavior of the pipe 9 during buckling deformation.

  FIG. 4 is a schematic view showing a deformed state of the cross-sectional shape at the time of buckling deformation of the pipe 9, and (a) is a side view of the pipe before buckling deformation and a cross-sectional view taken along line AA. (B) is a side view of a pipe after buckling deformation, a cross-sectional view taken along line BB, and a cross-sectional view taken along line CC.

As shown in FIG. 4A, the pipe 9 has a perfect circular cylindrical cross section before buckling deformation.
When the pipe 9 is buckled and deformed by receiving a collision load in the longitudinal direction of the vehicle, as shown in (b) of FIG. Repeat the "triangle" and "opposite regular triangle in the opposite direction" repeatedly.

This is because the smallest polygon that makes up the “surface” is a triangle, and when the cylindrical cross section expands to the outer peripheral side under the axial compression force, stress concentration occurs locally at three points. It is assumed that the cross section of the “substantially equilateral triangle” and the cross section of the “substantially equilateral triangle of the opposite direction” periodically repeat and buckle and deform.
Thus, since the cross-sectional shape is deformed while repeating the “substantially regular triangle” and the “opposite regular triangle”, the positions of the short-circuit connecting portions 11 to 16 in the pipe 9 do not hinder the repeated deformation. Is set as follows.

  Therefore, in this embodiment, as shown in FIGS. 5 and 6, the positions where the short-circuit connecting portions 11 to 16 are formed are set in consideration of the deformation state. FIG. 5 is a front view of the crash can 7 with a triangular deformation model having the right side as a vertex, and FIG. 6 is a front view of the crash can 7 with a deformation model added to the triangle having the left side as a vertex. is there.

  As shown in FIG. 5, when the cross-sectional shape is deformed into a triangle having the right side as a vertex, in the pipe 9 </ b> B, the short-circuit connecting portion 11 moves to the right and pushes a part of the adjacent pipe 9 </ b> C. 9C is formed on one side of the triangle, and by moving the short-circuit connecting portion 12 diagonally to the left, a part of the pipe 9B is pushed to form one side of the triangle on the pipe 9B. Since b is pushed in the direction of forming the apex of the triangle, the pipe 9B has a substantially triangular shape.

  In the pipe 9C, the short-circuit connecting portion 13 moves obliquely downward to the left, pushes a part of the adjacent pipe 9A to form one side of the triangle, and the short-circuit connecting portion 11 moves to the right. Since a part of the pipe 9C is pushed to form one side of the triangle in the pipe 9C and the other parts c and d of the pipe 9C are pushed in the direction of forming the apex of the triangle, the pipe 9C has a substantially triangular shape. Become.

  In the pipe 9A, the pipe 9A is pushed by the short-circuit connecting portions 13 and 15 to form two sides of the triangle, and the short-circuit connecting portions 12 and 14 push a part of the adjacent upper and lower pipes 9B and 9D, respectively. Since one side of the triangle is formed in the pipes 9B and 9D, the apex of the triangle is formed in the pipe 9A, and the other part e of the pipe 9A is pushed in the direction of forming the apex of the triangle. Become a shape.

  In the pipe 9D, the short-circuit connecting portion 16 moves to the right, pushes a part of the adjacent pipe 9E to form one side of the triangle, and the short-circuit connecting portion 14 moves diagonally downward to the left. Since a part of the pipe 9D is pushed to form one side of the triangle in the pipe 9D, and the other parts f and g of the pipe 9D are pushed in the direction of forming the apex of the triangle, the pipe 9D has a substantially triangular shape. Become.

  In the pipe 9E, the short-circuit connecting portion 15 moves obliquely upward to the left, pushes a part of the adjacent pipe 9A to form one side of the triangle, and the short-circuit connecting portion 16 moves to the right. Since part of the pipe 9E is pushed to form one side of the triangle in the pipe 9E and the other part h, j of the pipe 9E is pushed in the direction of forming the apex of the triangle, the pipe 9E has a substantially triangular shape. Become.

  As shown in FIG. 6, in the case where the cross-sectional shape is deformed into a triangle having the left as a vertex, in the pipe 9C, the short-circuit connecting portion 11 moves to the left and pushes a part of the adjacent pipe 9B. 9B is formed on one side of the triangle, and by moving the short-circuit connecting portion 13 diagonally upward to the right, part of the pipe 9C is pushed to form one side of the triangle on the pipe 9C, and the other part j, Since k is pushed in the direction of forming the apex of the triangle, the pipe 9C has a substantially triangular shape.

  In the pipe 9B, the short-circuit connecting portion 12 moves obliquely downward to the right, pushes a part of the adjacent pipe 9A to form one side of the triangle, and the short-circuit connecting portion 11 moves to the left. Since part of the pipe 9B is pushed to form one side of the triangle in the pipe 9B and the other parts l and m of the pipe 9B are pushed in the direction of forming the apex of the triangle, the pipe 9B has a substantially triangular shape. Become.

  In the pipe 9A, the pipe 9A is pushed by the short-circuit connecting portions 12 and 14 to form two sides of the triangle, and the short-circuit connecting portions 13 and 15 push a part of the upper and lower pipes 9C and 9E adjacent to each other. Since one side of the triangle is formed on the pipes 9C and 9E, the apex of the triangle is formed on the pipe 9A, and the other part n of the pipe 9A is pushed in the direction of forming the apex of the triangle. Become a shape.

  In the pipe 9E, the short-circuit connecting portion 16 moves to the left, pushes a part of the adjacent pipe 9D to form one side of the triangle, and the short-circuit connecting portion 15 moves diagonally downward to the right. Since a part of the pipe 9E is pushed to form one side of the triangle in the pipe 9E, and the other parts p and q of the pipe 9E are pushed in the direction of forming the apex of the triangle, the pipe 9E has a substantially triangular shape. Become.

In the pipe 9D, the short-circuit connecting portion 14 moves obliquely upward to the right, pushes a part of the adjacent pipe 9A to form one side of the triangle, and the short-circuit connecting portion 16 moves to the left. , A part of the pipe 9D is pushed to form one side of the triangle in the pipe 9D, and the other parts r and s of the pipe 9D are pushed in a direction to form the apex of the triangle, so that the pipe 9D has a substantially triangular shape. Become.
Thus, each of the short-circuit connecting portions 11 to 16 described above reciprocates corresponding to the repeated deformation of the cross-sectional shape of the pipe 9.

Here, the movement of the short-circuit connecting portions 11 to 16 described above can maintain the connected state between the pipes 9 and 9 without inhibiting the deformation of the pipe 9.
The short-circuit connection portions 11 to 16 described above are set so as to form the “substantially equilateral triangle” and “opposite equilateral triangle” constricted spaces 10, 10. The buckling deformation of the crash can 7 can be allowed in the maintained state.
Thus, since each short-circuit connection part 11-16 does not inhibit the buckling deformation of the crash can 7, in the crash can 7 of the illustrated embodiment, all the pipes 9 are completely buckled and the collision energy is ensured. Can be absorbed into.

  The width (W) in the vehicle width direction of the collective pipe body shown in FIG. 3 is set to 50 mm, the height (H) is set to 69.03 mm, and the diameter (outer diameter) d of each pipe 9 is set to 24 mmφ. In order to confirm that all the pipes 9 are fully buckled and deformed, the crush can 7 is shown in FIG. 7 (a). The figure which attached to the base member 18 to show and added the load of 0-180KN with the pressurization block 19 is shown to (a)-(g) of FIG.

FIG. 7A shows the unloaded state in which the crush can 7 is mounted on the upper surface of the base member 18 and the pressure block 19 is set, and FIGS. 7B to 7G are pressures. A state in which loads are sequentially applied up to 180 KN in block 19 is shown in time series.
Each pipe 9 is sequentially buckled and deformed from the initial stage of load input shown in (b) of FIG. 7, and the buckling deformation of each pipe 9 further progressed from the middle of the load input shown in (c) to (e) of FIG. After the end of load input shown in FIG. 7 (f), in the final stage of load input shown in FIG. 7 (g), all the pipes 9 were regularly and completely buckled as shown in FIG. .

  In addition, in this embodiment, as shown in the sectional view taken along the line D-D in FIG. 2, the base end portion of the pipe 9 (the rear end portion of the crash can 7 on the front side) and the mounting surface portion thereof are shown in FIG. In the vicinity of the joint with the set plate 6 as described above, in the direction intersecting the predetermined direction (vertical direction) when the collision load is applied to the tip of the pipe 9 (front end of the front crash can 7), that is, in the left-right direction, Bending restraining means for restraining the base end portion of the pipe 9 from bending is provided.

In this embodiment shown in FIG. 8, each of the above-described peripheral pipes 9B is arranged so that the above-described bending suppressing means corresponds to at least four corners of a collective pipe body (circular pipe aggregate) composed of a total of five pipes 9A to 9E. , 9C, 9D, 9E are set to a plurality of rib portions 20 formed in the pipe axial direction (vehicle longitudinal direction) on the left and right outer peripheral portions.
In this embodiment, rib portions 20 and 20 extending in the pipe axial direction are provided not only on the peripheral pipes 9B to 9E but also on the left and right outer peripheral portions of the central pipe 9A.

In this embodiment, a rib portion 20 is provided separately from the pipe 9, and after the hot extrusion of the crush can 7, the rib portion 20 is bonded to a predetermined portion of the pipe 9 so as to face in a substantially horizontal direction. It is fixed and formed as a bending prevention means.
As shown in FIG. 9, the crash can 7 configured as described above is attached to the front end portion of the front side frame 2 via the set plate 6 and the flange member 3, and the vehicle of this vehicle body structure is tilted by 10 degrees at a vehicle speed of 16 km / h. The results of the collision with the rigid barrier 21 are shown in FIGS.

FIG. 10 shows the state when 16 msec has elapsed after the collision, and FIG. 11 shows the state when 32 msec has elapsed after the collision. In this embodiment, a rib portion 20 as a bending restraining means is provided at the base end portion of the pipe 9. Therefore, the resistance to impact at the base portion of the pipe 9 is sufficiently improved. Therefore, the base portion of the pipe 9 can be prevented from bending due to a collision load. 10 and 11, as shown in FIGS. 10 and 11, the pipes 9 are regularly deformed in order from the tip, and the pipes 9 are stably compressed in the axial direction. As a result, a sufficient amount of collision energy absorption is ensured. I was able to.
In the figure, arrow F indicates the front of the vehicle, arrow UP indicates the upper side of the vehicle, arrow IN indicates the inner side of the vehicle, and arrow OUT indicates the outer side of the vehicle.

  As described above, the collision energy absorbing member of the embodiment shown in FIGS. 1 to 11 is attached to the front end or the rear end of the vehicle body and is formed by bundling a plurality of circular pipes (see the pipe 9). The plurality of circular pipes (pipe 9) are adjacent to each other in a front view of the vehicle and are arranged long in a predetermined direction (see the vertical direction). In the vicinity of the joint between the portion and its mounting surface portion (see set plate 6), the circular tube (see the left-right direction) intersects the predetermined direction when a collision load is applied to the tip of the circular tube (pipe 9) (see the left-right direction). The pipe 9) is provided with bending restraining means (see the rib portion 20) for restraining the base end portion from bending (see FIGS. 1, 2, and 8).

  According to this configuration, when the function of the collision energy absorbing member (crush can 7) is realized by crushing a plurality of circular pipes (pipe 9) excellent in mass efficiency, the base end portion of the circular pipe (pipe 9) is in a predetermined direction. Bending restraining means (rib portion 20) that prevents bending in the direction intersecting (right and left) is provided, preventing collapse at the root of the circular tube, and stable to each circular tube (pipe 9) Axial compressive deformation can be caused, and as a result, a sufficient amount of collision energy absorption can be ensured.

  The above-described collision energy absorbing member (refer to the crash can 7) needs to be subjected to load input in order from the tip in order to cause regular deformation in order from the tip. The mechanism of regular deformation that “load is input in order from the tip” collapses. In this regard, according to the above configuration, since the bending of the circular tube base is prevented by the bending restraining means (see the rib portion 20), the mechanism of regular deformation of “load input in order from the tip” is maintained and secured. can do.

  The plurality of circular pipes (pipes 9) are each provided with two peripheral pipes (peripheral pipes 9B, 9C, 9B, 9C, 9D and 9E) are arranged, and the central pipe (central pipe 9A) and the two peripheral pipes (peripheral pipes 9B, 9C, 9D and 9E) each have a confined space 10 or 10 therebetween. As shown in FIG. 8, the circular pipes 9 </ b> A to 9 </ b> E are integrally formed by being connected by plate-like short-circuit connecting portions 11 to 16 that are continuous in the axial direction of the circular pipes 9 </ b> A to 9 </ b> E. .

  According to this configuration, the collapse of one circular pipe (pipe 9) in the axial compression direction pushes or pulls the two surrounding circular pipes 9 and 9 through the short-circuit connecting portions 11 to 16 with respect to the closed cross-sectional direction. As a result, the aggregate of a plurality of circular tubes 9 is regularly deformed (plastically deformed) so that each of them has a substantially equilateral triangular closed section, and energy absorption can be performed with high mass efficiency. it can.

Further, the bending restraining means includes a rib portion 20 formed in the axial direction on the outer peripheral portion of each of the peripheral pipes (peripheral pipes 9B to 9E) so as to correspond to the four corners of a plurality of circular pipe (pipe 9) aggregates. It is.
According to this structure, the fall prevention function of the root part of the circular pipe (pipe 9) can be realized with a minimum additional structure for forming the rib part 20.

Instead of the configuration shown in FIG. 8, the structure shown in FIG. 12 may be adopted.
That is, in the structure shown in FIG. 8, a total of six rib portions 20 are horizontally attached to the outer periphery of each of the pipes 9A to 9E, but in this embodiment shown in FIG. Two rib portions 20 and 20 are bonded and fixed to one pipe 9 so that each rib portion 20 is located radially outward from the peripheral pipes 9B to 9E, while the central pipe 9A is implemented as shown in FIG. As in the example, two rib portions 20, 20 extending in the horizontal direction from the outer peripheral portion of the central pipe 9 A are attached, and a total of ten rib portions 20... Are provided along the axial direction of the pipe 9 as a whole. It is.

  Even if configured in this way, the same operations and effects as in the previous embodiment (see FIG. 8) can be obtained. Therefore, in FIG. Is omitted.

Moreover, it may replace with the structure shown in FIG. 2, FIG. 8, and may employ | adopt the structure shown in FIG. 13, FIG. 14 (however, FIG. 14 is the EE arrow sectional drawing of FIG. 13).
That is, the rib portion 20 shown in FIGS. 2 and 8 is configured to be bonded and fixed separately from the pipe 9, but in this embodiment shown in FIGS. 13 and 14, the hot extrusion of the pipe 9 is performed. Later, partial processing is performed on the proximal end side of the pipe 9 to form a rib portion 20 integral with the pipe 9.

The arrangement of the rib portions 20 is the same as that of FIG. 12, and two ribs per one pipe 9 so that each rib portion 20 is located radially outward from the peripheral pipes 9B to 9E located at the four corners of the collecting pipe body. On the other hand, in the central pipe 9A, two rib portions 20 and 20 extending from the outer peripheral portion of the central pipe 9A to the left and right in the horizontal direction are integrally formed. Ribs 20 are provided along the axial direction of the pipe 9.
With such a configuration, although partial machining is required, it is possible to ensure the function of preventing the root portion of the pipe 9 from collapsing with a minimum additional configuration while reducing the number of parts.

  In the embodiment shown in FIG. 13 and FIG. 14, the other configurations, operations, and effects are the same as those in the previous embodiment. Therefore, in FIG. 13 and FIG. The detailed description is omitted.

  15 and 16 (however, FIG. 16 is a cross-sectional view taken along the line GG in FIG. 15) show another embodiment of the collision energy absorbing member. In this embodiment, the upper portion is located above the central pipe 9A. The two peripheral pipes 9B, 9C and the two peripheral pipes 9D, 9E located below are joined in the predetermined direction (vertical direction) in the vicinity of the joint to the set plate 6 (see the previous figure) as the mounting surface. The outwardly extending portions 30, 30 extending in the vehicle width direction are integrally formed in the direction (left and right direction), and each of the outwardly extending portions 30.

In this case, after the crush can 7 composed of a total of five pipes 9 is hot-extruded, the base portions of the peripheral pipes 9B to 9E are expanded to form the above-described outer spread portions 30.
Further, the outer spreading portion 30 may be a perfect circular cylindrical section as shown in FIG. 16, or may be an elliptic cylindrical section as shown in FIG.

  As described above, in the embodiment shown in FIGS. 15 to 17, the bending restraining means is provided outside the vicinity of the joint portion with respect to the mounting surface portion (see the set plate 6) of each peripheral pipe (see the peripheral pipes 9 </ b> B to 9 </ b> E). Since it is a spread pipe (see the outer spread section 30), it is possible to realize the function of preventing the collapse of the root portion of the circular pipe (pipe 9) with a minimum additional configuration for forming the outer spread pipe (see the outer spread section 30). it can.

  Also in the embodiment shown in FIGS. 15 to 17, the other configurations, operations, and effects are the same as those in the previous embodiment. Therefore, in FIGS. A detailed description thereof will be omitted.

  18 and 19 (however, FIG. 19 is a cross-sectional view taken along line JJ in FIG. 18) show still another embodiment of the collision energy absorbing member. In this embodiment, the center pipe 9A is spaced upward. Corresponding to the four corners of the collective pipe body in the vicinity of the joint to the set plate 6 (see the previous figure) as the mounting surface of the two peripheral pipes 9B and 9C located below and the two peripheral pipes 9D and 9E located below In addition, the bent portions 40 extending in the four corner outward directions extending in the vehicle width direction are integrally formed in a direction intersecting the predetermined direction (vertical direction) (left and right direction), and each of the bent portions 40. It is a thing.

  In this case, after the crush can 7 consisting of a total of five pipes 9 is hot-extruded, first, the short-circuit connecting portions 11 to 16 from the base end portion of the pipe 9 to the front of a predetermined distance are removed or cut, and then When the peripheral pipes 9B to 9E are bent in the four corner outward directions (left and right directions), the above-described bent portion 40 can be formed.

As described above, in the embodiment shown in FIGS. 18 and 19, the bending restraining means has four corners in the vicinity of the joint portion with respect to the mounting surface portion (see the set plate 6) of each peripheral pipe (see the peripheral pipes 9B to 9E). It is the bending part 40 of an outward direction.
According to this structure, the fall prevention function of the root part of the circular pipe (pipe 9) can be realized with a minimum additional structure for forming the bent portions 40 in the four corner outward directions.

  In the embodiment shown in FIGS. 18 and 19, other configurations, operations, and effects are almost the same as those in the previous embodiment. Therefore, in FIGS. Reference numerals are assigned and detailed description thereof is omitted.

20 and 21 (however, FIG. 21 is a cross-sectional view taken along line KK in FIG. 20) show still another embodiment of the collision energy absorbing member. In this embodiment, at least a total of four peripheral pipes 9B. The filling members 50 are fitted and joined (adhered and fixed) in the vicinity of the joint portion with respect to the set plate 6 as a mounting surface portion of .about.9E, and each of the filling members 50 constitutes a bending restraining means.
In this embodiment, not only the peripheral pipes 9B to 9E but also the vicinity of the joint portion of the central pipe 9A to the set plate 6 is fitted and joined (adhered and fixed).

Here, the filling member 50 is preferably made of the same material as the pipe 9. Further, if the length L2 (so-called height) of the stuffing member 50 in the vehicle front-rear direction is too short, the collapse prevention function is reduced. Therefore, it is desirable that the length is slightly longer than half of one pitch shown in FIG.
Furthermore, in FIG. 20 and FIG. 21, a cylindrical member is illustrated as the stuffing member 50, but this may be a cylindrical stuffing that is in close contact with the inner periphery of each pipe 9.

In this way, in the embodiment shown in FIGS. 20 and 21, the bending restraining means is located in the vicinity of the joint portion with respect to the mounting surface portion (see the set plate 6) of each peripheral pipe (see the peripheral pipes 9B to 9E). It is the filling member 50 to be fitted.
According to this structure, the fall prevention function of the root part of the circular pipe (pipe 9) can be realized with a minimum additional structure in which the filling member 50 is fitted in the peripheral pipe (peripheral pipes 9B to 9E).

  20 and 21 are the same as those of the previous embodiment in the other configurations, operations, and effects. Therefore, the same reference numerals in FIG. 20 and FIG. The detailed description is omitted.

22 and 23 show still another embodiment of the collision energy absorbing member. In this embodiment, the set plate 6 as the mounting surface portion has a shape that matches the outer periphery of all the pipes 9 and follows the same shape. A bank 60 as a bank portion into which the outer peripheral portion of each pipe 9 is fitted is integrally formed, and the bank 60 constitutes a bending restraining means.
In this case, when the crush can 7 is constituted by hot extrusion molding of aluminum or aluminum alloy, the crush can 7 after molding, the set plate 6 and the bank 60 can be integrated by a cast-in using a molten aluminum. it can.

Further, in this embodiment, the banks 60 fit the pipes 9A to 9E outside the respective short-circuit connecting portions 11 to 16 in close contact.
Furthermore, if the length L3 (so-called height) of the bank 60 in the vehicle front-rear direction is too short, the collapse prevention function is reduced, and if it is too long, the collapse deformation range of the pipe 9 is reduced and energy absorption efficiency is lowered. Therefore, it is desirable that the length is slightly longer than half of one pitch shown in FIG.

  In addition, the wall thickness t2 of the bank 60 surrounding the peripheral pipes 9B to 9E from the left and right is sufficiently larger than the wall thickness t1 of the bank 60 surrounding the peripheral pipes 9B to 9E from above and below, as shown in FIG. It is set (t2> t1), thereby preventing the crash can 7 from falling from its root portion.

Thus, in the embodiment shown in FIGS. 22 and 23, the bending restraining means has a shape that matches the outer periphery of the all-round pipe (pipe 9), and the outer periphery of the circular pipe along the same shape. Is a bank portion (see bank 60) formed on the mounting surface portion (set plate 6).
According to this structure, the fall prevention function of a circular pipe root part is realizable by the minimum additional structure which provides the bank part (refer bank 60) along the outer shape of a circular pipe aggregate.

  In the embodiments shown in FIGS. 22 and 23, other configurations, operations, and effects are almost the same as those in the previous embodiment. Therefore, in FIGS. The detailed description is omitted. In the first to fifth embodiments, the crush can 7 is illustrated in which the pipes 9A to 9E are connected by the short-circuit connecting portions 11 to 16 as shown in the figure, but this embodiment is replaced with the short-circuit connecting portions 11 to 16. As shown in FIG. 24, the present invention can also be applied to the crash can 7 having continuous portions 31 to 36 continuous in the axial direction of the pipe 9 in the vicinity of the pipes 9A to 9E. Can be formed by laser welding or the like.

In the correspondence between the configuration of the present invention and the above-described embodiment,
The collision energy absorbing member of the present invention corresponds to the crash can 7 of the embodiment,
Similarly,
The circular pipe corresponds to the pipe 9,
The mounting surface corresponds to the set plate 6
The central pipe corresponds to the central pipe 9A,
The peripheral pipes correspond to the peripheral pipes 9B-9E,
The outward expansion tube corresponds to the outward expansion portion 30,
Bending in the four corner outward directions corresponds to the bent portion 40,
The bank corresponds to bank 60,
The present invention is not limited to the configuration of the above-described embodiment.
In addition, the material which forms the pipe 9 is not limited to Al or Al alloy, You may use steel materials. In particular, steel is effective in the embodiment of FIG.

The top view which shows the vehicle body front part structure which uses the collision energy absorption member of this invention as a crash can Crash can perspective view Crash can front view The schematic diagram which showed the deformation | transformation state of the cross-sectional shape at the time of buckling deformation of a pipe, (a) is a side view and AA sectional drawing of the pipe before buckling deformation, (b) is the pipe after buckling deformation Side view, BB sectional view, CC sectional view. The figure which added the deformation model of the triangle which appoints the right side to the front view of the crash can The figure which added the deformation model of the triangle which appoints the left side to the front view of the crash can Explanatory drawing showing the deformation state of the crash can in time series 2 is a cross-sectional view taken along line D-D in FIG. Plan view of the crash can used in the collision experiment Plan view showing the initial state of the collision Plan view showing the state of the end of the collision Sectional drawing which shows the other Example of a rib part Perspective view showing another embodiment of the crash can EE cross-sectional view of FIG. Perspective view showing still another embodiment of the crash can 15 is a cross-sectional view taken along line GG in FIG. Front view showing another embodiment of the outward spreading portion Perspective view showing still another embodiment of the crash can 18 is a sectional view taken along line JJ in FIG. Perspective view showing still another embodiment of the crash can 20 is a sectional view taken along line KK in FIG. An exploded perspective view showing still another embodiment of the crash can Cross-sectional view of a state where a circular tube assembly is fitted inside a bank Schematic front view showing another embodiment of the circular tube assembly Plan view of a comparative crash can used in a collision experiment Plan view showing the initial state of the collision Plan view showing the state of the end of the collision

Explanation of symbols

6 ... Set plate (mounting surface)
7. Crash can (collision energy absorbing member)
9 ... pipe
9A ... Central pipe (central pipe)
9B-9E ... Peripheral pipe (peripheral pipe)
DESCRIPTION OF SYMBOLS 10 ... Constriction space 11-16 ... Short-circuit connection part 20 ... Rib part (bending suppression means)
30 ... Outward spreading part (bending suppression means)
40. Bending part (bending suppression means)
50 ... Stuffing member (bending suppression means)
60 ... Bank (bending prevention means)

Claims (7)

A collision energy absorbing member that is attached to the front end or the rear end of a vehicle body and is formed by bundling a plurality of circular tubes,
The plurality of circular tubes are arranged long in a predetermined direction adjacent to each other in a vehicle front view,
Bending in the vicinity of the joint between the base end portion of the circular tube and its mounting surface portion to prevent the base end portion of the circular tube from bending in a direction intersecting the predetermined direction when a collision load is input to the tip portion of the circular tube. A collision energy absorbing member provided with a suppression means. The plurality of circular pipes are configured by arranging two peripheral pipes having substantially the same diameter on the upper and lower sides in a predetermined direction of the central pipe located at the center,
The central pipe and each of the two peripheral pipes are connected together by a plate-like short-circuit connecting portion that is continuous in the axial direction of the circular pipe in the vicinity of each circular pipe so as to form a confined space therebetween. The collision energy absorbing member according to claim 1 formed. 3. The collision energy absorbing member according to claim 1, wherein the bending restraining means is a rib portion formed in an axial direction on an outer peripheral portion of each peripheral tube so as to correspond to four corners of a plurality of circular tube assemblies. The collision energy absorbing member according to claim 1 or 2, wherein the bending restraining means is an outwardly expanding pipe in the vicinity of a joint portion with respect to a mounting surface portion of each peripheral pipe. The collision energy absorbing member according to claim 1 or 2, wherein the bending restraining means is a bending in an outward direction of four corners in the vicinity of a joint portion with respect to a mounting surface portion of each peripheral pipe. The collision energy absorbing member according to claim 1 or 2, wherein the bending suppressing means is a stuffing member fitted in the vicinity of a joint portion with respect to a mounting surface portion of each peripheral pipe. The said bending suppression means is a bank part formed in the said attachment surface part which has a shape corresponding to the outer periphery of the said all circular pipe, and internally fits a circular tube outer peripheral part along the same shape. Collision energy absorbing member.

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