JP2016088451A - Vehicle shock absorption structure - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a crash box capable of maintaining a stable joint state irrespective of the direction of a shock load.SOLUTION: A crash box 10 is formed by joining flange parts 34A and 36A of an upper member 16 and a lower member 18 to flange parts 34B and 36B, respectively. The flange part 34A is provided with a joint surface 46A constituted by a first flat surface 48A extending in the vehicle width direction and a second flat surface 50A inclined inward and downward in the vehicle width direction from an inner end portion of the first flat surface 48A in the vehicle width direction. Therefore, when a shock load is applied to the crash box 10 from the direction perpendicular to the first flat surface 48A, only a delamination load component fv is applied between the first flat surface 48A and adhesive A. At this time, a load component (shear load component fh) in parallel to the second flat surface 50A is applied between the second flat surface 50A and the adhesive A, so that a joint strength between the joint surfaces 46A and 46B improves.SELECTED DRAWING: Figure 4

Description

  The present invention relates to a shock absorbing structure for an automobile.

  In recent years, fiber reinforced resin (CFRP) has begun to be used for various parts of vehicles in order to reduce vehicle weight. For example, it is disposed between a bumper reinforcement extending in the vehicle width direction at the vehicle front end portion and a side member extending in the vehicle front-rear direction at the vehicle side portion, and is impacted by compressive deformation when an impact load is input. It is also applied to the shock absorbing structure of an automobile that absorbs a load.

  The shock absorbing structure of an automobile is formed as, for example, a cylindrical body having a closed cross section by joining flange portions formed at both ends of a hat-shaped member. When the shock absorbing structure of an automobile is formed of CFRP, the flange portions are joined with an adhesive.

  By the way, the input direction of the load with respect to the shock absorbing structure of the automobile is various, and the joint surface must maintain the joint state with respect to the load acting from the various directions.

  Reinforcement that extends in the longitudinal direction of the car body on the outer surface of a rectangular tube-shaped body part of a bumper beam extension (equivalent to the shock absorbing structure of an automobile) is to effectively absorb the impact load input from various directions. There has been proposed a structure in which a rib is formed and a reinforcing rib inclined obliquely with respect to the longitudinal direction of the vehicle body is formed on the inner surface (see, for example, Patent Document 1).

International Publication No. 2014/106924 Pamphlet

  However, even in the bumper beam extension described in Patent Document 1, the joint surface of the flange portion that joins the members having the hat shape in cross section is formed as a flat surface. Therefore, when a load is input to the bumper beam extension from a direction perpendicular to the joint surface, only a peeling load component (a load component in a direction perpendicular to the joint surface) acts between the joint surface and the adhesive layer. In general, the bonding strength between the bonding surface and the adhesive is relatively weak with respect to a load acting in a direction perpendicular to the bonding surface, and relatively with respect to a load acting in a direction parallel to the bonding surface. strong. Therefore, in this case, the bonding strength between the flange portions may be reduced. That is, there is room for improvement in the joint strength between the flange portions depending on the direction of the impact load.

  In view of the above facts, an object of the present invention is to provide an automobile impact absorbing structure capable of maintaining a stable joined state regardless of the direction of the impact load.

  The automobile impact absorbing structure according to claim 1 is formed on a plurality of main body portions, flange portions formed at end portions of the main body portions, and opposing surfaces of the flange portions, respectively. Two or more continuous planes, one or more curved surfaces, or a joint surface composed of a combination of a plane and a curved surface, and a structural member in which the plurality of main body portions are integrated by joining the joint surfaces. .

  This automobile shock absorbing structure is a structural member in which a plurality of main body portions are integrated by joining the joint surfaces of flange portions formed at the ends of the plurality of main body portions. The joint surface is formed of two or more continuous planes, one or more curved surfaces, or a combination of a plane and a curved surface. Therefore, for example, when the joint surface is formed of two continuous planes, that is, two planes that are not parallel, when an impact load is applied to the structural member from a direction perpendicular to the one plane, the one plane and the adhesive Only the peeling load component (load component perpendicular to one plane) acts in between. However, an impact load is applied from a direction that is not perpendicular to another plane that is not parallel to one plane. That is, not only the peeling load component but also the shear load component (the load component parallel to the other plane) acts between the other plane and the adhesive. In this way, even when only the peeling load component acts between one plane and the adhesive, the shear load component acts between the other plane and the adhesive, thus improving the bonding strength of the entire bonding surface. To do. The same applies when the joint surface of the flange portion is formed of a curved surface or a combination of a curved surface and a flat surface.

  According to a second aspect of the present invention, there is provided the shock absorbing structure for an automobile according to the first aspect, wherein the structural member has a closed cross section.

  In this automobile impact absorbing structure, since the structural member has a closed cross section, an impact load from the axial direction of the closed cross section can be received evenly. Therefore, the shock absorption of the shock absorbing structure of the automobile is improved.

  According to a third aspect of the present invention, there is provided the shock absorbing structure for an automobile according to the first or second aspect, wherein a concave portion is locally formed on one of the joint surfaces, and the concave portion is formed on the other joint surface. The convex part which opposes is formed locally, the said convex part approachs into the said recessed part, and said one joining surface and said other joining surface are joined.

  In this automobile impact absorbing structure, a concave portion is locally formed on one joint surface, and a convex portion is locally formed on the other joint surface. Since the convex portions of one joint surface enter the concave portions of the other joint surface to join the joint surfaces, the joint strength between the joint surfaces is further improved.

  According to a fourth aspect of the present invention, there is provided the shock absorbing structure for an automobile according to any one of the first to third aspects, wherein when the joint surface is formed of three or more planes, all the planes are formed. They are not parallel to each other.

  In this automobile impact absorbing structure, all of the three or more planes formed on the joint surface are not parallel to each other. Here, when an impact load acts on the structural member from a direction perpendicular to one of the three or more planes formed on the joint surface, only the peeling load component acts between the one plane and the adhesive. At this time, not only the peeling load component but also a shear load component (a load component parallel to the other plane) acts between the other two or more planes and the adhesive. Thus, even when only the peeling load component acts between a certain plane and the adhesive, the shear load component acts between the other two or more planes and the adhesive. As a result, the bonding strength of the entire bonding surface is improved as compared with the case where the bonding surface is formed by one plane. In particular, since the joint surfaces are formed from three or more planes that are not all parallel, it is possible to secure a higher joint strength against loads input from various directions.

  According to a fifth aspect of the present invention, in the automobile impact absorbing structure according to the first aspect, the joint surface includes two planes orthogonal to each other.

  This automobile shock absorbing structure includes two planes in which the joint surfaces of the flange portions are orthogonal to each other. Therefore, when an impact load is input to the structural member from a direction perpendicular to one plane orthogonal to each other of the joint surfaces, the load acts from the direction parallel to the other plane orthogonal to the joint surfaces. That is, when only the peel load component acts between one flat surface of the joint surface and the adhesive, only the shear load component acts between the other flat surface of the joint surface and the adhesive, and the peel load component acts. do not do. In this way, when only the peeling load component that easily causes separation between one plane of the joint surface and the adhesive acts, only the shear load component that does not easily cause separation between the other plane of the joint surface and the adhesive. Will act. Therefore, the bonding strength of the entire bonding surface can be further improved as compared with the case where the bonding surface is formed by one plane.

  The shock absorbing structure for an automobile according to the invention of claim 6 is the invention according to any one of claims 1 to 5, wherein the structural member is molded from a resin.

  In this automobile impact absorbing structure, since the structural member is molded from resin, it is common to form the structural member by integrating the main body portions by joining the joining surfaces of the flange portions. Therefore, as described above, if the joint surfaces are formed by two non-parallel planes, one or more curved surfaces, or a combination of a plane and a curved surface, the joint strength between the joint surfaces can be improved.

  Since the shock absorbing structure for an automobile according to the first aspect of the present invention is configured as described above, a stable joint state can be maintained regardless of the input direction of the shock load.

  Since the shock absorbing structure for an automobile according to the second aspect has the above-described configuration, the shock absorbing property of the structural member is improved.

  Since the shock absorbing structure for an automobile according to the third aspect of the present invention has the above-described configuration, a more stable joined state can be maintained regardless of the input direction of the shock load.

  Since the shock absorbing structure for an automobile according to the fourth aspect of the present invention has the above-described configuration, it is possible to secure a more stable joint strength with respect to load input from various directions.

  Since the shock absorbing structure for an automobile according to the fifth aspect of the present invention has the above-described configuration, it is possible to sufficiently secure the bonding strength particularly when only the peeling load component acts on one plane constituting the bonding surface. it can.

  Since the shock absorbing structure for an automobile according to the sixth aspect of the present invention has the above-described configuration, it is possible to ensure stable joint strength against load input from various directions while achieving weight reduction.

1 is a perspective view showing a schematic configuration of a vehicle front structure including a crash box to which an automobile impact absorbing structure according to a first embodiment of the present invention is applied. It is a perspective view of the crush box concerning a 1st embodiment of the present invention. FIG. 3 is a sectional view taken along line 3-3 in FIG. 2. It is an expanded sectional view of the flange part of FIG. It is an expanded sectional view of the flange part of the crash box to which the shock absorbing structure for automobiles according to the second embodiment of the present invention is applied. It is an expanded sectional view of the flange part of the crash box to which the shock absorbing structure for automobiles according to the third embodiment of the present invention is applied. It is an expanded sectional view of the flange part of the crash box to which the shock absorbing structure for automobiles according to the fourth embodiment of the present invention is applied. It is an expanded sectional view of the flange part of the crash box to which the shock absorbing structure for automobiles according to the fifth embodiment of the present invention is applied. It is an expanded sectional view of the flange part of the crash box to which the shock absorption structure for automobiles according to the sixth embodiment of the present invention is applied. It is an expanded sectional view of the flange part of the crash box to which the shock absorption structure for automobiles according to the seventh embodiment of the present invention is applied. It is sectional drawing of the crash box to which the shock absorption structure of the motor vehicle based on the other example of this invention was applied. It is sectional drawing of the crash box to which the shock absorption structure of the motor vehicle based on the other example of this invention was applied. It is sectional drawing of the crash box to which the shock absorption structure of the motor vehicle based on the other example of this invention was applied. It is sectional drawing of the crash box to which the shock absorption structure of the motor vehicle based on the other example of this invention was applied. It is sectional drawing of the crash box to which the shock absorption structure of the motor vehicle based on the other example of this invention was applied. It is sectional drawing of the crash box to which the shock absorption structure of the motor vehicle based on the other example of this invention was applied.

  A crash box to which an automobile impact absorbing structure according to a first embodiment of the present invention is applied will be described with reference to FIGS. Hereinafter, in each drawing, the vehicle upper direction is indicated by an arrow UP, the vehicle width direction is indicated by an arrow W, and the vehicle front direction is indicated by an arrow FR.

  As shown in FIG. 1, the crash box 10 includes a long front bumper reinforcement (hereinafter simply referred to as “bumper reinforcement”) 12 that extends in the vehicle width direction at the front end portion of the vehicle, and both sides of the front portion of the vehicle. It is arrange | positioned between the elongate front side member 14 extended in a vehicle front-back direction in a part.

  Specifically, it is attached between the rear wall 12 </ b> R of the bumper reinforcement 12 and the front flange 14 </ b> F of the front side member 14.

  The crash box 10 is made of fiber reinforced resin (FRP, for example, carbon fiber reinforced resin (CFRP)). The fiber reinforced resin material is a composite material in which fibers (reinforced fibers) are hardened with a resin. As shown in FIG. 2, the crash box 10 is integrated by joining an upper member 16 and a lower member 18 that are substantially vertically symmetrical.

  As shown in FIG. 2, the upper member 16 has a main body portion 20A extending in the axial direction and an attachment for mounting the bumper reinforcement 12 formed on the vehicle front end portion (hereinafter referred to as “front end”) of the main body portion 20A. A portion 22A and a mounting portion 24A for mounting the front side member 14 formed at the vehicle rear end portion (hereinafter referred to as “rear end”) of the main body portion 20A are provided.

  As shown in FIG. 3, the upper member 16 is formed in a cross-sectional hat shape in a cross section in the vehicle width direction perpendicular to the vehicle front-rear (axial) direction. That is, the upper member 16 includes a top wall 28A, a pair of side walls 30A and 32A that incline downward in the vehicle width direction from both ends of the top wall 28A in the vehicle width direction, and an outer side in the vehicle width direction from the ends of the side walls 30A and 32A. And a pair of flange portions 34A, 36A. The main body 20A includes a top wall 28A and side walls 30A and 32A.

  These top wall 28A, side walls 30A and 32A, and flange portions 34A and 36A each extend in the vehicle front-rear (axial) direction.

  On the top wall 28A, a rib 38A extending in the vehicle front-rear direction is formed on the outer surface, and a rib 40A extending in the vehicle front-rear direction is formed on the inner surface.

  Ribs 42A and 44A extending in the vehicle front-rear direction are also formed on the outer surfaces of the side walls 30A and 32A.

  As shown in FIG. 4, the flange portion 34 </ b> A serves as a joint surface 46 </ b> A for joining a flange portion 34 </ b> B of the lower member 18 described later. A first flat surface 48A extending in the vehicle width direction is formed on the joint surface 46A from the outer end in the vehicle width direction of the flange portion 34A to the vicinity of the inner end in the vehicle width direction. Further, the joining surface 46A is a second plane inclined at a predetermined angle with respect to the vehicle width direction (first plane 48A) from the vehicle width direction inner end of the first plane 48A to the vehicle width direction inner end of the flange portion 34A. 50A is formed.

  Since the flange portion 36A is substantially the same configuration as the flange portion 34A, the detailed description thereof is omitted except for the difference from the flange portion 34A (see FIG. 3).

  By the way, as shown in FIG. 4, the flange portion 34B of the lower member 18 has substantially the same configuration as the flange portion of the upper member 16, but the second plane 50B is parallel to the second plane 50A. It is formed so as to be inclined downward toward the inner end of the portion 34B in the vehicle width direction.

  Adhesive A is applied along the joint surfaces 46A and 46B between the joint surfaces 46A and 46B of the flange portions 34A and 34B formed in this way, and the flange portion 34A and the flange portion 34B are joined to each other. The member 16 and the lower member 18 are integrated.

  The joining surfaces 46A and 46B will be described more precisely. As shown in FIG. 4, the inner ends of the second planes 50A and 50B in the vehicle width direction have curved surfaces that are close to each other. It forms so that it may contact | abut in a direction inner side edge part. That is, in the cross section in the vehicle width direction, the joint surfaces 46A and 46B are formed so as to make point contact at the contact point P of the inner end portion in the vehicle width direction. By forming in this way, the adhesive A is prevented from leaking into the closed cross section from the inner end in the vehicle width direction when the flange portions 34A and 34B are joined.

  As shown in FIG. 3, the flange portions 36A and 36B are formed so that the second flat surfaces 50A and 50B are inclined upward toward the inner end portions of the flange portions 36A and 36B, opposite to the flange portions 34A and 34B. Has been.

  As shown in FIG. 2, an attachment portion 22A is formed continuously at the front end of the main body portion 20A. The mounting portion 22A includes a vertical wall portion 52A extending in the vehicle upward direction from the front end of the main body portion 20A, and a mounting flange 54A extending in the vehicle front direction from the upper end of the vertical wall portion 52A.

  As shown in FIG. 2, the vertical wall portion 52A protrudes outward from the front end portion of the top wall 28A and the pair of left and right side walls 30A, 32A (on the opposite side to the axial center side of the main body portion 20A), and is substantially in front view. It is formed in an inverted U shape. The lower end of the vertical wall portion 52A is continuous with the front ends of the flange portions 34A and 36A. The vertical wall portion 52A is formed with bolt insertion holes 56A on the upper and lower sides of both sides thereof. And the vertical wall part 52A comprises the front wall with the vertical wall part 52B of the lower member 18 of the same structure, and is fastened by the volt | bolt to the rear wall 12R of the bumper reinforcement 12 shown by FIG.

  As shown in FIG. 2, a mounting flange 54A extends forward from the upper end of the vertical wall 52A. As shown in FIG. 1, the attachment flange 54 </ b> A is joined to the upper wall 12 </ b> U of the bumper reinforcement 12 by, for example, adhesion. Although not shown, the attachment flange 54B of the lower member 18 shown in FIG. 2 is joined to the lower wall 12D of the bumper reinforcement 12 shown in FIG.

  As shown in FIG. 2, a mounting portion 24A is continuously formed on the vehicle rear side of the main body portion 20A. The mounting portion 24A includes a vertical wall portion 58A that extends in the vehicle upward direction from the rear end of the main body portion 20A.

  The mounting portion 24A projects from the rear end portion of the top wall 28A and the pair of left and right side walls 30A, 32A to the outside of the main body portion 20A (on the side opposite to the axial center side of the main body portion 20A), and is substantially inverted U-shaped in front view. It is formed in a shape. The lower end of the mounting portion 24A (vertical wall) is continuous with the rear ends of the flange portions 34A and 36A. The mounting portion 24A has a pair of left and right bolt insertion holes 60A at its upper end. And the attachment part comprised by attachment part 24A and the attachment part 24B of the lower member 18 is fastened with the volt | bolt to the front flange 14F of the front side member 14 shown by FIG.

  Since the lower member 18 has substantially the same configuration as that of the upper member 16, the same reference number is assigned to the same reference numeral and the description thereof is omitted.

  The operation of the crash box 10 configured as described above will be described. Hereinafter, although it demonstrates between flange part 34A, 34B, the effect | action between flange part 36A, 36B is also the same.

  A load at the time of towing the vehicle, a collision load, and the like act on the crash box 10 from various directions. At this time, loads may be applied to the joint surfaces 46A and 46B formed by the flange portions 34A and 34B and the flange portions 36A and 36B of the crash box 10 from various directions.

  For example, as shown in FIG. 4, an impact load F may act in the vehicle vertical direction. In this case, for example, the impact load F acts in a direction in which the first plane 48A of the flange portion 34A and the first plane 48B of the flange portion 34B are separated in a direction perpendicular to the first plane 48A of the flange portion 34A. As a result, only the peeling load component (load component perpendicular to the first plane 48A) fv acts between the first plane 48A of the flange portion 34A and the adhesive A, and the bonding strength of the bonding surfaces 46A and 46B may be reduced. There is.

  However, a second plane 50A that is inclined at a predetermined angle with respect to the first plane 48A (vehicle width direction) in the cross section in the vehicle width direction is formed on the joint surface 46A. As a result, the impact load F does not act perpendicularly to the second plane 50A. Therefore, not only the peeling load component fv perpendicular to the second plane 50A but also the shear load component fh parallel to the second plane 50A acts between the second plane 50A and the adhesive A. That is, even when only the peeling load component acts between the first plane 48A and the adhesive A, the shear load component fh acts between the second plane 50A and the adhesive A. As a result, the bonding strength of the bonding surfaces 46A and 46B with respect to the impact load is improved as compared with the case where the bonding surfaces 46A and 46B are formed as a single plane. That is, the crash box 10 can maintain a stable joint state of the joint surfaces 46A and 46B even if an impact load is input from various directions.

  On the other hand, if the joint strength is the same as when the joint surface is formed as a single plane, the areas of the joint surfaces 46A and 46B can be reduced, and the crash box 10 can be reduced in size and weight.

  Further, if the width in the vehicle width direction of the flange portion 34A is the same, the area of the joint surface 46A can be increased as compared with the case where the joint surface is formed in one plane extending in the vehicle width direction. Bonding strength can be improved.

  In this embodiment, only the peeling load component and the shear load component acting between the joint surface 46A and the adhesive A have been described, but the peeling load component acting between the joint surface 46B and the adhesive A The same applies to the bonding load component. The same applies to the following embodiments.

[Second Embodiment]

  Next, a crash box to which an automobile impact absorbing structure according to a second embodiment of the present invention is applied will be described. In addition, about the component similar to 1st Embodiment, the same referential mark is attached | subjected and the detailed description is abbreviate | omitted. Further, since the only difference from the crash box 10 of the first embodiment is the flange portion (joint surface), only the relevant portion will be described. Only the flange portions 34A and 34B will be described, but the same applies to the flange portions 36A and 36B.

  As shown in FIG. 5, the crash box 61 includes, on the joint surface 46A of the flange portion 34A of the upper member 16, a first plane 48A extending from the vehicle width direction inner end of the flange portion 34A to the vehicle width direction outer side, A third plane 62A that is inclined from the vehicle width direction outer side end portion of the first plane 48A to the vehicle width direction outer side upper side. Similarly, the flange portion 34B of the lower member 18 also has a first plane 48B extending in the vehicle width direction inwardly in the vehicle width direction, and a third slope inclined outwardly in the vehicle width direction from the vehicle width direction outer end portion of the first plane 48B. A flat surface 62B is provided.

  Thus, the crash box 61 is provided with the third plane 62A inclined at a predetermined angle with respect to the first plane 48A extending in the vehicle width direction on the outer side in the vehicle width direction. Therefore, as in the first embodiment, for example, when the impact load F acts on the crash box 61 from the direction perpendicular to the first plane 48A, only the peeling load component fv acts between the first plane 48A and the adhesive A. To do. At this time, not only the peeling load component fv but also the shear load component fh acts between the third plane 62A and the adhesive A that are not parallel to the first plane 48A. That is, even when only the peeling load component acts between the first plane 48A and the adhesive A, the shear load component fh acts between the third plane 62A and the adhesive A. Therefore, the bonding strength of the bonding surfaces 46A and 46B is improved as compared with the case where the bonding surfaces are formed as a single plane. That is, the crash box 10 can maintain a stable joint state of the joint surfaces 46A and 46B even if an impact load is input from various directions.

  In addition, since the flange portions 34A and 34B themselves are formed in a substantially L shape, the cross-sectional length (area) of the third planes 62A and 62B should be large with respect to the width in the vehicle width direction of the flange portions 34A and 34B. Is possible. That is, the areas of the third planes 62A and 62B that are not parallel to the first planes 48A and 48B can be sufficiently ensured, and the joining surface 46A is compared with the case where the joining surfaces 46A and 46B are formed as one plane. , 46B can be further improved.

[Third embodiment]

  Next, a crash box to which an automobile impact absorbing structure according to a third embodiment of the present invention is applied will be described. In addition, about the component similar to 1st Embodiment or 2nd Embodiment, the same referential mark is attached | subjected and the detailed description is abbreviate | omitted. Further, since the only difference from the crash box 10 of the first embodiment is the flange portion (joint surface), only the relevant portion will be described. Only the flange portions 34A and 34B will be described, but the same applies to the flange portions 36A and 36B.

  As shown in FIG. 6, the crash box 63 includes a first flat surface 48 </ b> A extending in the vehicle direction on the joint surface 46 </ b> A of the flange portion 34 </ b> A of the upper member 16. Further, the joining surface 46A includes a second plane 50A that is inclined inward in the vehicle width direction from the vehicle width direction inner side end of the first plane 48A, and a vehicle width direction outer side from the vehicle width direction outer end of the first plane 48A. A third plane 62A inclined upward. The second plane 50A and the third plane 62A have different inclination angles θ1 and θ2 with respect to the vehicle width direction in the vehicle width direction cross section. That is, the second plane 50A and the third plane 62A are not parallel.

  Therefore, even when a collision load is input to the crash box 10 from various directions, at least two of the first plane 48A, the second plane 50A, and the third plane 62A constituting the joint surface 46A of the flange portion 34A A shear load component fh acts between the adhesives A. Therefore, there is an advantage that the bonding strength of the bonding surfaces 46A and 46B is further improved. That is, the crash box 10 can maintain a more stable joined state of the joint surfaces 46A and 46B even when impact loads are input from various directions.

[Fourth embodiment]

  Next, a crash box to which an automobile impact absorbing structure according to a fourth embodiment of the present invention is applied will be described. In addition, about the component similar to 1st Embodiment-3rd Embodiment, the same referential mark is attached | subjected and the detailed description is abbreviate | omitted. Further, since the only difference from the crash box 10 of the first embodiment is the flange portion (joint surface), only the relevant portion will be described. Only the flange portions 34A and 34B will be described, but the same applies to the flange portions 36A and 36B.

  In the crash box 65, as shown in FIG. 7, the first flat surface 64A in which the joint surface 46A of the flange portion 34A of the upper member 16 is continuously formed from the inner end to the outer end in the vehicle width direction of the flange portion 34A. To the sixth plane 74A. The first plane 64A, the third plane 68A, and the fifth plane 72A are planes extending in the vehicle width direction, and the second plane 66A and the sixth plane 74A are planes inclined outward in the vehicle width direction, The fourth plane 70A is a plane inclined downward in the vehicle width direction outside.

  Thus, in addition to the first plane 64A, the third plane 68A, and the fifth plane 72A extending in the vehicle width direction, the second plane 66A, the sixth plane 74A that are inclined upward in the vehicle width direction, and the vehicle width direction Since the fourth plane 70A is inclined outward and downward, the load between each plane and the adhesive A is applied to the crash box 10 from various directions (acting on the adhesive A between the joint surfaces 46A and 446B). The shear load component fh acting between them can be increased, and the bonding strength of the bonding surfaces 46A and 46B can be further improved as compared to a bonding surface formed as a single plane. That is, the crash box 10 can maintain a more stable joined state of the joint surfaces 46A and 46B even when impact loads are input from various directions.

  Further, in the crash box 65, a recess 76 formed by the second plane 66A, the third plane 68A, and the fourth plane 70A, and a recess 77 formed by the fourth plane 70B, the fifth plane 72B, and the sixth plane 74B are provided. The convex portion 78 formed by the second plane 66B, the third plane 68B, and the fourth plane 70B, and the convex portion 79 formed by the fourth plane 70A, the fifth plane 72A, and the sixth plane 74A are inserted. . Therefore, the bonding strength of the bonding surfaces 46A and 46B is further improved.

  In addition, the inclination angles θ3 and θ4 with respect to the vehicle width direction in the vehicle width direction cross section of the second plane 66A and the sixth plane 74A may be the same (parallel), but if they are different, the crash box 65 is input from various directions. The number of planes on which the shear load component acts between the adhesive A and the impact load F can be increased, and the bonding strength of the bonding surfaces 46A and 46B can be improved.

[Fifth Embodiment]

  Next, a crash box to which an automobile impact absorbing structure according to a fifth embodiment of the present invention is applied will be described. In addition, about the component similar to 1st Embodiment-4th Embodiment, the same referential mark is attached | subjected and the detailed description is abbreviate | omitted. Further, since the only difference from the crash box 10 of the first embodiment is the flange portion (joint surface), only the relevant portion will be described. Only the flange portions 34A and 34B will be described, but the same applies to the flange portions 36A and 36B.

  In the crash box 81, as shown in FIG. 8, the first plane 80A to the eighth plane are configured such that the joining surface 46A repeats the second plane 66A to the fifth plane 72A of the fourth embodiment (see FIG. 7) twice. 94A. Further, the joining surface 46A extends in the vehicle width direction from the vehicle width direction outer end of the ninth plane 96A and the ninth plane 96A inclined from the vehicle width direction outer end of the eighth plane 94A to the vehicle width direction outer side upward. And a tenth plane 98A. The joint surface 46B also includes a first plane 80B to a tenth plane 98B so as to face the first plane 80A to the tenth plane 98A of the joint surface 46A.

  Also in this case, similarly to the fourth embodiment, the shear load component fh acting between each plane and the adhesive A can be increased by loads input from various directions, and the joint surfaces 46A and 46B can be increased. Bonding strength can be increased. That is, the crash box 10 can maintain a more stable joined state of the joint surfaces 46A and 46B even when impact loads are input from various directions.

  Further, in the crash box 81, the first plane with respect to the recesses 83 and 85 formed by the first plane 80A, the second plane 82A, the third plane 84A, the fifth plane 88A, the sixth plane 90A, and the seventh plane 92A. The convex portions 87 and 89 formed by 80B, the second plane 82B, the third plane 84B, the fifth plane 88B, the sixth plane 90B, and the seventh plane 92B are inserted. Further, in the crash box 81, the third plane 84B, the fourth plane 86B, the fifth plane 88B, the seventh plane 92B, the eighth plane 94B, and the recesses 91 and 93 formed by the seventh plane 96B are third planes. 84A, the fourth plane 86A, the fifth plane 88A, the seventh plane 92A, the eighth plane 94A, and the convex portions 95 and 97 formed by the ninth plane 96A are inserted. Therefore, the joint strength between the joint surface 46A and the joint surface 46B is further improved.

[Sixth Embodiment]

  Next, a crash box to which an automobile impact absorbing structure according to a sixth embodiment of the present invention is applied will be described. In addition, about the component similar to 1st Embodiment-5th Embodiment, the same referential mark is attached | subjected and the detailed description is abbreviate | omitted. Further, since the only difference from the crash box 10 of the first embodiment is the flange portion (joint surface), only the relevant portion will be described. Only the flange portions 34A and 34B will be described, but the same applies to the flange portions 36A and 36B.

  As shown in FIG. 9, the crash box 99 includes a first plane 100A, a second plane 102A, a first plane 100A, and a second plane 102A extending in the vehicle width direction on the joint surface 46A of the flange portion 34A. A substantially semicircular first curved surface 104A projecting upward in the vehicle width direction cross section is provided. The first plane 100A and the second plane 102A are formed in parallel.

  At this time, even if an impact load F acts on the joint surface 46A from a direction perpendicular to the first plane 100A, the tangential direction of the first curved surface 104A in the vehicle width direction cross section is between the first curved surface 104A and the adhesive A. Load component (shear load component) fh acts. Since the tangential direction is different at each position of the first curved surface 104A, a shear load component fh acts between the first curved surface 104A and the adhesive A with respect to loads input to the crash box 99 from various directions. . Thus, since the shear load component fh acts between the first curved surface 104A and the adhesive A with respect to the impact load F from various directions, the bonding strength between the bonding surface 46A and the bonding surface 46B is improved. Can be made. That is, the crash box 10 can maintain a more stable joined state of the joint surfaces 46A and 46B even when impact loads are input from various directions.

  The first joint surface 46A is formed with a concave portion 101 that is recessed from the first flat surfaces 100A and 102A to the upper side of the vehicle by the first curved surface 104A. Further, the first joint surface 46B is formed with a convex portion 103 that protrudes upward from the first plane 100B, 102B by the first curved surface 104B. Since the convex portion 103 is caused to enter the concave portion 101 and the joint surfaces 46A and 46B are joined, the joint strength of the joint surfaces 46A and 46B is further improved.

  In the present embodiment, the first plane 100A, the second plane 102A, and the first curved surface 104A are combined. However, the joint surface 46A may be formed only by the first curved surface 104A.

[Seventh embodiment]

  Next, a crash box to which an automobile impact absorbing structure according to a seventh embodiment of the present invention is applied will be described. In addition, about the component similar to 1st Embodiment-6th Embodiment, the same referential mark is attached | subjected and the detailed description is abbreviate | omitted. Further, since the only difference from the crash box 10 of the first embodiment is the flange portion (joint surface), only the relevant portion will be described. Only the flange portions 34A and 34B will be described, but the same applies to the flange portions 36A and 36B.

  As shown in FIG. 10, the crash box 105 has an upper member 16, a vertical wall portion 106 </ b> A that extends vertically downward to the lower end portion of the side wall 30 </ b> A, and an outer side in the vehicle width direction that extends from the lower end of the vertical wall portion 106 </ b> A. A flange portion 34A having a lateral wall portion 107A is formed. On the other hand, a vertical wall 106B extending vertically upward from the upper end of the side wall 30B (not shown in FIG. 10) of the lower member 18 is formed, and a horizontal wall extending outward in the vehicle width direction from the middle of the vertical wall 106B. A flange portion 34B including the portion 107B is formed.

  And the upper member 16 and the lower member 18 are joined by apply | coating the adhesive agent A between the vertical wall parts 106A and 106B of the flange parts 34A and 34B, and between the horizontal wall parts 107A and 107B. Therefore, the joint surface 46A is formed by the first flat surface 108A that is the lower surface of the horizontal wall portion 107A and the second flat surface 110A that is the inner surface of the vertical wall portion 106A. Further, the joint surface 46B is formed by a first flat surface 108B formed from the upper surface of the lateral wall portion 107B and a second flat surface 110B that is an outer surface of the vertical wall portion 106B above the lateral wall portion 107B.

  Thus, the joint surface 46A is formed of the first plane 108A and the second plane 110A that are perpendicular to each other. Therefore, when an impact load F is input to the crash box 105 from a direction perpendicular to the first plane 108A, only the peeling load component fv acts between the first plane 110A and the adhesive A. On the other hand, only the shear load component fh acts between the second plane 110A and the adhesive A (the peel load component does not act). Therefore, the bonding strength between the bonding surface 46A and the bonding surface 46B is further improved as compared with a single bonding surface.

  Next, in a series of embodiments, the crash boxes 10, 61, 63, 65, 81, 99, 105 are formed by joining the upper member 16 and the lower member 18 as shown in FIGS. However, it is not limited to this. The variations of the crash box are shown in (1) to (6) below. In addition, like the present embodiment, the same reference numerals are given to the constituent elements, and detailed description thereof will be omitted. Further, since the joint surfaces of the flange portions (1) to (6) below are the same as the joint surfaces 46A and 46B of the flange portions 34A and 34B of the first embodiment, the joint surfaces are excluded with some exceptions. No reference sign is attached.

(1) As shown in FIG. 11, the crash box 112 is obtained by joining a right member 114 and a left member 116. The right member 114 includes a vertical wall 118A, a first inclined wall 120A that inclines inward in the vehicle width direction from the upper end of the vertical wall 118A, and a horizontal wall 122A that extends inward in the vehicle width direction from the upper end of the first inclined wall 120A. , And a flange portion 124A extending upward from the vehicle width direction inner side end portion of the lateral wall 122A. Further, the right member 114 includes a second inclined wall 126A that is inclined inward in the vehicle width direction from the lower end of the vertical wall 118A, a horizontal wall 128A that extends inward in the vehicle width direction from the lower end of the second inclined wall 126A, and a horizontal wall 128A. And a flange portion 130 </ b> A extending downward from the inner end portion in the vehicle width direction.

  The left member 116 has the same configuration as that of the right member 114, and the same reference numerals as those of the right member 114 are assigned to the same components, and detailed description thereof is omitted. Further, the flange portions 124A, 124B, 130A, and 130B have the same configuration as the flange portions 34A, 34B, 36A, and 36B of the present embodiment.

  The right member 114 and the left member 116 configured as described above are integrated by joining the flange portions 124A and 124B and the flange portions 130A and 130B, respectively, so that the crash box 112 having a closed cross section is formed. .

(2) Also, as shown in FIG. 12, the crash box 132 divides the right member 114 and the left member 116 of FIG. 11 into upper and lower parts respectively, and an upper right member 134, a lower right member 136, an upper left member 138, And a lower left member 140. Flange portions 34A and 36A are provided at the lower ends of the first inclined walls 120A and 120B of the upper right member 134 and the upper left member 138, and flange portions 34B and 36B are provided at the upper ends of the second inclined walls 126A and 126B of the lower right member 136 and the lower left member 140. Is formed.

  The right upper member 134, the lower right member 136, the upper left member 138, and the lower left member 140 configured in this way are the flange portions 34A and 34B, the flange portions 36A and 36B, the flange portions 124A and 124B, and the flange portions 130A and 130B. Are joined together to form a crash box 132 having a closed cross section.

(3) As shown in FIG. 13, the crash box 142 includes a left member 144 and a right member 146. The left member 144 includes a vertical wall 148, a first horizontal wall 150 that extends in the vehicle width direction from the upper end of the vertical wall 148, and a flange portion 152 that is inclined upward from the end of the first horizontal wall 150. Further, the left member 144 is formed with a second horizontal wall 154 extending in the vehicle width direction from the lower end of the vertical wall 148 and a flange portion 156 inclined downward from the end of the second horizontal wall 154. The right member 146 includes a flange portion 160 that is inclined obliquely upward from the upper end of the vertical wall 158, and a flange portion 162 that is inclined obliquely downward from the lower end of the vertical wall 158 to the flange portion 156. Is provided.

  The left member 144 and the right member 146 configured in this way are integrated by joining the flange portions 152 and 160 and the flange portions 156 and 162, respectively, to form a crash box 142 having a closed cross section.

(4) As shown in FIG. 14, the crash box 164 includes an upper member 166, a lower member 168, a left member 170, and a right member 172.

  The upper member 166 includes a lateral wall 174 that extends in the vehicle width direction, and flange portions 176 and 178 that extend obliquely upward and outward from both ends of the lateral wall 174. The lower member 168 includes a lateral wall 180 extending in the vehicle width direction, and flange portions 182 and 184 extending obliquely outward and downward from both ends of the lateral wall 180.

  The left member 170 includes a vertical wall 186, a flange portion 188 extending obliquely upward and outward from the upper end of the vertical wall 186, and a flange portion 190 extending obliquely outward and downward from the lower end of the vertical wall 186. Similarly, the right member 172 includes a vertical wall 192 and flange portions 194 and 196.

  The upper member 166, the lower member 168, the left member 170, and the right member 172 configured in this manner join the flange portions 176 and 188, the flange portions 178 and 194, the flange portions 182 and 190, and the flange portions 184 and 196, respectively. As a result, a crush box 164 having a closed cross section is formed.

(5) The crash box 198 includes an upper member 200, a lower member 202, and a right member 204, as shown in FIG. The upper member 200 extends in the vehicle width direction, the lateral wall 206 extending in the vehicle width direction, the first side wall 208 that inclines downward from the one end of the lateral wall 206 in the vehicle width direction, and the lower end of the first side wall 208. The flange part 210 and the flange part 212 which inclines in the vehicle width direction outer side upward from the other end of the horizontal wall 206 are provided. The lower member 202 includes a lateral wall 214 extending in the vehicle width direction, a first side wall 216 that inclines outward from the one end of the lateral wall 214 in the vehicle width direction, and a flange that inclines outward from the upper end of the first side wall 216 in the vehicle width direction. Part 218 and a flange part 220 that inclines downward from the other end of the lateral wall 214 outward in the vehicle width direction. Further, the right member 204 includes a vertical wall 222, a flange portion 224 that extends obliquely upward and outward from the upper end of the vertical wall 222, and a flange portion 226 that is inclined downward and outward in the vehicle width direction from the lower end of the vertical wall 222. .

  The upper member 200, the lower member 202, and the right member 204 configured as described above are integrated by joining the flange portions 210 and 218, the flange portions 212 and 224, and the flange portions 220 and 226, respectively, so that the closed cross section is obtained. A crash box 198 is formed.

(6) As shown in FIG. 16, the crash box 228 has a reinforcing member 234 interposed between the upper member 230 and the lower member 232. Since the shapes of the upper member 230 and the lower member 232 are substantially the same as the shapes of the upper member 16 and the lower member 18 of this embodiment, detailed description thereof is omitted. The difference is that the second flat surfaces 50A and 50B of the flange portions 36A and 36B are inclined downward inward in the vehicle width direction.

  The reinforcing member 234 has flange portions 238 and 240 formed at both ends of a lateral wall 236 extending in the vehicle width direction. The flange portion 238 includes an inclined wall portion 242 that is inclined outward and upward in the vehicle width direction from the end portion of the horizontal wall 236, and a horizontal wall portion 246 that extends outward from the end portion of the inclined wall portion 242 in the vehicle width direction. Similarly, the flange portion 240 includes an inclined wall portion 244 and a lateral wall portion 248. Therefore, the flange portions 34A and 36A of the upper member 230 and the flange portions 34B and 36B of the lower member 232 are joined by the adhesive A through the flange portions 238 and 240 of the reinforcing member 234, thereby having a closed cross section. A crash box 228 is formed. As a result, the strength of the crash box 228 is further improved.

  Thus, the crash boxes 112, 132, 142, 164, 198, 228 have been described as variations of the crash box. Here, the joint surface of the flange portion is illustrated as being formed by two non-parallel planes as in the first embodiment, but is not limited thereto. That is, as shown in the second to seventh embodiments, if the joint surface is formed by two or more planes that are not parallel, or one or more curved surfaces, or a combination of a plane and a curved surface, it is particularly limited. is not.

  Furthermore, although the plane and the curved surface which are not parallel in the joint surface are formed continuously in the vehicle width direction, they may be formed continuously in the vehicle front-rear direction (axial direction of the closed section).

  Moreover, although all the crush boxes described in the series of embodiments have a cylindrical shape having a closed cross section, the present invention is not limited to this. That is, the present invention can be applied to a crash box that does not have a closed cross section.

10, 61, 63, 65, 81, 99, 105, 112, 132, 142, 164, 198, 228 Crash box (structural member)
20A, 20B Main body portions 46A, 46B Joint surfaces 48A, 48B, 64A, 64B, 80A, 80B, 100A, 100B, 108A, 108B First plane (plane)
50A, 50B 66A, 66B, 82A, 82B, 102A, 102B, 110A, 110B Second plane (plane)
62A, 62B, 68A, 68B, 84A, 84B Third plane (plane)
70A, 70B, 86A, 86B Fourth plane (plane)
72A, 72B, 88A, 88B 5th plane (plane)
74A, 74B, 90A, 90B 6th plane (plane)
76, 77, 83, 85, 91, 93, 101 Concave part 78, 79, 87, 89, 95, 97, 103 Convex part 92A, 92B 7th plane (plane)
94A, 94B Eighth plane (plane)
96A, 96B 9th plane (plane)
98A, 98B 10th plane (plane)
104A, 104B First curved surface (curved surface)
34A, 34B, 36A, 36B, 124A, 124B, 130A, 130B, 152, 156, 160, 162, 176, 178, 182, 184, 188, 190, 194, 196, 210, 212, 218, 220, 224, 226, 238, 240 Flange

Claims (6)

  A plurality of main body parts, flange parts respectively formed at the end parts of the main body parts, and two or more planes, one or more curved surfaces, or a plane and a curved surface formed continuously on the opposing surfaces of the flange parts. A shock absorbing structure for an automobile, comprising a structural member integrated with the plurality of main body portions by joining the joint surfaces together.   The shock absorbing structure for an automobile according to claim 1, wherein the structural member has a closed cross section.   A concave portion is locally formed on one of the joint surfaces, and a convex portion facing the concave portion is locally formed on the other joint surface, and the convex portion enters the concave portion and enters the one joint. The shock absorbing structure for an automobile according to claim 1 or 2, wherein a surface and the other joint surface are joined.   The shock absorbing structure for an automobile according to any one of claims 1 to 3, wherein when the joint surface is formed of three or more planes, all the planes are not parallel to each other.   The shock-absorbing structure for an automobile according to any one of claims 1 to 4, wherein the joint surface includes two planes orthogonal to each other.   The automobile impact absorbing structure according to any one of claims 1 to 5, wherein the structural member is molded from a resin.

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