JP2021066227A - Absorber - Google Patents

Abstract

To provide an absorber that accomplishes at least one of the followings in comparison with conventional technologies: enhancing an energy absorption efficiency; and reducing a necessary space.SOLUTION: An absorber 10 includes: an attachment part 20 attached to a vehicle body side member 100; and an extended part 30 that extends from the attachment part 20 to the input side of a collision load F. The extended part 30 includes: V-shaped parts 31 opened in a direction orthogonal to an extending direction of the extended part 30 in a cross-sectional view in the extending direction of the extended part; and reverse V-shaped parts 32 opened in an opposite direction to an opening direction of the V-shaped part 31. The V-shaped parts 31 and the reverse V-shaped parts 32 are alternately arranged side by side continuously in the extending direction of the extended part 30 in such a way that the one side of the adjoining V-shaped part 31 or the reverse V-shaped part 32 serves as the other side of the adjoining reverse V-shaped part or the V-shaped part. A V-shaped or reverse V-shaped bent part 33 of at least one of the plurality of V-shaped parts 31 and the plurality of reverse V-shaped parts 32 extends in parallel with the extending direction of the extended part 30 in the cross-sectional view in the extending direction of the extended part 30.SELECTED DRAWING: Figure 2

Description

The present invention relates to an absorber that plastically deforms and absorbs collision energy when a collision load is input.

On the back side of the front bumper of the vehicle (rear side of the vehicle), on the front side of the bumper reinforcement, an absorber made of foamed resin extending in the width direction of the vehicle is provided to reduce the reaction force to the pedestrian in the event of a pedestrian collision. Has been done. There are a plurality of types of cross-sectional shapes of the absorber, for example, those shown in Patent Documents 1-3.

(A) As shown in FIG. 11, Patent Document 1 shows a type (solid type) absorber 1 which is solid and has substantially the same height as the height of the bumper reinforcement 2 to be attached.
(B) As shown in FIG. 12, Patent Document 2 has substantially the same height as the bumper reinforcement 2, and has a cross section provided by providing a space portion 1a recessed from the rear side surface of the vehicle to the front side of the vehicle. The absorber 1 of the U-shaped type (U-shaped type) is shown.
(C) As shown in FIG. 13, Patent Document 3 shows an absorber 1 of a substantially plate-like type (plate type) in which the height is less than half the height of the bumper reinforcement 2. There is.

However, the conventional absorber has the following problems.
(I) <Energy absorption efficiency by absorber>
(I-1) In all of the above (a)-(c), since the absorber 1 is made of a foamed resin material, there is a possibility that the absorber 1 itself will be deformed at the initial stage of inputting the collision load. In that case, the impact load cannot be efficiently transmitted to the attached bumper reinforcement 2 at an early stage, and in the load-displacement curve of the absorber when the impact load is applied (FIG. 14), the load rises slowly at the initial stage of input. There is a risk of becoming.
(I-2) In the above-mentioned (b) U-shaped type, the U-shaped top plate portion 1b may bend at the initial stage of inputting the collision load. In that case, the load rise at the initial stage of input may be slow.
(I-3) In the plate type (c) described above, since the contact area between the absorber 1 and the bumper 3 is small, the stress applied to the absorber 1 becomes large, and the absorber 1 is easily deformed by the collision load. Therefore, in the load-displacement curve of the absorber, the rise of the load at the initial stage of input may be gentle.

(I-4) Further, in the above-mentioned (b) U-shaped type and (c) plate type, there is a risk of buckling or breaking during input of a collision load and damage. In that case, in the load-displacement curve of the absorber, there is a possibility that the load drops in the middle of the input period.
Note that FIG. 14 shows a load-displacement curve in the U-shaped type described above as a typical example of the conventional absorber.

From the above (i-1)-(i-4), there is room for improvement in terms of increasing the energy absorption efficiency of the absorber 1 (increasing the amount of energy absorption).

(Ii) <Space required for absorber>
(Ii-1) As shown in FIGS. 11 to 13, in each of the above (a)-(c), the absorber 1 is placed on the vehicle front side surface (front surface on the collision load input side) of the bumper reinforcement 2. Since it is attached, the remaining crushed 1c of the absorber 1 is generated on the vehicle front side (collision load input side) of the bumper reinforcement 2. Therefore, in the input direction (front-back direction) of the collision load, not only a space for absorbing energy due to the deformation of the absorber 1 but also a space of 1c remaining to be crushed is required.
(Ii-2) Further, in the above-mentioned (c) plate type, there is a risk of buckling or breaking and damage, and in that case, the absorber 1 is turned up, so that the input direction of the collision load is different. Space in the orthogonal direction (vertical direction) is also required.

With the above (ii-1) and (ii-2), there is room for improvement in reducing the space required for the absorber 1.

Japanese Unexamined Patent Publication No. 2004-224294 Japanese Unexamined Patent Publication No. 2004-224106 Japanese Unexamined Patent Publication No. 2016-20133

An object of the present invention is to provide an absorber capable of achieving at least one of the energy absorption efficiency can be increased and the required space can be reduced as compared with the conventional case.

The present invention that achieves the above object is as follows.
(1) An absorber that is attached to a vehicle body or a vehicle body side member composed of a member attached to the vehicle body, and is plastically deformed to absorb collision energy when a collision load is input.
It has a mounting portion that is attached to the vehicle body side member, and an extending portion that extends from the mounting portion to the input side of the collision load.
The extension portion is a V-shaped portion that opens in a direction orthogonal to the extension direction of the extension portion and a reverse that opens in a direction opposite to the opening direction of the V-shaped portion in a cross-sectional view of the extension direction of the extension portion. It has a V-shaped portion, and the V-shaped portion and the inverted V-shaped portion alternate in the extending direction of the extending portion, and one side of the adjacent V-shaped portion and the inverted V-shaped portion is the other. It has a shape in which multiple lines are lined up in succession so that it is on one side.
In a cross-sectional view of the extending direction of the extending portion, the V-shaped or inverted V-shaped bent portion in at least one of the plurality of V-shaped portions and the plurality of inverted V-shaped portions is parallel to the extending direction of the extending portion. Absorber extending in the right direction.
(2) The absorber according to (1), wherein the mounting portion is a portion of the vehicle body side member located on the rear side of the front surface portion on the input side of the collision load and is attached to the vehicle body side member.
(3) The absorber according to (1) or (2), wherein the mounting portion is located at a position where the mounting portion wraps with the extending portion when viewed from the extending direction of the extending portion.
(4) Of the V-shaped portion and the inverted V-shaped portion, the extending portion has a V-shaped rear portion on the most mounting portion side and a V-shaped extending portion on the tip side in the extending direction of the extending portion. It has a front portion and a V-shaped intermediate portion between the V-shaped rear portion and the V-shaped front portion.
The absorber according to any one of (1) to (3), wherein the rigidity of the V-shaped front portion and the V-shaped rear portion is set higher than the rigidity of the V-shaped intermediate portion.
(5) The absorber according to (4), wherein the rigidity at the V-shaped front portion is set higher than the rigidity at the V-shaped rear portion.
(6) The V-shaped intermediate portion includes a V-shaped intermediate rear portion located adjacent to the V-shaped rear portion and a V-shaped intermediate front side portion between the V-shaped intermediate rear portion and the V-shaped front portion. Have and
The absorber according to (4) or (5), wherein the rigidity at the V-shaped intermediate front side portion is set higher than the rigidity at the V-shaped intermediate rear portion.

In the absorber of (1) above, in the extension direction cross-sectional view of the extension portion, the V-shaped or inverted V-shaped bend portion in at least one of the plurality of V-shaped portions and the plurality of inverted V-shaped portions is the extension portion. Since it extends in the direction parallel to the extension direction, the collision load input to the absorber can be efficiently transmitted to the mounting part to be attached to the vehicle body side member, and the support (reaction force) by the vehicle body side member can be efficiently received at an early stage. Can be done. Therefore, in the load-displacement curve of the absorber when the impact load is received, it is possible to accelerate the rise of the load (make it a steep angle) at the initial stage of inputting the impact load.

Further, in a cross-sectional view of the extending direction of the extending portion, the V-shaped or inverted V-shaped bent portion in at least one of the plurality of V-shaped portions and the plurality of inverted V-shaped portions is in a direction parallel to the extending direction of the extending portion. In the portion extending in the parallel direction, both ends of the parallel portion can be made into buckling points (bending points) that bend when a collision load is input, and (ii) parallel. Even in a bent portion that does not extend in the direction, the bent portion can be used as a buckling point (bending point) that bends when a collision load is input. Therefore, a plurality of buckling points (bending points) that bend when a collision load is input can be set. Therefore, the plurality of buckling points can be bent at different timings. Therefore, in the load-displacement curve of the absorber, it is possible to suppress the occurrence of a load drop in the middle input period as compared with the case where there is only one buckling point.

As described above, the energy absorption efficiency by the absorber can be increased (the amount of energy absorption can be increased) as compared with the conventional case.

In the absorber of (2) above, since the mounting portion is attached to the vehicle body side member at a portion located on the rear side of the front surface portion of the vehicle body side member, the crushed residue after absorbing the collision energy is left on the vehicle body side member. It can be generated on the rear side of the front part of. Therefore, unlike the case where the mounting portion is mounted on the vehicle body side member at the front surface of the vehicle body side member, it is possible to suppress the occurrence of crushed residue on the front side of the front surface portion of the vehicle body side member, which is advantageous in terms of space in the input direction of the collision load. Is.

In the absorber of (3) above, since the mounting portion is in a position where it wraps with the extending portion when viewed from the extending direction of the extending portion, a moment around the mounting portion is generated in the absorber when a collision load is input to the absorber. Can be suppressed. Therefore, it is possible to prevent the absorber from being deformed so as to be turned up at the mounting portion, which is advantageous in terms of space in the direction orthogonal to the input direction of the collision load.

In the absorber of (4) above, the rigidity of the V-shaped front portion and the V-shaped rear portion of the extending portion is set higher than the rigidity of the V-shaped intermediate portion, so that the following effects can be obtained.
Since the rigidity at the front of the V-shape is higher than the rigidity at the middle of the V-shape, the collision load input to the front of the V-shape is suppressed from turning up at the front of the V-shape, and the rear side of the front of the V-shape, That is, it can be efficiently transmitted to the V-shaped middle portion and the V-shaped rear portion.
Further, since the rigidity at the rear part of the V-shape is higher than the rigidity at the middle part of the V-shape, the rear part of the V-shape is deformed before the middle part of the V-shape is deformed, and the rear part of the V-shape is orthogonal to the input direction of the collision load. It is possible to prevent the absorber from turning up in the direction. Therefore, it is advantageous in terms of space in the direction orthogonal to the input direction of the collision load.

In the absorber of (5) above, the rigidity at the front part of the V-shape is set higher than the rigidity at the rear part of the V-shape, so that the turn-up at the front part of the V-shape is suppressed and the load is efficiently transmitted to the rear side. be able to. Therefore, not only the V-shaped middle portion but also the V-shaped rear portion can be reliably deformed.

In the absorber of (6) above, the rigidity at the V-shaped middle front side is set higher than the rigidity at the V-shaped middle rear part, so that the collision load transmitted from the V-shaped middle front part is applied to the V-shaped middle front side part. It is possible to suppress the turning up and efficiently transmit to the rear side of the V-shaped middle front side portion, that is, the V-shaped middle rear portion.

It is a perspective view of the absorber of the Example of this invention. It is sectional drawing which shows the absorber and the vehicle body side member of the Example of this invention. It is sectional drawing of the absorber after the collision test performed using the absorber having the rigidity order of the Example of this invention. It is a load-displacement diagram of the absorber obtained by performing the collision test of FIG. In addition, in order to show the superiority of the absorber of the embodiment of the present invention, the load-displacement diagram of the conventional absorber of FIG. 14 is also shown by a dotted line. It is a figure which shows the comparative example of the Example of this invention, and is the cross-sectional view of the absorber after the collision test when the absorber which has the rigidity order different from the rigidity order of the Example of this invention is used. It is a schematic cross-sectional view which shows the 1st modification of the vehicle body side member to which the absorber of the Example of this invention is attached. It is a schematic cross-sectional view which shows the 2nd modification of the vehicle body side member to which the absorber of the Example of this invention is attached. It is a schematic cross-sectional view which shows the 3rd modification of the vehicle body side member to which the absorber of the Example of this invention is attached. It is a partial sectional view of the vehicle front part structure when the absorber of this invention embodiment is used for a vehicle front part. This is a comparison matrix of the absorber of the embodiment of the present invention and the conventional solid type, U-shaped type and plate type. It is a schematic cross-sectional view of the conventional absorber in the case of a solid type. (A) shows the state before the collision test, and (b) shows the state after the collision test. It is a schematic cross-sectional view of a conventional absorber in the case of a U-shaped type. (A) shows the state before the collision test, and (b) shows the state after the collision test. It is a schematic cross-sectional view of the conventional absorber in the case of a plate type. (A) shows the state before the collision test, and (b) shows the state after the collision test. It is a load-displacement diagram obtained by performing a collision test of a conventional U-shaped absorber.

Hereinafter, the absorber 10 according to the embodiment of the present invention will be described with reference to the drawings.

As shown in FIG. 2, the absorber 10 of the embodiment of the present invention is attached to a vehicle body or a vehicle body side member 100 made of a member attached to the vehicle body, and is plastically deformed when a collision load F is input to the absorber 10. Absorbs collision energy.

The vehicle body side member 100 is composed of a vehicle body or a member attached to the vehicle body, and has a relatively high rigidity. The vehicle body side member 100 is made of metal, and the metal is, for example, iron (including steel) and aluminum (including aluminum alloy).

The vehicle body side member 100 includes a front portion 110 on the input side of the collision load F, a rear extension portion 120 extending from the front portion 110 to the rear side opposite to the input side of the collision load F, and a rear extension portion 120. It has a rear surface portion 130 that is connected to the side end portion and faces the front surface portion 110. The front surface portion 110 and the rear surface portion 130 extend in a direction orthogonal to (including substantially orthogonal) the input direction of the collision load F to the absorber 10, and the rear extension portion 120 is parallel to the input direction of the collision load F (approximately). It extends in any direction (including parallel).

As shown in FIGS. 6 to 8, it is desirable that the vehicle body side member 100 is provided with the reaction force plate portion 140. When the collision load F is input to the absorber 10, the reaction force plate portion 140 presses the absorber 10 from a direction opposite to the input direction to reliably apply a reaction force to the absorber 10.

FIG. 6 shows, when the vehicle body side member 100 is made of iron produced by bending the plate material a plurality of times, both ends of the plate materials welded to each other are outward flanges extending outward from the vehicle body side member 100. The case where the flange (welded portion) is used as the reaction force plate portion 140 is shown.

FIG. 7 shows an outward extending portion 141 extending outward of the vehicle body side member 100 integrally with the vehicle body side member 100 when the vehicle body side member 100 is made of aluminum (made of aluminum die casting), and the outward extending portion 141. The case where the input side extension portion 142 which is bent from the tip portion in the extension direction of the portion 141 and extends by a predetermined amount to the input side of the collision load F is manufactured and used as the reaction force plate portion 140 is shown. In the case of FIG. 7, since the reaction force plate portion 140 has the input side extension portion 142, the rear extension portion 120 and the input side extension portion 142 of the vehicle body side member 100 form the attachment portion 20 of the absorber 10, which will be described later. It is possible to sandwich a part.

FIG. 8 shows a case where the reaction force plate portion 140 is formed separately from the vehicle body side member 100 and fixedly attached to the vehicle body side member 100 regardless of the material of the vehicle body side member 100.

As shown in FIG. 1, the absorber 10 is made of a resin other than the foamed resin, and is, for example, PP (polypropylene resin). However, the absorber 10 may be composed of other than PP, for example, reinforced plastics such as ABS (acrylonitrile butadiene styrene resin), PC (polycarbonate resin), PE (polyethylene resin), and FRP (Fiber Reinforced Plastics). It may be composed of. The absorber 10 is a molded product. The absorber 10 may be composed of a plurality of parts fixed to each other, but it is desirable that the absorber 10 is composed of one part in order to reduce the number of parts.

As shown in FIG. 2, the absorber 10 has a mounting portion 20 mounted on the vehicle body side member 100 and an extending portion 30 extending from the mounting portion 20 to the input side of the collision load F (direction opposite to the input direction of the collision load F). And have.

The mounting portion 20 is fastened and fixed only to the rear extending portion 120 of the vehicle body side member 100 by using bolts 50. Since the mounting portion 20 is fixed to the rear extending portion 120, the mounting portion 20 is a portion located behind the front surface portion 110 of the vehicle body side member 100 with respect to the input direction of the collision load F, and is a vehicle body side member. It is attached to 100. The mounting portion 20 is fixed to the rear side of the rear extending portion 120 of the vehicle body side member 100 with respect to the central portion, that is, to the rear surface portion 130 side.

The mounting portion 20 has a plate-shaped portion 21 extending in a direction parallel (including substantially parallel) to the input direction of the collision load F, that is, in a direction parallel to the rear extending portion 120 of the vehicle body side member 100, and the plate The shape portion 21 is fixed to the intermediate portion in the extending direction of the rear extending portion 120 of the vehicle body side member 100. As shown in FIG. 1, a plurality of plate-shaped portions 21 are formed, and the mounting portion 20 is attached to the vehicle body side member 100 by using a plurality of bolts 50. This is to prevent the absorber 10 from rotating with respect to the vehicle body side member 100, and to firmly fix and attach the absorber 10 to the vehicle body side member 100. A plurality of bolts 50 are provided at intervals from each other in a direction orthogonal to the input direction of the collision load F.

Returning to FIG. 2, the mounting portion 20 is in a position where the entire mounting portion 20 wraps with the extending portion 30 when viewed from the extending direction of the extending portion 30, that is, when viewed from the input direction of the collision load F. This suppresses the generation of a moment around the mounting portion 20 on the absorber 10 when the collision load F is input to the absorber 10 and suppresses the absorber 10 from being deformed so as to be turned up from the vehicle body side member 100. To do.

The extending portion 30 extends from the end portion 22 on the input side of the collision load F in the mounting portion 20 to the input side of the collision load F. The absorber 10 absorbs the collision energy mainly because the extending portion 30 receives a compressive load in the extending direction and is crushed and deformed.

The extension portion 30 is a V-shaped portion 31 that opens in a direction orthogonal to the extension direction of the extension portion 30 and a V-shaped portion 31 that opens in a direction opposite to the opening direction of the V-shaped portion 31 in a cross-sectional view in the extension direction of the extension portion 30. It has an inverted V-shaped portion 32 and. Then, in the extending portion 30, the V-shaped portion 31 and the inverted V-shaped portion 32 alternate in the extending direction of the extending portion 30, and one side of the adjacent V-shaped portion 31 and the inverted V-shaped portion 32 is the other. It has a shape (bellows shape, wave shape) in which a plurality of pieces are lined up in succession so as to form one side.

The opening direction of the V-shaped portion 31 and the inverted V-shaped portion 32 (the opening direction of the "V" shape and the opening direction of the inverted "V" shape) is the direction orthogonal to the extending direction of the extending portion 30, that is, the collision load F. The direction may be orthogonal to the input direction, and may be upward, downward, or horizontal. In the illustrated example of the present invention, the opening direction of the V-shaped portion 31 is upward, and the opening direction of the inverted V-shaped portion 32 is downward.

The V-shaped portion 31 and the inverted V-shaped portion 32 are in a position where the whole (including almost the whole) wraps with each other when viewed from the extending direction of the extending portion 30, that is, when viewed from the input direction of the collision load F. The number of the V-shaped portion 31 and the inverted V-shaped portion 32 is not particularly limited, but in the illustrated example, the case where the V-shaped portion 31 is two and the inverted V-shaped portion 32 is three is shown. ..

In the extension direction cross-sectional view of the extension portion 30, the V-shaped or inverted V-shaped bent portion 33 in at least one of the plurality of V-shaped portions 31 and the plurality of inverted V-shaped portions 32 is the extension direction of the extension portion 30. It extends in parallel (including approximately parallel) directions. This is because the collision load F input to the absorber 10 is quickly and efficiently transmitted to the mounting portion 20 and the vehicle body side member 100. In order to maximize the load transmission effect, all the bent portions 33 of the plurality of V-shaped portions 31 and the plurality of inverted V-shaped portions 32 extend in a direction parallel to the extending direction of the extending portion 30. Is desirable.

Of the plurality of V-shaped portions 31 and the plurality of inverted V-shaped portions 32, the extending portion 30 is located on the V-shaped rear portion 30a closest to the mounting portion 20 side and on the tip end side of the extending portion 30 in the extending direction. It has a V-shaped front portion 30b and a V-shaped intermediate portion 30c located between the V-shaped rear portion 30a and the V-shaped front portion 30b. Further, the V-shaped intermediate portion 30c includes a V-shaped intermediate rear portion 30c1 located adjacent to the V-shaped rear portion 30a, a V-shaped intermediate front side portion 30c2 located between the V-shaped intermediate rear portion 30c1 and the V-shaped front portion 30b, and the V-shaped intermediate rear portion 30c1. have.

The collision load F is first input from the V-shaped front portion 30b, which is closest to the tip end side of the absorber 10. Then, the collision load F is transmitted from the V-shaped front portion 30b to the V-shaped rear portion 30a via the V-shaped intermediate portion 30c, and is transmitted to the mounting portion 20.

The extension portion 30 has a different rigidity sequence in the extension direction so that when the collision load F is input, the extension portion 30 is crushed and deformed (compression direction) in the extension direction of the extension portion 30 as intended without being turned up. doing. Specifically, it is as follows.

(A) The rigidity of the V-shaped rear portion 30a and the V-shaped front portion 30b is set higher than the rigidity of the V-shaped intermediate portion 30c.
(B) The rigidity of the V-shaped front portion 30b is set higher than the rigidity of the V-shaped rear portion 30a.
(C) In the V-shaped intermediate portion 30c, the rigidity of the V-shaped intermediate front side portion 30c2 is set higher than the rigidity of the V-shaped intermediate rear portion 30c1.

As shown in FIG. 1, the above-mentioned rigidity sequence is set by providing ribs 60 extending in the extending direction of the extending portion 30 as necessary in each V-shaped portion 31 and the inverted V-shaped portion 32. Specifically, at least one of the size, number, and thickness of the rib 60 is set to be different in each V-shaped portion 31 and the inverted V-shaped portion 32. The rib 60 is preferably formed integrally with the extension portion 30, but may be formed separately from the extension portion 30 and attached to the extension portion 30.

However, the above-mentioned rigidity sequence may be set other than providing the rib 60. For example, the plate thickness at the V-shaped portion 31 and the inverted V-shaped portion 32 of the extending portion 30 may be different, and each V-shaped portion may be set. Install separate parts for improving rigidity in the portion 31 and the inverted V-shaped portion 32, and make the angles formed by the "V" or inverted "V" of each V-shaped portion 31 and the inverted V-shaped portion 32 different. , Making holes in each V-shaped portion 31 and inverted V-shaped portion 32 to reduce rigidity, making the materials of each V-shaped portion 31 and inverted V-shaped portion 32 different in the extending direction of the extending portion 30, and the like. It may have been done. Further, it may be set by using at least one of these and the rib 60 in combination.

Since the absorber 10 is configured as described above, the following effects can be obtained.
(A1) As shown in FIG. 2, a V-shaped or inverted V-shaped bent portion 33 in at least one of a plurality of V-shaped portions 31 and a plurality of inverted V-shaped portions 32 in a cross-sectional view in the extending direction of the extending portion 30. However, since the extension portion 30 extends in a direction parallel to the extension direction, the collision load F input to the absorber 10 can be efficiently transmitted to the attachment portion 20 to be attached to the vehicle body side member 100, and the vehicle body side member 100 can be used. Support (reaction force) can be received quickly and efficiently. Therefore, in the load-displacement curve (solid line in FIG. 4) of the absorber 10 when the impact load F is received, the rise of the load at the initial input of the impact load F can be accelerated (made a steep angle).

(A2) In the extension direction cross-sectional view of the extension portion 30, the V-shaped or inverted V-shaped bent portion 33 in at least one of the plurality of V-shaped portions 31 and the plurality of inverted V-shaped portions 32 is the extension portion 30. Since it extends in a direction parallel to the extending direction, (i) at a portion extending in the parallel direction, a buckling point (bending point) at which both ends 34 of the parallel portion are bent when a collision load F is input. (Ii) Even in the bent portion 33 that does not extend in the parallel direction, the bent portion 33 can be used as a buckling point (bending point) that bends when the collision load F is input. Therefore, a plurality of buckling points (bending points) that bend when the impact load F is input can be set. Therefore, the plurality of buckling points can be bent at different timings. Therefore, in the load-displacement curve of the absorber 10, it is possible to suppress the occurrence of a load drop in the middle stage of input as compared with the case where there is only one buckling point.

From the above (A1) and (A2), it is possible to increase the energy absorption efficiency by the absorber (increase the amount of energy absorption). Specifically, in the load-displacement diagram of the absorber 10 shown in FIG. 4, since the waveform has a shape close to a rectangle, the energy absorption efficiency of the absorber 10 can be improved.
Since the energy absorption efficiency can be increased, the energy absorption amount required for the absorber 10 can be secured even if the length of the absorber 10 is shortened in the input direction of the collision load F. Therefore, the absorber 10 can be shortened in the input direction of the collision load F, which is advantageous in terms of space.

(B) As shown in FIG. 2, since the mounting portion 20 is mounted on the vehicle body side member 100 at a portion rearward of the front surface portion 110 of the vehicle body side member 100, as shown in FIG. After absorbing the collision energy, the crushed residue of the absorber 10 can be generated on the rear side of the front surface portion 110 of the vehicle body side member 100. Therefore, unlike the case where the mounting portion 20 is mounted on the vehicle body side member 100 by the front surface portion 110 of the vehicle body side member 100, it is possible to suppress the occurrence of crushed residue on the front side of the front surface portion 110 of the vehicle body side member 100, and the collision load F. It is advantageous in terms of space in the input direction of.

(C) As shown in FIG. 2, since the mounting portion 20 is in a position to wrap with the extending portion 30 when viewed from the extending direction of the extending portion 30 (when viewed from the input direction of the collision load F to the absorber 10). , It is possible to suppress the generation of a moment around the mounting portion 20 on the absorber 10 when the collision load F is input to the absorber 10. Therefore, it is possible to prevent the absorber 10 from being deformed so as to be turned up by the mounting portion 20, and it is advantageous in terms of space in the direction orthogonal to the input direction of the collision load F.

(D) Since the rigidity of the V-shaped rear portion 30a and the V-shaped front portion 30b of the extending portion 30 is set higher than the rigidity of the V-shaped intermediate portion 30c, the following effects can be obtained.
Since the rigidity of the V-shaped front portion 30b is higher than that of the V-shaped intermediate portion 30c, the collision load F input to the V-shaped front portion 30b is suppressed from being turned up at the V-shaped front portion 30b, and the V-shaped front portion 30b is suppressed. It can be efficiently transmitted to the rear side of the portion 30b, that is, the V-shaped intermediate portion 30c and the V-shaped rear portion 30a.
Further, since the rigidity of the V-shaped rear portion 30a is higher than that of the V-shaped intermediate portion 30c, the V-shaped rear portion 30a is deformed before the V-shaped intermediate portion 30c is hardly deformed, and the collision load F at the V-shaped rear portion 30a. It is possible to prevent the absorber 10 from being turned up in a direction orthogonal to the input direction of. Therefore, it is advantageous in terms of space in the direction orthogonal to the input direction of the collision load F.

(E) Since the rigidity at the V-shaped front portion 30b is set higher than the rigidity at the V-shaped rear portion 30a, it is possible to suppress the turning up at the V-shaped front portion 30b and efficiently transmit the load to the rear side. it can. Therefore, not only the V-shaped intermediate portion 30c but also the V-shaped rear portion 30a can be reliably deformed.

(F) In the V-shaped intermediate portion 30c of the extending portion 30, since the rigidity of the V-shaped intermediate front side portion 30c2 is set higher than the rigidity of the V-shaped intermediate rear portion 30c1, the collision transmitted from the V-shaped front portion 30b. The load F can be efficiently transmitted to the rear side of the V-shaped intermediate front side portion 30c2, that is, the V-shaped intermediate rear portion 30c1 by suppressing the turning up at the V-shaped intermediate front side portion 30c2.

(G) Since the V-shaped portion 31 and the inverted V-shaped portion 32 are located at positions where the entire V-shaped portion 31 and the inverted V-shaped portion 32 wrap each other when viewed from the extending direction of the extending portion 30, the V-shaped portion 31 and the inverted V-shaped portion 32 wrap each other. Compared to the case where the positions do not meet, the extending portion 30 can be efficiently crushed and deformed in the compression direction when the collision load F is input.

(H) Since the absorber 10 is made of a resin other than the foamed resin, it is possible to prevent itself from being deformed at the initial stage of inputting the collision load F, as compared with the case where the absorber 10 is made of the foamed resin. As a result, the impact load can be efficiently transmitted to the vehicle body side member 100 to be attached at an early stage, and the load rise at the initial stage of input can be accelerated in the load-displacement curve of the absorber when the impact load is received.

<Example of using absorber 10>
FIG. 9 shows that when the absorber 10 of the embodiment of the present invention collides with a pedestrian of a vehicle (for example, an SUV vehicle) in front of the vehicle, at least a part of the collision energy is absorbed to damage the pedestrian. It shows the case where it is used to suppress. In the figure, reference numeral 300 indicates a front bumper, reference numeral 310 indicates a radiator, and reference numeral 320 indicates a front grill.

In this case, it is as follows.
The vehicle body side member 100 is a bumper reinforcement having a "day" cross section that extends in the vehicle width direction at the front portion of the vehicle and forms a part of the vehicle body. The front surface 110 of the vehicle body side member 100 is the vehicle front side surface portion of the bumper reinforcement extending in the vertical direction, and the rear extension portion 120 of the vehicle body side member 100 is substantially between the upper and lower surface portions of the bumper reinforcement and the upper and lower surface portions. It is a bridge in the center. Further, the rear surface portion 130 of the vehicle body side member 100 is a vehicle rear side surface portion of the bumper reinforcement.

The absorber 10 is attached to the rear end portion (including the vicinity thereof) of the upper surface portion of the bumper reinforcement that constitutes the rear extension portion 120 of the vehicle body side member 100 by the attachment portion 20. The extending portion 30 of the absorber 10 extends to the front of the vehicle, which is the input side of the collision load F. In front of the absorber 10, there is a front bumper 300 of the vehicle. At the time of a frontal collision of the vehicle, the collision load F is input to the absorber 10 via the front bumper 300 that has moved to the rear of the vehicle in response to the collision load F.

When the collision load F is input to the absorber 10 via the front bumper 300, the collision load F is input in a direction parallel (including substantially parallel) to the extension direction of the extension portion 30 of the absorber 30 and extends. It is desirable that the protrusion 30 can be crushed and deformed without being turned up. Therefore, the extension direction tip surface 35 of the extension portion 30 faces the extension direction tip surface 35 in the input direction of the collision load F among the vehicle components (front bumper 300) that come into contact with the extension portion 30 at the time of collision. It is desirable that it is parallel (including substantially parallel) to the facing surface 301 of the vehicle component at the position.

In the above, the case where the absorber 10 is used for pedestrian protection in the event of a frontal collision with a pedestrian of the vehicle is shown, but the absorber 10 may be used for other purposes. For example, (i) it may be attached to a battery case, various tanks such as a fuel tank or a hydrogen tank, and used to protect these cases and tanks. In this case, the battery case or tank to which the absorber 10 is attached corresponds to the vehicle body side member 100 of the embodiment of the present invention. Further, (ii) for protecting the occupant when the vehicle interior material is attached to the vehicle body or a member attached to the vehicle body, such as the back side of the vehicle interior material, and the vehicle interior occupant collides with the vehicle interior material. It may be used. In this case, the vehicle body arranged on the back side of the vehicle interior interior material or the member attached to the vehicle body corresponds to the vehicle body side member 100 of the embodiment of the present invention.

<Example>
As an example, as shown in FIG. 1, a test piece of an absorber having a structure corresponding to the above-described embodiment of the absorber 10 was produced, and this was used as the product of the present invention.

(I) For absorber 10 (test piece)
Depth (length in the input direction of collision load): L450mm
Width (length in the horizontal plane in the direction orthogonal to the depth): W300 mm
Height (length in the direction orthogonal to depth and width): H30 mm
Plate thickness: t2.5mm
Rib pitch: 20 mm to 40 mm (changed according to the rigidity order of the absorber 10 described above)
Material: PP
Rigidity order of absorber 10: V-shaped front portion 30b of extension portion 30 → V-shaped rear portion 30a → V-shaped intermediate front side portion 30c2 → V-shaped intermediate rear portion 30c1
And said.
(Ii) Regarding the vehicle body side member 100,
Depth: L90mm
Width: W250mm
Height: H110mm
Plate thickness: t2.7 mm to t6.8 mm
Material: Aluminum.
(Iii) Fastening of the absorber 10 and the vehicle body side member 100: Bolt (M10 bolt, washer diameter φ20 mm)
Mounting pitch: 150 mm pitch.

A test was conducted in which a collision load F was applied to the test piece of the absorber 10 from a direction parallel to the extending direction of the extending portion 30. The test piece of the absorber 10 after the collision test is shown in FIG. 3, and the load-displacement diagram of the test piece of the absorber 10 obtained at that time is shown by a solid line in FIG. The waveform shown by the dotted line in FIG. 4 is a load-displacement diagram of the conventional absorber.
Further, as a comparative example of the examples of the present invention, FIG. 5 shows a comparative test piece 10'after the collision test, which was obtained by performing the same test on the comparative test piece 10'with different rigidity sequences. Reference numeral 20'is a portion corresponding to the attachment portion 20 in the embodiment of the present invention, and reference numeral 30'is a portion corresponding to the extension portion 30 in the embodiment of the present invention.

By setting the appropriate rigidity sequence from FIGS. 3 and 5 (FIG. 3), the absorber 10 does not turn up (even if it exists) as compared with the case where the appropriate rigidity sequence is not set (FIG. 5). It can be seen that the absorber 10 can be neatly crushed and deformed (compressed direction) in the extending direction of the extending portion 30 (to a negligible degree).

The waveform shown by the dotted line in FIG. 4 is a load-displacement diagram of the conventional absorber (U-shaped absorber) shown in FIG. 14, but from FIG. 4, it is in the absorber 10 (solid line) of the embodiment of the present invention. It can be seen that can accelerate the rise of the load (make the angle steeper than before) at the initial stage of inputting the collision load. Further, since it has a plurality of buckling points, it is possible to suppress the occurrence of a load drop in the middle stage of inputting the impact load, and it can be seen that the load can be kept constant (substantially constant). Therefore, it can be seen that the waveform in the load-displacement diagram can be made closer to a rectangle as compared with the conventional case, and the energy absorption efficiency by the absorber 10 can be enhanced (the amount of energy absorption can be increased).

By the way, FIG. 10 shows the superiority of the absorber 10 according to the embodiment of the present invention, in which the product of the present invention and the conventional solid type (FIG. 11), U-shaped type (FIG. 12) and plate type (FIG. 13) are shown. It is a comparison matrix.
Regarding the "rise", since the solid type is solid among the conventional absorbers and has higher rigidity than the U-shaped type and the plate type, the rise at the initial stage of collision load input is accelerated, but with the product of the present invention, it should be further accelerated. Can be done.
Regarding "depression", since the solid type is solid among conventional absorbers and the possibility of buckling or breakage is low, it is possible to suppress the depression more than the U-shaped type or the plate type, but the product of the present invention is more effective. The occurrence of depression can be suppressed.
Regarding "uncrushed residue", since the absorber is conventionally arranged on the front surface of the vehicle body side member, crushed residue occurs on the front surface of the vehicle body side member, but in the present invention, the front surface portion of the vehicle body side member is generated. It is possible to generate a crushed residue on the rear side.
Regarding the "rectangle", in the waveform in the load-displacement diagram, the shape is far from the rectangle due to the problem of rising and falling in the past, but in the product of the present invention, it can be made closer to the rectangle.
"Size" is the size in the height direction of the absorber in the state before deformation (before absorption of collision energy). Since the absorber was conventionally made of foamed resin, it is difficult to make the size in the height direction compact. However, since the product of the present invention is not made of foamed resin, the size in the height direction can be made compact.

10 Absorber 20 Mounting part 21 Plate-shaped part 22 Input side end of mounting part 30 Extension part 30a V-shaped rear part 30b V-shaped front part 30c V-shaped middle part 30c1 V-shaped middle rear part 30c2 V-shaped middle front side part 31 V-shaped Part 32 Inverted V-shaped part 33 Bent part 34 Both ends of parallel part 35 Extension direction of extension part Tip surface 50 Bolt 60 Rib 100 Body side member 110 Front part 120 Rear extension part 130 Rear part 140 Reaction force plate part 141 Outside Extension 142 Input side extension 300 Front bumper 301 Facing surface F Collision load

Claims (6)

An absorber that is attached to the vehicle body or a vehicle body side member composed of a member attached to the vehicle body, and plastically deforms to absorb collision energy when a collision load is input.
It has a mounting portion that is attached to the vehicle body side member, and an extending portion that extends from the mounting portion to the input side of the collision load.
The extension portion is a V-shaped portion that opens in a direction orthogonal to the extension direction of the extension portion and a reverse that opens in a direction opposite to the opening direction of the V-shaped portion in a cross-sectional view of the extension direction of the extension portion. It has a V-shaped portion, and the V-shaped portion and the inverted V-shaped portion alternate in the extending direction of the extending portion, and one side of the adjacent V-shaped portion and the inverted V-shaped portion is the other. It has a shape in which multiple lines are lined up in succession so that it is on one side.
In a cross-sectional view of the extending direction of the extending portion, the V-shaped or inverted V-shaped bent portion in at least one of the plurality of V-shaped portions and the plurality of inverted V-shaped portions is parallel to the extending direction of the extending portion. Absorber extending in the right direction. The absorber according to claim 1, wherein the mounting portion is a portion of the vehicle body side member located on the rear side of the front surface portion on the input side of the collision load and is attached to the vehicle body side member. The absorber according to claim 1 or 2, wherein the mounting portion is located at a position where it wraps around the extending portion when viewed from the extending direction of the extending portion. Among the V-shaped portion and the inverted V-shaped portion, the extending portion includes a V-shaped rear portion closest to the mounting portion side and a V-shaped front portion closest to the tip end side in the extending direction of the extending portion. It has a V-shaped middle portion between the V-shaped rear portion and the V-shaped front portion.
The absorber according to any one of claims 1 to 3, wherein the rigidity of the V-shaped front portion and the V-shaped rear portion is set higher than the rigidity of the V-shaped intermediate portion. The absorber according to claim 4, wherein the rigidity at the V-shaped front portion is set higher than the rigidity at the V-shaped rear portion. The V-shaped intermediate portion has a V-shaped intermediate rear portion located adjacent to the V-shaped rear portion and a V-shaped intermediate front side portion between the V-shaped intermediate rear portion and the V-shaped front portion. Ori,
The absorber according to claim 4 or 5, wherein the rigidity at the V-shaped intermediate front side portion is set higher than the rigidity at the V-shaped intermediate rear portion.

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