JP2019014307A - Vehicle impact absorption member and vehicle impact absorption structure - Google Patents

Abstract

To provide a vehicle impact absorption member which enables improvement of impact energy absorption efficiency.SOLUTION: A vehicle impact absorption member 1 is provided between side frames 50 serving as vehicle framework parts and a reinforcement 60 and is configured to absorb an impact input from the reinforcement 60. The vehicle impact absorption member 1 has cylindrical parts 10, vehicle side attachment parts 20, and reinforcement side attachment parts 30. Each cylindrical part 10 forms a cylindrical shape and is configured to compressively deform in an axial direction Y and absorb the impact. Each vehicle side attachment part 20 covers a rear end part 11 of the cylindrical part 10 as seen in the axial direction Y and is configured so that at least a part thereof fits into the side frame 50 to be attached to the vehicle framework part 50. The reinforcement side attachment part 30 is formed in a flange shape at a front end part 12 in the cylindrical part 10 as seen in the axial direction Y and is configured to be attached to the reinforcement 60.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a vehicle impact absorbing member and a vehicle impact absorbing structure.

  2. Description of the Related Art Conventionally, an impact absorbing member is provided between a reinforcement that is a part of a vehicle bumper and a side frame that is a vehicle skeleton. For example, the shock absorbing member disclosed in Patent Document 1 has a cylindrical portion, one end in the axial direction is attached to the reinforcement, and the other end in the axial direction is attached to the side frame. And when the said impact-absorbing member receives the impact load from a reinforcement, it is comprised so that a cylinder part may compress-deform and absorb an impact.

JP 2003-312400 A

  However, in the configuration disclosed in Patent Document 1, the flange portion and the side frame provided at the other axial end of the cylindrical portion are fixed to each other by the bolts because the surfaces perpendicular to the axial direction of the cylindrical portion are fixed by bolts. When an impact load from the front in the vicinity of the absorbing member or an oblique impact load is input, a large load is applied in parallel to the surface direction of the flange portion to the bolt that fixes the flange portion and the side frame. As a result, the impact absorbing member may be displaced in the surface direction of the flange portion, and the impact absorbing member may be laterally displaced with respect to the side frame. When the lateral displacement occurs, the impact load from the reinforcement is not efficiently input to the impact absorbing portion, and the impact energy absorbing efficiency in the impact absorbing portion is reduced.

  Further, in the configuration disclosed in Patent Document 1, the other axial end of the cylindrical portion attached to the side frame is open, but one axial end of the cylindrical portion attached to the reinforcement is closed and the cylindrical portion is closed. It is the bottom. Therefore, the strength of the cylindrical portion on the reinforcement side is higher than that on the side frame side, and the peak value of the initial load when the cylindrical portion is compressively deformed tends to increase. As a result, the impact energy absorption efficiency in the tube portion is poor, and there is room for improvement.

  The present invention has been made in view of such a background, and an object of the present invention is to provide a vehicle impact absorbing member capable of improving impact energy absorption efficiency.

One aspect of the present invention is a vehicle impact absorbing member that is provided between a vehicle skeleton and a reinforcement and is configured to absorb an impact input to the reinforcement.
A cylindrical portion configured to absorb a shock by compressing and deforming in the axial direction while forming a cylindrical shape;
A vehicle-side mounting portion configured to cover the rear end portion in the axial direction of the tubular portion and to be attached to the vehicle skeleton portion by fitting at least part of the vehicle skeleton portion;
Reinforcement side mounting portion formed in a flange shape at the front end portion in the axial direction in the cylindrical portion, and configured to be attached to the reinforce,
Is an impact-absorbing member for vehicles.

  In the vehicle impact absorbing member, the vehicle side mounting portion is configured to cover the axial rear end portion of the cylindrical portion and to be fitted into the vehicle skeleton portion. As a result, when the vehicle impact absorbing member is attached to the vehicle skeleton, at least a part of the vehicle-side attachment fitted in the vehicle skeleton comes into contact with the inner surface of the vehicle skeleton. As a result, when an impact load from the front in the vicinity of the impact absorbing member or an oblique impact load is input to the above-described vehicle impact absorbing member, the vehicle side mounting portion is in contact with the inner surface of the vehicle skeleton portion. The vehicle impact absorbing member is restrained from moving in the direction that intersects the axial direction, thereby preventing lateral displacement. Thereby, since the impact load from a reinforcement is reliably input into a cylinder part, the absorption efficiency of the impact energy in a cylinder part can be improved.

  Further, in the vehicle impact absorbing member, the rear end portion in the axial direction of the cylindrical portion is covered with the vehicle side mounting portion. Thereby, it is suppressed that the intensity | strength by the side of a reinforcement becomes stronger than the vehicle side in a cylinder part, and it prevents that the peak value of the initial load at the time of a cylinder part compressively deforming becomes large. As a result, it is possible to improve the absorption efficiency of the impact energy input to the cylindrical portion.

  As described above, according to the present invention, it is possible to provide a vehicle impact absorbing member capable of improving impact energy absorption efficiency.

The perspective view of the state which assembled | attached the impact-absorbing member for vehicles in Example 1. FIG. The other perspective view in the state where the shock absorption member for vehicles in Example 1 was assembled. The III-III line position cross-section perspective view in FIG. 1 is a perspective view of a vehicle impact absorbing member in Embodiment 1. FIG. 1 is a front view of a vehicle impact absorbing member in Embodiment 1. FIG. FIG. 3 is a top view of the vehicle impact absorbing member according to the first embodiment. The right view of the impact-absorbing member for vehicles in Example 1. FIG. The conceptual diagram for demonstrating the assembly | attachment state in the VIII-VIII line position cross section in FIG. The other conceptual diagram for demonstrating the assembly | attachment state in the VIII-VIII line position cross section in FIG. The conceptual diagram for demonstrating the assembly | attachment state in the XX line position cross section in FIG. The other conceptual diagram for demonstrating the assembly | attachment state in the XX line position cross section in FIG. The conceptual diagram for demonstrating the manufacturing method of the impact-absorbing member for vehicles in Example 1. FIG. The other conceptual diagram for demonstrating the manufacturing method of the impact-absorbing member for vehicles in Example 1. FIG. The perspective view of the impact-absorbing member for vehicles in a comparative example. FIG. 15A is a schematic diagram of the vehicle impact absorbing structure in the first embodiment, and FIG. 15B is a schematic diagram of the vehicle impact absorbing structure in the comparative example.

  The vehicle impact absorbing member is preferably a forged product in which the cylindrical portion, the vehicle side mounting portion, and the reinforcement side mounting portion are integrally formed. When the cylinder portion, the vehicle side attachment portion, and the reinforcement side attachment portion are joined to each other by welding, the mechanical strength may be uneven due to welding heat. Moreover, when these structures are mutually joined by the fastening by a volt | bolt etc., a bolt fastening part may become weak. However, by using a forged product having an integral structure as described above, it is possible to make the mechanical strength uniform and prevent the fragile portion from being formed. As a result, the collision load is efficiently transmitted to the cylinder part, and the absorption efficiency of the collision energy in the cylinder part can be improved.

  The vehicle-side mounting portion preferably includes a lid portion that covers the rear end portion, and a protruding portion that is configured to protrude rearward in the axial direction from the lid portion and to be fitted into the vehicle skeleton portion. In this case, when the shock absorbing member for a vehicle is assembled to the vehicle skeleton, it is only necessary to insert the protrusion into the vehicle skeleton, so that the positioning accuracy can be improved and the assembling workability can be improved.

  A plurality of the protrusions can be provided. In this case, it is possible to prevent the vehicle-side attachment portion from becoming excessively thick while increasing the contact area between the vehicle-side attachment portion and the vehicle skeleton portion. Both can be achieved.

  When the thickness of the reinforcement side mounting portion is T1, the thickness of the cylindrical portion is T2, and the thickness of the vehicle side mounting portion is T3, it is preferable that the relationship of T2 <T1 ≦ T3 is satisfied. In this case, when the collision load is input, the cylindrical portion is easily compressed and deformed stably, so that the peak value of the initial load is prevented from increasing, and the cylindrical portion has a relatively wide range of collision energy. Can be absorbed.

  In another aspect of the present invention, the vehicle includes the vehicle impact absorbing member, the vehicle skeleton portion attached to the vehicle side attachment portion, and the rain force attached to the reinforcement side attachment portion. The skeleton portion may be a vehicle shock absorbing structure having an insertion portion into which at least a part of the vehicle side attachment portion is inserted. According to the vehicle shock absorbing structure, at least a part of the vehicle side mounting portion is fitted into the fitting portion of the vehicle skeleton portion, thereby preventing the vehicle shock absorbing member from being laterally displaced with respect to the vehicle skeleton portion. be able to.

  In the vehicle impact absorbing structure, it is preferable that the reinforcement side mounting portion is inclined so as to be positioned in front of the vehicle as it goes inward in the vehicle width direction. In this case, when an impact load is input from the diagonally forward side of the vehicle, the impact load is transmitted in the axial direction to the cylinder portion of the impact absorbing member for the vehicle because the attachment portion on the reinforcement side is inclined as described above. It becomes easy to be done. As a result, coupled with the above-described lateral shift prevention effect, it becomes easy to absorb impact energy in the cylindrical portion.

  The vehicle impact absorbing member, the vehicle skeleton portion attached to the vehicle side attachment portion, and the reinforcement attached to the reinforcement side attachment portion, wherein the reinforcement is the plurality of protrusions. And a pair of protrusions in the plurality of protrusions are arranged along the longitudinal direction of the reinforcement and extend in a direction intersecting the longitudinal direction of the reinforcement. It can be set as the shock absorption structure for vehicles which forms the shape. In this case, the pair of projecting portions arranged along the longitudinal direction of the reinforcement is fitted into the fitting portion of the vehicle skeleton, so that the side surfaces of the pair of projecting portions abut against the inner surface of the fitting portion. It is possible to further prevent the vehicle impact absorbing member from being laterally displaced in the longitudinal direction.

Example 1
Examples of the vehicle impact absorbing member 1 will be described below with reference to FIGS.
As shown in FIG. 1, the impact absorbing member 1 for a vehicle according to the first embodiment is provided between a side frame 50 as a vehicle skeleton and a reinforcement 60 that is a part of a bumper. It is comprised so that the impact received may be absorbed.
The vehicle impact absorbing member 1 includes a cylinder portion 10, a vehicle side attachment portion 20, and a reinforcement side attachment portion 30.
The cylindrical portion 10 is formed in a cylindrical shape and is configured to compress and deform in the axial direction Y to absorb an impact.
The vehicle-side attachment portion 20 is configured to cover the rear end portion 11 in the axial direction Y of the tubular portion 10 and to be attached to the side frame 50 by being at least partially fitted into the side frame 50.
The reinforcement side attachment portion 30 is formed in a flange shape at the front end portion 12 in the axial direction Y of the cylindrical portion 10 and is configured to be attached to the reinforcement 60.

Hereinafter, the vehicle impact absorbing member 1 of the first embodiment will be described in detail.
As shown in FIG. 1, the vehicle impact absorbing member 1 is attached to a side frame 50 as a vehicle skeleton and a reinforcement 60 as a part of a bumper to constitute a vehicle impact absorbing structure 100. . In this example, the front-rear direction of the vehicle is Y, the width direction of the vehicle is X, and the height direction of the vehicle is Z. As shown in FIGS. 1 and 2, in the longitudinal direction Y of the vehicle, the direction from the reinforcement 60 toward the side frame 50 is defined as the rear Y1, and the reverse direction is defined as the front Y2. In the vertical direction Z of the vehicle, the upper side is Z1, and the lower side is Z2. Further, as shown in FIG. 2, in the width direction X of the vehicle, the inward direction of the vehicle is X1, and the reverse direction is X2.

  As shown in FIGS. 1 and 8, the side frame 50 has a cylindrical shape, extends in the front-rear direction Y of the vehicle, opens at the end of the front Y2, and is fitted with a protrusion 22 described later. A fitting portion 51 is formed. As shown in FIGS. 1 and 2, the reinforcement 60 is cylindrical, extends in the vehicle width direction X, and is divided in the vertical direction Z by a partition 65 that partitions the inside. Thus, two tubular portions 63 and 64 extending in the vehicle width direction X are formed in the reinforcement 60. Further, as shown in FIG. 2, the flange portions 68 formed in a flange shape are provided on the front edge portions 63 a and 64 a at the ends in the vertical direction Z of the cylindrical portions 63 and 64. Accordingly, the front surface 61 of the reinforcement 60 is larger in the vertical direction Z than the cylindrical portions 63 and 64.

  As shown in FIG. 1, in this example, a pair of vehicle impact absorbing members 1 having the same configuration are used in the width direction X. The vehicle impact absorbing member 1 can be made of an aluminum alloy. For example, 1000 series aluminum of JIS name and various aluminum alloys of 2000 series to 8000 series can be used as the material of the vehicle impact absorbing member 1. In particular, it is preferable to use a JIS series 6000 series aluminum alloy conventionally used for impact absorbing members. In this embodiment, it is made of A6063. As shown in FIG. 4, the cylinder portion 10 of the vehicle impact absorbing member 1 extends in parallel with the longitudinal direction Y of the vehicle, and the axial direction of the cylindrical portion 10 coincides with the longitudinal direction Y of the vehicle. The outer shape of the cylindrical portion 10 is quadrangular in cross-section perpendicular to the axial direction Y, and the inner side of the cylindrical portion 10 is divided into two in the width direction X by the partitioning portion 13. Thereby, the cylinder part 10 has comprised the shape which arranged the two cylinders 15 and 16 in the width direction X. As shown in FIG.

  As shown in FIGS. 6 and 7, the lid portion 21 provided at the rear end portion 11 of the cylindrical portion 10 is parallel to the width direction X and the vertical direction Z. As shown in FIG. 6, the reinforcement side attachment portion 30 provided at the front end portion 12 of the cylinder portion 10 is inclined so as to be positioned at the vehicle front Y2 as it goes inward X1 in the vehicle width direction X. . The inclination angle of the reinforcement side mounting portion 30, that is, the angle θ formed between the reinforcement side mounting portion 30 and the virtual line Q parallel to the vehicle width direction X can be 15 ° to 45 °. Then it is 20 °.

  As shown in FIGS. 2 and 3, a vehicle side mounting portion 20 is formed at the rear end portion 11 of the cylindrical portion 10, and a reinforcement side mounting portion 30 is formed at the front end portion 12 of the cylindrical portion 10. ing. As shown in FIGS. 1 and 2, the reinforcement-side mounting portion 30 is inclined as described above, and has a shape that matches the inclination of the back surface 62 of the reinforcement 60. The vehicle-side mounting portion 20 and the reinforcement-side mounting portion 30 are formed integrally with the cylindrical portion 10 and are made of one part, and the vehicle impact absorbing member 1 has an integral structure.

  As shown in FIGS. 2 and 3, the vehicle-side mounting portion 20 has a lid portion 21 and a protruding portion 22. The lid portion 21 covers the rear end portion 11 of the cylindrical portion 10. In the present embodiment, the lid portion 21 has a flat plate shape. The protruding portion 22 is formed on the lid portion 21 and protrudes rearward Y1 from the lid portion 21. A plurality of protrusions 22 can be provided. In this embodiment, two protrusions 22 are provided. The pair of protrusions 22 are arranged along the longitudinal direction of the reinforcement 60 (vehicle width direction X) and have a convex shape extending in a direction intersecting the longitudinal direction of the reinforcement 60 (vehicle width direction X). . In the present embodiment, the pair of projecting portions 22 has a rectangular parallelepiped shape and extends in the vertical direction Z. The projecting portion 22 is formed with a fastening bolt hole 23 penetrating in the vertical direction Z.

  As shown in FIG. 8, the length L <b> 1 in the vertical direction Z of the protruding portion 22 coincides with the distance L <b> 2 between the inner surfaces 52 facing the vertical direction Z in the fitting portion 51 formed in the side frame 50. As shown in FIG. 9, in the state where the vehicle side mounting portion 20 is attached to the side frame 50, the protruding portion 22 is inserted into the inserting portion 51, and the longitudinal direction (vertical direction Z) of the protruding portion 22 is set. Both end surfaces 22 a are in contact with the inner surface 52 of the fitting portion 51.

  Further, as shown in FIG. 10, the distance L3 between the outer side surfaces 22b in the width direction X of the two projecting portions 22 coincides with the distance L4 between the inner surfaces 52 facing the width direction X in the fitting portion 51. . As shown in FIG. 11, in the state where the vehicle-side attachment portion 20 is attached to the side frame 50, the protruding portions 22 are inserted into the insertion portions 51, and both the outer side surfaces 22 b in the width direction X of the protruding portions 22. Is in contact with the inner surface 52 of the fitting portion 51. The vehicle-side attachment portion 20 is attached to the side frame 50 by being fastened with bolts (not shown) through the bolt holes 23. In addition, the attachment method to the side frame 50 of the vehicle side attaching part 20 is not limited, It replaces with the fastening with a volt | bolt and may join and join both by welding.

  On the other hand, the reinforcement side attachment part 30 is formed in the flange shape along the outer edge of the front-end part 12 of the cylinder part 10, as shown in FIG. 4, FIG. A bolt hole 31 for fastening is formed in the reinforcement side mounting portion 30. As shown in FIG. 2, the reinforcement side attachment portion 30 is fastened by a bolt (not shown) through the bolt hole 31 and attached to the back surface 62 of the reinforcement 60. In addition, the attachment method to the reinforcement 60 of the reinforcement side attachment part 30 is not limited, It replaces with the fastening with a volt | bolt, and may join and attach both by welding.

  As shown in FIG. 10, in the vehicle impact absorbing member 1 of this example, the thickness of the reinforcement side mounting portion 30 is T1, the thickness of the cylindrical portion 10 is T2, and the thickness of the vehicle side mounting portion 20 is T3. In this case, the relationship of T2 <T1 ≦ T3 is established.

Next, the manufacturing method of the vehicle impact absorbing member 1 will be described with reference to FIGS.
The manufacturing method of the vehicle impact absorbing member 1 in the present embodiment includes a preform forming step S1, a hot forging step S2, a shaping step S3, a machining step S4, and a finishing step S5.

  First, in the preform molding step S1, as shown in FIG. 12A, first, a rough material 1a made of an aluminum alloy is prepared. The coarse material 1a can be a wrought material by casting, rolling, extrusion, forging, or the like. And as shown in FIG.12 (b), the rough material 1a is set to the metal mold | die 80 for forging, and it shape | molds by hot forging. Accordingly, as shown in FIG. 12C, the cylindrical portion 10 a that is the rough shape of the cylindrical portion 10, the flange portion 30 a that is the rough shape of the reinforcement side mounting portion 30, and the rough shape of the vehicle side mounting portion 20. A preform molding 1b having a lid portion 21a is produced. In the preform molding step S1, the lid portion 21a may have a shape provided with the protruding portion 22 in advance. The heating temperature before hot forging and the treatment time in the preform molding step S1 are not particularly limited, but the treatment temperature is in the range of 10 to 50 ° C. below the solidus temperature, and the treatment time is 0.5 to 10 hours. It is preferable.

  Next, a hot forging step S2 is performed. In the hot forging step S2, as shown in FIG. 12D, first, the preform molded product 1b is set in a die 81 for forging. Then, it is extruded by hot forging and molded. Thereby, as shown in FIG.12 (e), the rough molded object 1c is produced. Note that the preform molding step S1 and the hot forging step S2 may be performed in a continuous line. Further, the preform forming step S1 and the hot forging step S2 may be batch-processed as separate lines. In the hot forging step S2, the heating temperature before hot forging and the treatment time are not particularly limited, but the treatment temperature is set to a range of 30 to 100 ° C. below the solidus temperature, and the treatment time is set to 0.5 to 5 hours. Is preferred.

  Thereafter, the shaping step S3 is performed. In the shaping step S3, as shown in FIG. 13A, the rough molded body 1c produced in the hot forging step S2 is set in a sealed mold 82 having a gap having the same shape as that of the vehicle impact absorbing member 1. And it presses with the sealing metal mold | die 82, and corrects the rough molded object 1c. As a result, a correction molded body 1d shown in FIG. 13B is produced. The correction molded body 1 d includes the cylinder portion 10 in the vehicle impact absorbing member 1, and includes a lid portion 21 of the vehicle side attachment 20 and a reinforcement side attachment portion 30.

  Then, a machining step S4 is performed. In the machining step S4, as shown in FIG. 13C, the unnecessary portion 21x of the lid portion 21 of the correction molded body 1d and the unnecessary portion 30x of the reinforcement side attachment portion 30 are cut. As a result, as shown in FIG. 13 (d), the projecting portion 22 is formed, and the bolt hole 23 and the bolt hole 31 are formed, and the impact absorbing member 1 for a vehicle is manufactured.

  Finally, finishing step S5 is performed. In the finishing step S5, the lubricant adhering in the machining step S4 in the vehicle impact absorbing member 1 is degreased and cleaned, the size is inspected, and the production of the vehicle impact absorbing member 1 is finished. By the manufacturing method of the vehicle impact absorbing member 1 described above, the vehicle impact absorbing member 1 is a forged product in which the tubular portion 10, the vehicle side mounting portion 20, and the reinforcement side mounting portion 30 are integrally formed. .

  In addition, it is good also as performing a heat treatment process after the above-mentioned shaping process S3 and before machining process S4. Thereby, when the heat treatment type 2000 series, 6000 series, and 7000 series aluminum alloys are adopted as the material of the vehicle impact absorbing member 1, the strength can be increased. Further, when a non-heat-treatable 1000 series, 3000 series, 4000 series, 5000 series, or 8000 series aluminum alloy is employed as the material of the vehicle impact absorbing member 1, the processing strain can be removed. The heating temperature and processing time in the heat treatment step can be appropriately set according to the material of the vehicle impact absorbing member 1 and the like.

Next, the function and effect of the vehicle impact absorbing member 1 of this embodiment will be described.
According to the vehicle impact absorbing member 1 of the present embodiment, the vehicle side mounting portion 20 is configured to cover the rear end portion 11 in the axial direction Y of the cylindrical portion 10 and fit into the side frame 50 as the vehicle skeleton portion. Has been. Thus, when the vehicle impact absorbing member 1 is attached to the side frame 50, at least a part of the vehicle-side attachment portion 20 fitted into the vehicle skeleton portion 50 comes into contact with the inner surface 52 of the vehicle skeleton portion 50. As a result, when an impact load is input to the vehicle impact absorbing member 1 in a direction crossing the axial direction Y of the cylindrical portion 10, the vehicle-side mounting portion 20 in contact with the inner surface of the side frame 50 The impact-absorbing member 1 is restricted from moving in the direction crossing the axial direction Y, and a lateral shift is prevented. Thereby, since the impact load from the reinforcement 60 as a part of a bumper is reliably input into the cylinder part 10, the absorption efficiency of the impact energy in the cylinder part 10 can be improved.

  Further, in the vehicle impact absorbing member 1, the rear end portion 11 in the axial direction Y of the cylindrical portion 10 is covered by the vehicle side mounting portion 20. Thereby, it is suppressed that the intensity | strength on the reinforcement side rather than the vehicle side becomes high too much in the cylinder part 10, and it prevents that the peak value of the initial load at the time of the cylinder part 10 compressively deforming becomes large. As a result, the absorption efficiency of the impact energy input to the cylinder part 10 can be improved.

  In the present embodiment, the vehicle impact absorbing member 1 is a forged product in which the cylindrical portion 10, the vehicle side mounting portion 20, and the reinforcement side mounting portion 30 are integrally formed. As a result, the mechanical strength can be made uniform and the fragile portion can be prevented from being formed, and the collision load can be efficiently transmitted to the cylindrical portion 10 to improve the absorption efficiency of the collision energy in the cylindrical portion 10. Can do.

  Further, in the present embodiment, the vehicle side mounting portion 20 is configured to be fitted into the side frame 50 so as to protrude from the lid portion 21 covering the rear end portion 11 to the front Y2 in the axial direction Y from the lid portion 21. And a protrusion 22. Accordingly, when the vehicle impact absorbing member 1 is assembled to the side frame 50, the protruding portion 22 only needs to be fitted into the side frame 50, so that the positioning accuracy can be improved and the assembling workability can be improved.

  In the present embodiment, a plurality of protrusions 22 are provided. As a result, the contact area between the vehicle-side mounting portion 10 and the side frame 50 can be increased, and the vehicle-side mounting portion 20 can be prevented from becoming excessively thick. Can be achieved.

  In the present embodiment, the thickness T1 of the reinforcement side mounting portion 30, the thickness T2 of the cylindrical portion 10, and the thickness T3 of the vehicle side mounting portion 20 satisfy the relationship of T2 <T1 ≦ T3. As a result, when a collision load is input to the vehicle impact absorbing member 1, the cylindrical portion 10 is easily compressed and deformed stably, so that the peak value of the initial load is prevented from increasing, and the cylindrical portion 10 Can absorb a relatively wide range of collision energies.

  In the present embodiment, the vehicle impact absorbing member 1, the side frame 50 attached to the vehicle side attachment portion 20, and the reinforcement 60 attached to the reinforcement side attachment portion 30 are included. A vehicle impact absorbing structure 100 having a fitting portion 51 into which at least a part of the vehicle-side mounting portion 20 is fitted is configured. According to the vehicle impact absorbing structure 100, the vehicle impact absorbing member 1 is laterally displaced with respect to the side frame 50 by inserting at least a part of the vehicle side mounting portion 20 into the fitting portion 51 of the side frame 50. Can be prevented.

  In the present embodiment, in the vehicle impact absorbing structure 100, the reinforcement side mounting portion 30 is inclined so as to be positioned forward Y2 as it goes inward in the vehicle width direction X. As a result, when an impact load is input obliquely from the front of the vehicle, the impact load is axially applied to the cylinder portion 10 of the vehicle impact absorbing member 1 because the reinforcement side mounting portion 30 is inclined as described above. It becomes easy to be transmitted. As a result, coupled with the above-described lateral shift prevention effect, the cylindrical portion 10 can easily absorb impact energy.

  Further, in the present embodiment, the impact absorbing member 1 for a vehicle, the side frame 50 attached to the vehicle side attachment portion 20, and the reinforcement 60 attached to the reinforcement side attachment portion 30 are included. A plurality of protrusions 22 are inserted, and a pair of protrusions 22 in the plurality of protrusions 22 are arranged along the longitudinal direction (vehicle width direction X) of the rain force 60 and rain. A convex shape extending in the direction intersecting the longitudinal direction of the force 60 (vehicle width direction X) is formed. As a result, the pair of protrusions 22 aligned along the longitudinal direction of the reinforcement 60 (the vehicle width direction X) are inserted into the insertion portions 51 of the side frames 50, whereby the side surfaces 22b of the pair of protrusions 22 are inserted. It is possible to further prevent the vehicle impact absorbing member 1 from being laterally displaced in the longitudinal direction of the reinforcement 60 (vehicle width direction X) by contacting the wall surface 52 of the portion 51.

(Confirmation test)
Next, the following confirmation test was performed on the vehicle impact absorbing member 1 of the present example.
First, as shown in FIG. 14, a vehicle impact absorbing member 9 of a comparative example was prepared. The vehicle impact absorbing member 9 was produced as follows. A hot-rolled sheet made of A6063 was hot forged at 530 ° C. to prepare a preform. Next, the preform was heated to 500 ° C., extruded backward by hot forging, and forced-air cooled with a cooling fan. Thereafter, a preform molding step and a hot forging step were performed, and the forging was performed by hermetic forging provided with a gap of the impact absorbing member for a vehicle of the comparative example, and held at 200 ° C. for 10 hours to machine into a predetermined shape. As shown in FIG. 14, the vehicle impact absorbing member 9 of the comparative example includes a tube portion 91, a vehicle side mounting portion 92, and a reinforcement side mounting portion 93. A plurality of bolt holes 94 are formed in the vehicle side attachment portion 92.

  The confirmation test was conducted as follows. First, as shown in FIG. 15A, the vehicle impact absorbing member 1 of this example was attached to the side frame 50 and the reinforcement 60 as described above to produce the vehicle impact absorbing structure 100. Further, as shown in FIG. 15B, in the vehicle impact absorbing member 9 of the comparative example, the vehicle side attachment portion 92 is attached to the flange portion 55 of the side frame 50 by fastening with the bolt 95 through the bolt hole 94. It was. The reinforcement-side attachment portion 93 was attached to the reinforcement 60 by welding. Thereby, the shock absorbing structure 900 for vehicles of the comparative example was produced. Then, as shown in FIGS. 15A and 15B, the impact load P was input to the reinforcement 60. The input direction of the impact load P was obliquely rearward inclined with respect to the longitudinal direction Y of the vehicle.

  The results of the confirmation test are as follows. First, in the vehicle impact absorbing member 1 of the present embodiment shown in FIG. 15 (a), since the protruding portion 22 of the vehicle side mounting portion 20 is fitted into the side frame 50, an oblique rearward impact load P is input. However, the vehicle impact absorbing member 1 did not shift laterally with respect to the side frame 50. On the other hand, in the vehicle impact absorbing member 9 of the comparative example shown in FIG. 15 (b), when an impact load P obliquely rearward is input, the load is supported by the bolt hole 93 of the vehicle side mounting portion 92, The shock absorbing member 9 was shifted laterally with respect to the side frame 50. From these test results, it was confirmed that the lateral displacement was prevented in the vehicle impact absorbing member 1 of this example. Thereby, in the impact-absorbing member 1 for vehicles of a present Example, it is guessed that the absorption efficiency of impact energy improves compared with the case of a comparative example.

  As described above, according to this embodiment, it is possible to provide the vehicle impact absorbing member 1 and the vehicle impact absorbing structure 100 that can improve the impact energy absorption efficiency.

DESCRIPTION OF SYMBOLS 1 Vehicle impact-absorbing member 10 Cylinder part 20 Vehicle side attaching part 21 Cover part 22 Projection part 30 Reinforce side attaching part 50 Side frame (vehicle frame part)
51 Insertion part 60 Reinforce (part of bumper)
100 Vehicle skeleton

Claims (8)

A vehicle impact absorbing member that is provided between a vehicle skeleton and a reinforcement and configured to absorb an impact input to the reinforcement,
A cylindrical portion configured to absorb a shock by compressing and deforming in the axial direction while forming a cylindrical shape;
A vehicle-side mounting portion configured to cover the rear end portion in the axial direction of the tubular portion and to be attached to the vehicle skeleton portion by fitting at least part of the vehicle skeleton portion;
Reinforcement side mounting portion formed in a flange shape at the front end portion in the axial direction in the cylindrical portion, and configured to be attached to the reinforce,
A vehicle shock absorbing member.   The impact absorbing member for a vehicle according to claim 1, wherein the impact absorbing member is a forged product in which the cylindrical portion, the vehicle side mounting portion, and the reinforcement side mounting portion are integrally formed.   The said vehicle side attaching part has a cover part which covers the said back end part, and the protrusion part comprised so that it might protrude from the cover part to the back in an axial direction, and may be inserted in the said vehicle frame part. Or the impact-absorbing member for vehicles according to 2.   The shock absorbing member for a vehicle according to claim 3, wherein a plurality of the protruding portions are provided.   5. The relationship of T2 <T1 ≦ T3 is satisfied, where T1 is the thickness of the reinforcement side attachment portion, T2 is the thickness of the cylindrical portion, and T3 is the thickness of the vehicle attachment portion. The shock absorbing member for vehicles as described in any one of these. The vehicle impact absorbing member according to any one of claims 1 to 5, the vehicle skeleton portion attached to the vehicle side attachment portion, and the reinforcement attached to the reinforcement side attachment portion. Including
The vehicular skeleton portion has a fitting portion into which at least a part of the vehicle-side mounting portion is fitted, and the vehicle shock absorbing structure.   The impact absorbing structure for a vehicle according to claim 6, wherein the reinforcement side mounting portion is inclined so as to be positioned in front of the vehicle as it goes inward in the vehicle width direction. The vehicle impact absorbing member according to claim 4, the vehicle skeleton portion attached to the vehicle-side attachment portion, and the reinforcement attached to the reinforcement-side attachment portion,
The reinforcement has an insertion portion into which the plurality of protrusions are inserted,
The impact absorbing structure for a vehicle, wherein the pair of projecting portions of the plurality of projecting portions are arranged along a longitudinal direction of the reinforcement and have a convex shape extending in a direction intersecting with the longitudinal direction of the reinforcement.

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