JP2018069904A - Impact absorption structure of vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an impact absorption structure of a vehicle that can absorb impact energy more surely at the time of a collision of the vehicle.SOLUTION: The impact absorption structure of a vehicle is provided with a bumper reinforcement 3 extending in a vehicle width direction and a pair of impact absorbing members 4 and 4 made of fiber-reinforced resin including a plurality of reinforced fibers. The impact absorption members 4 and 4 are formed in an opened cross-sectional shape opened to one side in the vehicle width direction. In a pair of specific sites which are positioned as the same positions as centers X of the cross sections of end parts 4d on the other sides of the impact absorption members 4 and 4 or positioned closer to inside in the vehicle width direction than the centers X of the cross sections in a planar view, of a surface 3a at the other side in a longitudinal direction of the bumper reinforcement 3, are provided tip-abutting parts 10 and 10 protruding to the other side in a longitudinal direction of the vehicle, respectively.SELECTED DRAWING: Figure 9

Description

  The present invention includes a bumper reinforcement extending in the vehicle width direction and a plurality of reinforcing fibers arranged so as to extend continuously in the front-rear direction, and from the both ends in the vehicle width direction of the bumper reinforcement in the front-rear direction, respectively. The present invention relates to an impact absorbing structure for a vehicle including a pair of fiber reinforced resin impact absorbing members extending to one side.

  Conventionally, a pair of front side frames or a pair of rear side frames arranged side by side in the vehicle width direction are provided at the front or rear of the vehicle body, and the impact energy at the time of collision can be absorbed at the front ends of these side frames. A structure provided with an impact absorbing member (so-called crush can) is known.

  As the impact absorbing member, one formed mainly of a metal material is used. In this configuration, at the time of a vehicle collision, the impact absorbing member absorbs impact energy by elastically-plastically deforming with axial buckling.

  Here, for the purpose of reducing the weight of the shock absorbing member and the vehicle body, it has been studied to configure the shock absorbing member with a fiber reinforced resin molded body. The fiber reinforced resin molded body is formed by combining glass fiber, carbon fiber, metal fiber or the like with a reinforcing material and a base material (matrix). In particular, carbon fiber resin (Carbon-Fiber-Reinforced-Plastic: CFRP) has high specific strength (strength / specific gravity) and specific rigidity (rigidity / specific gravity), and has a characteristic that combines so-called lightness, strength and rigidity. . Therefore, if the carbon fiber resin having such characteristics is used for the impact absorbing member, the weight of the vehicle body can be further reduced while maintaining the strength and rigidity.

  For example, Patent Document 1 includes a pair of fiber reinforced resin-made load energy absorbing materials (impact absorbing members) and a bumper reinforcement that extends in the vehicle width direction and is attached to the tip of these load energy absorbing materials. A load energy absorbing material having an open cross-sectional shape that opens in the vehicle width direction is disclosed.

JP 2007-008283 A

  When the load energy absorbing material, that is, the impact absorbing member is made of a fiber reinforced resin as in Patent Document 1, the manufacturing can be facilitated if it is formed into an open cross-sectional shape that opens in the vehicle width direction. There are benefits. However, if the shock absorbing member has such an open cross-sectional shape, the rigidity becomes lower than that of the closed cross-sectional shape, so that it is difficult for the shock absorbing member to absorb shock energy appropriately, and the weight of the shock absorbing member increases. May occur.

  Specifically, when a collision load is applied in the front-rear direction, the impact-absorbing member made of fiber reinforced resin extends from the side (front or rear) where the collision load is applied to the opposite side (rear or front). The so-called sequential failure that occurs continuously causes the impact energy to be absorbed efficiently. On the other hand, if the shock absorbing member has an open cross-sectional shape as described above and its rigidity is low, the shock absorbing member is absorbed when a load is applied to the shock absorbing member from the obliquely outer side in the vehicle width direction at the time of oblique collision. The tip side of the member (the side to which the collision load is applied) falls sideways toward the inner side in the vehicle width direction, and sequential destruction is not realized and impact energy is not sufficiently absorbed. For this reason, it is necessary to increase the plate thickness of the shock absorbing member or to reinforce the shock absorbing member by providing a separate reinforcing member, resulting in a problem that the weight of the shock absorbing member increases.

  The object of the present invention has been made in view of the above circumstances, and provides a vehicle impact absorption structure that can absorb impact energy more reliably during a vehicle collision while being a lightweight structure. That is.

  In order to solve the above-mentioned problems, the present invention includes a bumper reinforcement that extends in the vehicle width direction, and a plurality of reinforcing fibers arranged so as to extend continuously in the front-rear direction, and the vehicle width of the bumper reinforcement A shock absorbing structure for a vehicle comprising a pair of fiber reinforced resin shock absorbing members extending from one end in the front-rear direction to each side in the front-rear direction, each shock absorbing member opening on one side in the vehicle width direction Of the other side of the bumper reinforcement in the front-rear direction of the bumper reinforcement, the same as the cross-sectional center of the other end of the shock absorbing member in plan view, or a vehicle that is closer than the cross-sectional center. Provided is a shock absorbing structure for a vehicle in which a pair of specific portions located on the inner side in the width direction are respectively provided with a leading portion protruding to the other side in the front-rear direction.

  According to the present invention, since the shock absorbing member has an open cross-sectional shape, it can be easily manufactured, and the reinforcing fiber can be discharged out of the cross section when the shock absorbing member is broken. As a result, the impact absorbing member can appropriately absorb the impact energy.

  In addition, since the destination portion is provided, a cross-section of the shock absorbing member is interposed through the destination portion when the vehicle collides with the vehicle, that is, when the collision member collides with the vehicle body from the outside (in the vehicle width direction). A collision load can be applied to the inner side in the vehicle width direction from the center or the center of the cross section, and the impact absorbing member is prevented from falling sideways inward in the vehicle width direction due to the collision load from the outer side in the vehicle width direction. Can do. Thus, in the present invention, it is possible to suppress the sideways fall of the shock absorbing member without increasing the plate thickness of the shock absorbing member or separately providing a reinforcing member in the shock absorbing member, while making the shock absorbing member lightweight, It is possible to cause the impact absorbing member to absorb the impact energy more reliably by appropriately generating the sequential destruction of the impact absorbing member.

  In the present invention, the contact portion comes into contact with the collision member at the initial stage of the vehicle obliquely projecting so that the input direction of the collision load applied to the shock absorbing member is brought closer to the front-rear axial direction of the shock absorbing member. (Claim 2).

  In this way, it is possible to apply a load along the front-rear axis direction to the shock absorbing member from the initial stage after the slanting of the vehicle, and to prevent the shock absorbing member from falling sideways in the vehicle width direction. It is possible to reliably suppress the impact absorbing member to be sequentially and more reliably destroyed.

  In the present invention, each of the shock absorbing members has a first portion located on the other side in the front-rear direction, and a fracture occurrence load that is a load that is located on the one side in the front-rear direction and causes breakage. It is preferable that the proof strength of each destination part is set larger than the fracture occurrence load of each first part (Claim 3).

  According to this configuration, since the fracture occurrence load of the first part located on the other side in the front-rear direction, that is, the bumper reinforcement side, of the shock absorbing member is set to be small, it will fall more quickly, that is, greatly The first part can be used as a starting point for sequential destruction before the impact is achieved, and the shock absorbing member can be sequentially and more reliably broken from the other side (the side where the load is applied) in the front-rear direction.

  In the above configuration, it is preferable that the proof stress of each of the destination portions is set to be smaller than the fracture occurrence load of each of the second portions.

  If it does in this way, an addressing part can be crushed ahead of the 2nd part of an impact-absorbing member located in the anti-bumper reinforcement side. That is, it is possible to suppress the destruction of the second part first, and it is possible to suppress the transmission of the collision load at the initial stage of the collision to the passenger compartment located on the anti-bumper reinforcement side.

  As a configuration different from the above, side frames extending in the front-rear direction are provided on the one side in the front-rear direction with respect to the respective shock absorbing members, and the proof stress of each of the destination parts is the second strength. It may be set larger than the fracture occurrence load of the part and smaller than the proof stress of each side frame (Claim 5).

  In this configuration, the destination portion is crushed before the second portion of the shock absorbing member, but the side frame located on the vehicle compartment side after these is crushed. Therefore, also in this configuration, it is possible to suppress the transmission of the collision load at the initial stage of the collision to the vehicle compartment side by suppressing the destruction of the side frame first.

  In the above-described configuration, the impact absorbing member includes a main body that bulges to one side in the vehicle width direction, an upper flange that extends upward from the upper edge of the main body, and a lower that extends downward from the lower edge of the main body. It is preferable that each of the destination portions is disposed between a height position of an upper end of a main body portion of each of the shock absorbing members and a height position of a lower end thereof. ).

  If it does in this way, a load can be uniformly applied by the main-body part of an impact-absorbing member with higher impact energy absorption performance from a tip part, and a sideways fall of an impact-absorbing member can be suppressed appropriately.

  In the above-described configuration, each of the destination portions preferably has a shape protruding from the other side surface of the bumper reinforcement to the other side (Claim 7).

  In this way, the destination portion can be provided without greatly changing the basic cross-sectional shape of the bumper reinforcement. In this case, the destination portion may be provided integrally with the bumper reinforcement or may be configured separately.

  As a configuration different from the above, on the other side surface in the front-rear direction of the bumper reinforcement, at both ends in the vehicle width direction, a tapered portion that inclines toward the other side in the front-rear direction toward the inner side in the vehicle width direction. And an inner end portion of the tapered portion in the vehicle width direction may function as the tip portion.

  In this way, it is possible to provide the tip portion while keeping the number of parts small.

  As described above, according to the impact absorbing structure for a vehicle of the present invention, impact energy at the time of a vehicle collision can be more reliably absorbed while being a lightweight structure.

1 is a schematic perspective view of a rear part of a vehicle body including a vehicle impact absorbing structure according to an embodiment of the present invention. It is a top view of the right side part of a vehicle body rear part. It is the figure which showed a part of right view of a vehicle body rear part. It is the figure which showed the crash can. It is the VV sectional view taken on the line of FIG. It is the elements on larger scale which looked at the right end part of the vehicle body rear part along the arrow Y1 of FIG. It is the figure which expanded and showed a part of FIG. It is a figure for demonstrating the problem at the time of an oblique collision, (a), (b), (c) has shown the mode of the vehicle body rear part in mutually different time. It is a figure for demonstrating the effect of this embodiment, (a), (b), (c) has shown the mode of the vehicle body rear part in mutually different time. It is the top view which showed a part of vehicle body rear part for demonstrating the other example of a tip part.

(1) Structure of rear part of vehicle body An embodiment of the present invention will be described with reference to the drawings. In the present embodiment, a case where the shock absorbing structure for a vehicle of the present invention is applied to the rear portion of the vehicle body will be described.

  FIG. 1 is a schematic perspective view of a rear part of a vehicle body provided with a vehicle impact absorbing structure according to the present embodiment. In the present specification, the front-rear direction refers to the front-rear direction of the vehicle body. In the following, the vehicle width direction is appropriately referred to as the left-right direction, and the right and left when facing the front side of the vehicle body are referred to as right and left, respectively.

  As shown in FIG. 1, a vehicle 100 includes a pair of left and right rear side frames 1 extending in the front-rear direction, and a floor panel 2 provided so as to span between the pair of rear side frames 1 and extending substantially along a horizontal plane. A bumper reinforcement (hereinafter abbreviated as “bumper rain”) 3 extending left and right with a bumper fascia (not shown) covering the outer periphery of the rear side, and a pair of rear side frames 1 and a bumper rain 3 A pair of left and right crash cans 4 (impact absorbing members) are provided.

  The rear side frame 1 is a member that supports the floor panel 2 and the like. Each rear side frame 1 has a substantially rectangular parallelepiped shape extending in the front-rear direction, and a cross section orthogonal to the front-rear direction is a closed cross section. Each rear side frame 1 is formed as an integral part, for example, by extrusion molding of an aluminum alloy material. In this embodiment, as shown in FIG. 1, each rear side frame 1 has side surfaces extending substantially parallel to the left-right direction, and the vertical dimension of the inner side surface in the vehicle width direction is the right-side vertical direction. It has a substantially trapezoidal cross section that is shorter than the dimensions.

  The left and right end portions of the floor panel 2 are supported by being joined to the pair of rear side frames 1 by welding. A spare tire pan 2 a that is recessed downward and can store a spare tire (not shown) is formed in the rear portion of the floor panel 2.

  FIG. 2 is a plan view of the right side portion of the rear portion of the vehicle body. FIG. 3 is a view showing a part of the right side view of the rear part of the vehicle body.

(Bumper rain)
The bumper rain 3 has a substantially rectangular parallelepiped shape extending in the left-right direction, and a longitudinal section perpendicular to the front-rear direction has a substantially trapezoidal shape. That is, the bumper rain 3 includes a rear wall portion 3a and a front wall portion 3b that are arranged substantially in parallel in the front-rear direction and extend in the vertical direction, an upper wall portion 3c that extends over the upper edges of the rear wall portion 3a and the front wall portion 3b, It has the wall part 3a and the lower wall part 3d extended over the lower edges of the front wall part 3b. The inside of the bumper rain 3 is partitioned into two upper and lower closed sections, and the bumper rain 3 has a node wall portion 3e that connects a substantially vertical center portion of the rear wall portion 3a and a substantially vertical central portion of the front wall portion 3b.

  In the present embodiment, the rear wall portion 3a and the front wall portion 3b are curved so as to slightly bulge backward. The upper wall portion 3c and the lower wall portion 3d extend further forward than the front wall portion 3b. The bumper rain 3 is formed, for example, as an integral part by extrusion molding of an aluminum alloy material.

  The rear wall portion 3a of the bumper rain 3 is provided with a pair of left and right tip portions 10, 10 protruding rearward. In the present embodiment, the destination portions 10, 10 are configured separately from the bumper rain 3, and protrude rearward from the rear wall portion 3 a of the bumper rain 3.

  Each of the destination parts 10 and 10 has a symmetrical shape. Hereinafter, the right destination unit 10 will be described.

  As shown in FIG. 1 and the like, in this embodiment, the tip 10 has a prismatic shape with a substantially trapezoidal cross section extending in the vertical direction, and extends in the left and right direction as shown in FIG. The front side surface 10a, the outer side surface 10b extending forward from the right edge of the front side surface 10a to the rear wall portion 3a of the bumper rain 3, and the front side surface 10a extending from the left edge of the front side surface 10a to the rear wall portion 3a of the bumper rain 3 forward. And an inner surface 10c.

  The front side surface 10a extends substantially parallel to the rear wall portion 3a of the bumper rain 3, the outer side surface 10b extends in a direction substantially perpendicular to the front side surface 10a, and the inner side surface 10c extends to the left side (vehicle width direction). Inside).

The arrangement of the destination parts 10 and 10 will be described later.
(Crash can)
The crash can 4 is a member made of fiber reinforced resin. In the present embodiment, a carbon fiber resin (CFRP) molded body using carbon fibers that are long fibers as a reinforcing material is integrally formed using, for example, the RTM method. The RTM method is a molding method in which a carbon fiber preform is set in a mold cavity that can be separated into upper and lower parts, and a molten synthetic resin is injected into the cavity. Each of the pair of crash cans 4 is a member extending in the front-rear direction, and is formed such that long fibers extend in the front-rear direction.

  The pair of crash cans 4 have shapes that are symmetrical to each other in the left-right direction, and the right crash can 4 will be described below.

  FIG. 4 is a view showing the right crash can 4 taken out. 5 is a cross-sectional view taken along line VV in FIG. 6 is a partially enlarged view of the right end portion of the rear portion of the vehicle body as viewed along the arrow Y1 in FIG.

  As shown in FIG. 5 and the like, the crash can 4 has an open cross-sectional shape that opens to the right side (outside in the vehicle width direction).

  As shown in FIG. 4 and the like, the crush can 4 has a shape that opens forward and is closed at the rear, and a front end that closes the main body 4a extending in the front-rear direction and the rear end 4d of the main body 4a. And wall 4z. The crash can 4 includes an upper flange portion 4b extending upward from the upper edge of the main body portion 4a, a lower flange portion 4c extending downward from the lower edge of the main body portion 4a, the main body portion 4a, the upper flange portion 4b, and the lower flange. It has the base end wall part 4e which protrudes rightward from each front end of the part 4c. As shown in FIG. 6, the tip wall portion 4z is connected to the upper flange portion 4b and the lower flange portion 4c and extends to the right of these.

  As shown in FIG. 5, the main body 4a of the crash can 4 has a shape that bulges to the left. In the present embodiment, the main body portion 4a is configured to bulge to the left at the two upper and lower portions, and in order from the top, the upper curved portion 4s extending from the lower edge to the left side of the upper flange portion 4b, and the left side Each of the upper intermediate curved portion 4u_1 and the lower intermediate curved portion 4u_2 bulges, and a lower curved portion 4t extending rightward from the lower intermediate curved portion 4u_2.

  Specifically, the upper curved portion 4s extends obliquely downward to the left while curving after extending from the lower edge of the upper flange portion 4b to the left side. The upper intermediate curved portion 4u_1 extends downward while curving after extending from the left edge of the upper curved portion 4s to the left side. The lower intermediate curved portion 4u_2 is curved so as to bulge to the left from the lower edge of the upper intermediate curved portion 4u_1 and then extends to the right. The lower curved portion 4t extends while curving from the right edge of the lower intermediate curved portion 4u_2 toward the lower right, and then extends to the right.

  Thus, the main body portion 4a of the crash can 4 is composed of a plurality of curved portions, and its impact energy absorption capability is set high.

  Each of the intermediate curved portions 4u_1 and 4u_2 is configured such that its curvature is substantially constant over the front and rear. On the other hand, the upper curved portion 4s and the lower curved portion 4t are configured such that the curvature of the curved portion increases toward the rear side. The size of the crush can 4 in the vertical direction of the main body 4a increases toward the front side, and accordingly, the crush can 4 has a shape that expands in the vertical direction toward the front.

  Moreover, as shown in FIG. 2 etc., the upper side curved part 4s and the lower side curved part 4t have spread to the right side (outside of a vehicle width direction) toward the front, and in connection with this, the main-body part of the crash can 4 4a and the crash can 4 have a shape that expands forward and to the right.

  Thus, in this embodiment, the longitudinal cross-sectional area (area of the cross section orthogonal to the front-back direction) of the main-body part 4a of the crash can 4 is large toward the front side.

  Moreover, in this embodiment, the plate | board thickness of the main-body part 4a is comprised so that the direction of a rear side part may become smaller than the front side part. Specifically, the plate thickness of the first portion 41 which is the rear portion of the main body portion 4a and occupies 3/4 of the length in the front-rear direction of the main body portion 4a is a portion on the front side of the first portion 41. The thickness of the second portion 42 occupying 1/4 of the length of the main body portion 4a in the front-rear direction is smaller. The plate thickness in the first portion 41 is substantially constant in the front-rear direction, and the plate thickness in the second portion 42 is substantially constant in the front-rear direction.

  Since the longitudinal sectional area and the plate thickness are set in this way, in the present embodiment, the failure generating load of the first portion 41 located on the rear side of the crash can 4, that is, the load causing the failure is located on the front side. The breaking load of the second part 42 is smaller.

  Here, in the present embodiment, the yield strength of the destination portion 10 is set to a value larger than that of the first portion 41 and smaller than that of the second portion 42.

  As shown in FIG. 6, the crash can 4 configured in this way is fixed to the bumper rain 3 by fastening the tip wall portion 4 z and the front wall portion 3 b of the bumper rain 3 with bolts and nuts 9.

  As shown in FIGS. 1 and 2, etc., in this fixed state, each of the addressing portions 10 and 10 is respectively left and right outer (outside in the vehicle width direction) than the left and right center of the bumper rain 3 and in plan view. The crush can 4 is positioned in a portion (specific part) on the inner side in the vehicle width direction from the cross-sectional center X of the rear end portion 4d of the main body portion 4a (the center of gravity X of the rear end portion 4z). In FIG. 1 and the like, the line X1 is a line extending in the front-rear direction through the cross-sectional center X of the rear end 4d of the main body 4a of the crash can 4.

  In the present embodiment, with respect to the vehicle width direction, each of the destination portions 10 and 10 has a position slightly outside the vehicle width direction inner side edge of the main body portion 4a of the crash can 4 and a cross-sectional center X (X1). It is provided in a portion between the position slightly outside in the vehicle width direction.

  Further, as shown in FIG. 3, each of the destination portions 10, 10 is located between the upper end height position of the rear end portion 4 d of the main body portion 4 a of the crash can 4 and the lower end height position in the vertical direction. It is arranged.

  Further, as shown in FIG. 6 and the like, in the fixed state, the tip wall portion 4z, the upper flange portion 4b, and the lower flange portion 4c of the crash can 4 are disposed between the upper wall portion 3c and the lower wall portion 3d. The

  As shown in FIG. 1, the crash can 4 is also fixed to the rear side frame 1 via a mounting bracket 20. Specifically, the mounting bracket 20 is fixed to the rear side frame 1 with the proximal end wall portion 4 e of the crash can 4 being sandwiched, thereby fixing the crash can 4 to the rear side frame 1.

  Next, the carbon fiber resin that forms the crash can 4 will be described.

  FIG. 7 is an enlarged view of a portion indicated by VII in FIG. As shown in FIG. 7, most of the carbon fibers contained in the crash can 4 have a predetermined number of single fibers (filaments) that extend continuously and uniformly from the front end to the rear end of the crash can 4 (for example, 12 k (1 k is 1 k is 1000 carbon fiber filaments)) The first carbon fiber R1 is composed of bundled fiber bundles (tows). On the other hand, a part of the carbon fibers is composed of a second carbon fiber R <b> 2 constituted by a fiber bundle in which a predetermined number of single fibers continuously extending uniformly from the upper end to the lower end of the crush can 4 are bundled. The diameter of the single fiber of carbon fiber is 7-10 micrometers, for example. In the present embodiment, a thermosetting epoxy synthetic resin is used for the base material R3 of the crash can 4.

  1st carbon fiber R1 is arrange | positioned 1 layer at the thickness direction left end and right end of the main-body part 4a of the crush can 4, and 2nd carbon fiber R2 orthogonal to 1st carbon fiber R1 is arrange | positioned inside each of them doing. A plurality of layers of first carbon fibers R1 are disposed between the left and right second carbon fibers R2. Thereby, at the time of a vehicle collision, the function of a front part can be given to the part containing 1st carbon fiber R1 arrange | positioned at the said thickness direction both ends among the main-body parts 4a of the crash can 4, and thickness direction intermediate | middle The part including the first carbon fibers R1 arranged in the part can have the function of the pillar part. The pillar portion refers to a columnar portion that is compressed and broken substantially perpendicular to the front-rear direction when a compressive load is applied to the main body portion 4a of the crash can 4 in the front-rear direction. The branch part which peels from a pillar part in the both ends of the plate | board thickness direction is said.

  Therefore, when a compressive load in the front-rear direction acts on the main body 4a of the crash can 4, the part corresponding to the front part is peeled and broken before the first carbon fiber R part corresponding to the pillar part, and then the pillar part The portion corresponding to is destroyed by compression. Then, the sequential fracture in which the peeling fracture and the compression fracture proceed sequentially forward from the rear end portion (the end portion on the side where the compression load is input) is performed.

  Thus, in this embodiment, the pillar part with a large left-right width can be stably formed in the crash can 4, and a large EA (Energy Absorption) amount, that is, an energy absorption amount can be secured. In addition, when the portion corresponding to the front part is peeled and broken, the second carbon fiber R2 forms a fiber bridge between the plurality of first carbon fibers R1, so that the second carbon fiber R2 that is cut by a tensile load is formed. The cutting energy can be used for energy absorption, and the impact energy can be effectively absorbed by the crash can 4.

(2) Action, etc. As described above, in this embodiment, the crash can 4 has an open cross-sectional shape. Therefore, the crash can 4 can be formed relatively easily. Further, in the event of a vehicle collision, the fiber reinforced resin that is sequentially broken can be discharged from the inside of the crash can 4 without accumulating inside the crash can 4, thereby preventing the crash can 4 from being left behind. it can. And more impact energy can be absorbed by the crushing of the crash can 4.

  However, if the crash can 4 has an open cross-sectional shape in this way, the crash can 4 becomes less rigid, and the crash occurs when the vehicle is inclined and a collision load is applied to the vehicle body from the diagonally outside in the vehicle width direction. It becomes easy for the can 4 to fall down. When the crash can 4 falls down, the destruction of the crash can 4 is not properly transmitted forward, and the sequential destruction of the crash can 4 is not appropriately performed.

  On the other hand, in the present embodiment, the rear wall portion 3a of the bumper rain 3 is located rearward at a portion on the inner side in the vehicle width direction from the cross-sectional center X (X1) of the rear end portion 4d of the main body portion 4a of the crash can 4. A protruding destination part 10 is provided. For this reason, the crash can 4 can be prevented from falling down, and the crash can 4 can be appropriately and sequentially destroyed so that the impact energy can be appropriately absorbed by the crash can 4.

  This will be specifically described with reference to FIGS. FIG. 8 is a diagram showing a state of the oblique collision when the destination portion 10 is not provided (a diagram showing a state of the right side portion of the rear part of the vehicle body), (a), (b), (c ) In that order. FIG. 9 is a view showing a state of the oblique projection in the present embodiment in which the destination portion 10 is provided (a view showing a state of the right side portion of the rear part of the vehicle body), and FIG. 9 (a), (b), (c ) In that order. In these drawings, symbol B represents a collision member (hereinafter referred to as a barrier) that collides with the vehicle.

  When the bumper rain 3 collides with the barrier B as shown in FIG. 8A when the destination portion 10 is not provided, as shown by the solid line from the broken line in FIG. The portion to which the crash can 4 is connected that is the outer end portion in the width direction is bent along the barrier B. Along with this, a collision load F20 having the same direction as the collision load F10 applied to the bumper rain 3 and an obliquely forward collision load F20 that is substantially orthogonal to the collision surface of the barrier B is applied to the crash can 4. Here, the collision load F20 has a component F22 facing leftward, that is, inward in the vehicle width direction. For this reason, as shown in FIG. 8C, the crash can 4 receives this force F22 and buckles inward in the vehicle width direction from the broken line state to the solid line state. Therefore, in the case shown in FIG. 8, breakage is not continuously transmitted in the front-rear direction in the crash can 4, and the crash can 4 does not break properly and sequentially.

  On the other hand, in the present embodiment, as shown in FIG. 9A, immediately after the bumper rain 3 collides with the barrier B, that is, at the beginning of the oblique collision of the vehicle, the barrier as shown by the solid line in FIG. B collides with the destination 10. Therefore, in the present embodiment, the bending of the bumper rain 3 (inward deformation in the vehicle width direction) can be suppressed to be smaller than that shown by the solid line in FIG.

  Specifically, in the case of FIG. 8 that does not have a destination portion, the bumper rain 3 collides with the barrier B in order from the outer side to the inner side in the vehicle width direction. Accordingly, the amount of forward displacement of the bumper rain 3 increases toward the outer side in the vehicle width direction, and the bending of the bumper rain 3 increases. On the other hand, in the present embodiment, the destination portion 10 collides with the barrier B at the initial stage when the vehicle obliquely projects as described above. Therefore, the part outside the vehicle width direction from the destination part 10 in the bumper rain 3 can be displaced rearward almost simultaneously, and the bending of this part can be suppressed to be small. That is, in the present embodiment, the inclination angle of the outer side in the vehicle width direction from the tip 10 of the bumper rain 3 with respect to the front-rear direction is suppressed to be smaller than the inclination angle of the barrier B with respect to the front-rear direction.

  Further, in the present embodiment, as described above, the tip 10 is positioned on the inner side in the vehicle width direction with respect to the cross-sectional center X (X1) of the rear end 4d of the crash can 4. The load is applied to the outer portion of the bumper rain 3 in the vehicle width direction and the outer portion of the crash can 4 in the vehicle width direction and the inner portion of the crash can 4 in the vehicle width direction. It is done. Therefore, a load is applied to the rear end portion 4d of the crash can 4 almost evenly in the vehicle width direction.

  Therefore, in this embodiment, as shown in FIG. 9B, the input direction of the load F1 applied to the entire crash can 4 from the bumper rain 3 (direction perpendicular to the neutral plane of the bumper rain 3) is from the barrier B to the bumper rain. 3 and the input direction of the load F20 applied from the bumper rain 3 to the crash can 4 in the example shown in FIG. 8B. Get closer to the direction.

  More specifically, even if the destination portion 10 is disposed on the outer side in the vehicle width direction from the cross-sectional center X (X1) of the rear end portion 4d of the crash can 4, the destination portion 10 can be quickly moved to the barrier B. The bumper rain 3 can have a small inclination. However, in this case, a load is applied to the crash can 4 only from the outer side in the vehicle width direction than the center X (X1) of the cross section, and the crash can 4 easily falls inward in the vehicle width direction. . On the other hand, in the present embodiment, as described above, the tip 10 is disposed on the inner side in the vehicle width direction with respect to the cross-sectional center X (X1) of the rear end 4d of the crash can 4 and the rear of the crash can 4. By applying a load to the end portion 4d almost evenly in the vehicle width direction, the crash can 4 is reliably prevented from falling down.

  And in this embodiment, as shown in FIG.9 (c), the crash can 4 can be destroyed appropriately in the front-back direction, without falling down sideways.

  Here, even when there is no leading portion as shown in FIG. 8, if the plate thickness of the crash can 4 is increased or a reinforcing member for increasing the rigidity of the crash can 4 is separately provided, the crash can 4 can be suppressed, but if this is done, the weight of the crash can 4 and the weight of the vehicle body will increase. In contrast, in the present embodiment, the crash can 4 can be prevented from falling down without increasing the weight.

  In particular, in the present embodiment, each of the addressing portions 10 and 10 is between the upper end height position and the lower end height position of a rear end portion 4z of a main body portion 4a (described later) of the crash can 4 in the vertical direction. It is arranged. Therefore, the load can be uniformly applied from the tip portions 10 and 10 to the main body portion 4a of the crash can 4, that is, the portion that mainly absorbs impact energy (the portion having higher impact energy absorption than the flange portions 4b and 4c). The crash can 4 can be destroyed more appropriately and sequentially.

  Further, as described above, in the present embodiment, the proof stress of the destination portions 10 and 10 is larger than the fracture occurrence load of the first portion 41 located on the rear side of the crash can 4. Therefore, a load can be appropriately applied from the destination portions 10 and 10 to the first part 41 of the crash can 4, and the crash can 4 is sequentially directed forward with the first part 41 as a starting point of sequential destruction. Can be destroyed.

  Further, in the present embodiment, the fracture occurrence load of the second part 42 is set to be larger than the fracture occurrence load of the first part 41, so that in order from the rear side, that is, in order from the opposite side to the passenger compartment, The crash can 4 can be destroyed. Therefore, transmission of the load at the initial stage of the collision to the passenger compartment side can be suppressed.

  In particular, in the present embodiment, the dimension of the first portion 41 having a low fracture load is set to a relatively long 3/4 of the length of the crash can 4 in the front-rear direction. Therefore, the sequential destruction of the crash can 4 can be completed early. That is, it can be completed before the crash can 4 falls down and its sequential destruction stops halfway.

  In the present embodiment, as described above, the upper flange portion 4b and the lower flange portion 4c of the crash can 4 are disposed between the upper wall portion 3c and the lower wall portion 3d of the bumper rain 3. Therefore, it is possible to restrict the upper flange portion 4b and the lower flange portion 4c of the crash can 4 from being displaced upward and downward by the upper wall portion 3c and the lower wall portion 3d, respectively. Therefore, it is possible to prevent the crash can 4 from expanding and deforming, and to prevent the buckling of the crash can 4 from being unexpectedly caused by the expanding deformation.

(3) Modification In the above embodiment, the case where the proof stress of the destination portion 10 is set smaller than the fracture occurrence load of the second part 42 of the crash can 4 has been described. You may make it larger than the yield strength of the addressing part 10. In this way, the tip part 10 can also prevent the second portion 42 from falling sideways. However, in this case, the destination portion 10 located on the rear side, that is, on the side far from the passenger compartment, is crushed after the crash can 4. Therefore, when the fracture occurrence load of the second portion 42 is made smaller than the proof strength of the destination portion 10 in this way, the proof strength of the destination portion 10 is made smaller than the proof strength of the rear side frame 1, and The leading portion 10 is crushed in front of the rear side frame 1 positioned. If it does in this way, also in this structure, it can suppress that the collision load of the initial stage of a collision is transmitted to the vehicle compartment side by suppressing that side frame 1 destroys previously.

  In the above-described embodiment, the case where the tip portion 10 is provided on the inner side in the vehicle width direction from the cross-sectional center X of the rear end portion 4z of the crash can 4 in a plan view has been described. You may provide in the part which becomes the same position as this cross-sectional center X by plane view among the bumper rain | lanes 3. FIG.

  Moreover, in the said embodiment, about the case where the tip part 10 is arrange | positioned from the height position of the upper end of the rear-end part 4d of the main-body part 4a of the crash can 4 to the height position of a lower end about the up-down direction. Although described, it may be provided at a position deviated from between these. However, as described above, if the tip portion 10 is disposed between the height position of the rear end portion 4d of the main body portion 4a of the crash can 4 and the height position of the lower end portion, the tip portion 10 is interposed. Thus, the load can be applied uniformly by the crash can 4.

  Further, the specific shape of the destination part 10 is not limited to the above.

  In the above-described embodiment, the case where the tip 10 is provided separately from the bumper rain 3 and protrudes rearward from the rear wall portion 3a of the bumper rain 3 has been described. You may make it function as a part.

  FIG. 10 is a plan view showing a part of the rear part of the vehicle body according to the second embodiment of the present invention when a part of the bumper rain 3 is caused to function as the destination part 111. As shown in FIG. 10, in the second embodiment, a portion on the outer side in the vehicle width direction from the position P1 on the inner side in the vehicle width direction from the cross-sectional center X (X1) of the rear end portion 4d of the main body portion 4a of the crash can 4 is shown. The taper portion 110 has a tapered shape that is inclined forward toward the outer side in the vehicle width direction, and tapered portions 110 are formed at both ends of the bumper rain 3 in the vehicle width direction. And the corner | angular part 111 which is the part of the said position P1, and was formed in the vehicle width direction inner side edge part of the taper part 110 comes to protrude back (in the example of FIG. 10, back and the vehicle width direction outer side). It functions as the destination unit 111. That is, also in the second embodiment, the barrier B collides with the corner portion 111 which is the destination portion 111 at the time of the oblique collision of the vehicle, so that the vehicle is more than the cross-sectional center X (X1) of the main body portion 4a of the crash can 4. A collision load can be applied to the inner portion in the width direction. Therefore, it is possible to prevent the crash can 4 from receiving a load from the outside in the vehicle width direction and falling down inward in the vehicle width direction. And according to this structure, it is not necessary to provide the separate address part 111 in the bumper rain 3, and a structure can be simplified. However, when the destination portion 10 is provided separately from the bumper rain 3 as in the above embodiment, the destination portion 10 can be provided without greatly changing the basic cross-sectional shape of the bumper rain 3.

  Further, even when a part of the bumper rain 3 is made to function as the destination as in the second embodiment, the specific shape is not limited to the example shown in FIG. 10 and functions as the destination. The part may be curved. In other words, the destination part may be any one provided on the bumper rain 3 and protruding toward the anti-crash can 4, and it is integral with or separate from the bumper rain 3, and its specific shape is not limited. .

  In the above embodiment, the case where the present invention is applied to the rear crash can attached to the rear side frame 1 has been described. However, the present invention may be applied to a front crash can attached to the front side frame.

  Moreover, although the said embodiment demonstrated the case where the crush can 4 had the open cross-sectional shape opened to the outer side of a vehicle width direction, even if applied to the crush can which has the open cross-sectional shape opened to the inner side of a vehicle width direction Good.

  The specific shape of the crash can 4 is not limited to the above. For example, the dimension in the front-rear direction of the first part 41 and the second part 42 is not limited to the above. For example, a portion on the front side of the center in the front-rear direction may be set as the second portion 42, and a portion on the rear side of the center may be set as the first portion 41 having a small thickness.

  Moreover, although the said embodiment demonstrated the case where the crush can 4 was formed with carbon fiber resin, it may replace with this and may use glass fiber, a metal fiber, etc.

  Also, the base material resin can be arbitrarily selected according to the specifications of the crash can.

  Further, the specific arrangement of the carbon fibers is not limited to the above.

1 Rear side frame 3 Bumper rain (bumper reinforcement)
3a Front wall portion 4 Crash can 4a Main body portion 4b Upper flange portion 4c Lower flange portion 10 Pointed portion (first embodiment)
41 1st site | part 42 2nd site | part 111 destination part (2nd Embodiment)

In order to solve the above-mentioned problems, the present invention includes a bumper reinforcement that extends in the vehicle width direction, and a plurality of reinforcing fibers arranged so as to extend continuously in the front-rear direction, and the vehicle width of the bumper reinforcement A shock absorbing structure for a vehicle comprising a pair of fiber reinforced resin shock absorbing members extending from one end in the front-rear direction to each side in the front-rear direction, each shock absorbing member opening on one side in the vehicle width direction Of the bumper reinforcement in the front-rear direction of the bumper reinforcement, and located on the inner side in the vehicle width direction from the center of the cross-section of the other end of each shock absorbing member in plan view. Provided is a shock absorbing structure for a vehicle, characterized in that a pair of specific portions are respectively provided with leading portions protruding to the other side in the front-rear direction.

In addition, since the destination portion is provided, a cross-section of the shock absorbing member is interposed through the destination portion when the vehicle collides with the vehicle, that is, when the collision member collides with the vehicle body from the outside (in the vehicle width direction). A collision load can be applied to the inner side in the vehicle width direction from the center, and the impact absorbing member can be prevented from falling inward in the vehicle width direction due to the collision load from the outer side in the vehicle width direction. Thus, in the present invention, it is possible to suppress the sideways fall of the shock absorbing member without increasing the plate thickness of the shock absorbing member or separately providing a reinforcing member in the shock absorbing member, while making the shock absorbing member lightweight, It is possible to cause the impact absorbing member to absorb the impact energy more reliably by appropriately generating the sequential destruction of the impact absorbing member.

In the present invention, each of the shock absorbing members has a first portion located on the other side in the front-rear direction, and a fracture occurrence load that is a load that is located on the one side in the front-rear direction and causes breakage. It is preferable that the proof strength of each destination part is set larger than the fracture occurrence load of each first part ( Claim 2 ).

In the above-described configuration, strength of the respective previous addressed unit, the preferably set smaller than the fracture load of the second portion (claim 3).

As a configuration different from the above, side frames extending in the front-rear direction are provided on the one side in the front-rear direction with respect to the respective shock absorbing members, and the proof stress of each of the destination parts is the second strength. It may be set larger than the fracture occurrence load of the part and smaller than the proof stress of each side frame ( claim 4 ).

In the above-described configuration, the impact absorbing member includes a main body that bulges to one side in the vehicle width direction, an upper flange that extends upward from the upper edge of the main body, and a lower that extends downward from the lower edge of the main body. and a flange portion, wherein the previously addressed unit, each of the impact-absorbing member from the height position of the upper end of the body portion is disposed between the to the height position of the lower end is preferably (claim 5 ).

In the above-described configuration, each of the destination portions preferably has a shape protruding from the other side surface of the bumper reinforcement to the other side ( Claim 6 ).

Claims (8)

A bumper reinforcement extending in the vehicle width direction and a plurality of reinforcing fibers arranged so as to extend continuously in the front-rear direction and extending from one end in the vehicle width direction of the bumper reinforcement to one side in the front-rear direction, respectively. A shock absorbing structure for a vehicle comprising a pair of fiber reinforced resin shock absorbing members,
Each of the shock absorbing members has an open cross-sectional shape that opens to one side in the vehicle width direction,
Among the surfaces on the other side in the front-rear direction of the bumper reinforcement, a pair of planes that are the same as the cross-sectional center of the other end of each of the shock absorbing members in a plan view or located on the inner side in the vehicle width direction from the cross-sectional center A shock absorbing structure for a vehicle, wherein the specific portion is provided with a tip portion that protrudes to the other side in the front-rear direction. The shock absorbing structure for a vehicle according to claim 1,
The addressing portion is configured to bring the input direction of a collision load applied to the shock absorbing member closer to the front-rear axial direction of the shock absorbing member by abutting with the collision member in the initial stage of the oblique collision of the vehicle. A shock absorbing structure for a vehicle characterized by comprising: The shock absorbing structure for a vehicle according to claim 1 or 2,
Each of the shock absorbing members has a first portion located on the other side in the front-rear direction and a fracture occurrence load that is a load that is located on the one side in the front-rear direction and causes breakage, than the first portion. A set second part,
The impact-absorbing structure for a vehicle according to claim 1, wherein a proof stress of each of the destination portions is set to be larger than a fracture occurrence load of each of the first portions. The shock absorbing structure for a vehicle according to claim 3,
The impact-absorbing structure for a vehicle according to claim 1, wherein a proof stress of each of the destination portions is set to be smaller than a fracture occurrence load of each of the second portions. The shock absorbing structure for a vehicle according to claim 3,
Side frames extending in the front-rear direction are provided on the one side in the front-rear direction than the shock absorbing members,
The impact-absorbing structure for a vehicle according to claim 1, wherein a proof stress of each of the destination portions is set to be larger than a fracture occurrence load of each of the second portions and smaller than a proof strength of each of the side frames. The impact absorbing structure for a vehicle according to any one of claims 1 to 5,
The impact absorbing member has a main body portion that opens to one side in the vehicle width direction, an upper flange portion that extends upward from the upper edge of the main body portion, and a lower flange portion that extends downward from the lower edge of the main body portion. And
Each of the destination portions is disposed between a height position of an upper end and a height position of a lower end of the main body portion of each of the shock absorbing members. In the shock absorbing structure for a vehicle according to any one of claims 1 to 6,
Each of the destination parts has a shape that protrudes from the other side surface in the front-rear direction of the bumper reinforcement to the other side. The impact absorbing structure for a vehicle according to any one of claims 1 to 7,
The bumper reinforcement in the front-rear direction on the other side is provided with tapered portions inclined at both ends in the vehicle width direction so as to be located on the other side in the front-rear direction toward the inner side in the vehicle width direction. An impact absorbing structure for a vehicle, wherein an inner end portion of the tapered portion in the vehicle width direction functions as the tip portion.

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