JP3676491B2 - Shock absorbing member - Google Patents
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- JP3676491B2 JP3676491B2 JP11431796A JP11431796A JP3676491B2 JP 3676491 B2 JP3676491 B2 JP 3676491B2 JP 11431796 A JP11431796 A JP 11431796A JP 11431796 A JP11431796 A JP 11431796A JP 3676491 B2 JP3676491 B2 JP 3676491B2
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Description
【０００１】
【発明の属する技術分野】
本発明は、自動車用の構造部材に関し、詳しくは、衝突時にエネルギーを吸収する必要のある自動車フレーム部材に好適な衝撃吸収部材に関する。
【０００２】
【従来の技術】
近年、自動車業界では、衝突時の乗員への傷害を低減し得る車体構造の開発が急務の課題となっている。このような衝突安全性に優れた車体構造として、衝突時の衝撃エネルギーを客室部以外の構造部材の変形で吸収させ、客室部の変形を最小限として生存空間を確保しようとする車体構造があり、広く採用されてきている。この場合、構造部材に衝撃エネルギーをいかに有効に吸収させるかが重要な課題である。
一般に、自動車構造部材は、長手方向（軸方向）に衝撃荷重を受けたとき、蛇腹状に座屈することで衝突エネルギーを吸収する。高い衝撃吸収能を実現するためには、蛇腹状座屈を効率よく起こさせること、座屈時の荷重を高くすること、の２つが必要である。
【０００３】
従来、上記課題の解決のため、材料面では、板厚の厚い金属板を用いたり、高強度の金属板を用いて座屈時の荷重を高くする対策が、また、構造面では、効率よく蛇腹状座屈を起こさせるために潰れビードと呼ばれる変形の端緒を与える窪みを構造部材に配置する対策が取られてきた（自動車技術、ｖｏｌ．４７、ｎｏ．４（１９９３）、ｐ．５７）。
その外、構造面から座屈時の荷重を高くする一つの方策として、断面の多角形化が効果的であることが知られている（自動車技術会論文集、ｖｏｌ．７（１９７４）、ｐ．６０）。
【０００４】
【発明が解決しようとする課題】
しかしながら、上記従来技術の材料面からの対策である構造部材の板厚を厚くすることは、部材の重量が増加するため、車両全体の重量増を招き、自動車の燃費や走行性能を悪化させることとなり好ましくない。また、高強度な金属板は、一般に、その強度に反比例してその伸び率が低いため、自ずから成形性も劣悪であり、現状では構造部材用の金属板の高強度化には限界がある。
【０００５】
構造面からの対策である多角形化によって座屈荷重を増加させることは、図４に示すように、座屈開始時の衝撃荷重の大きな増加につながり、車体構造に組み込んだ時には、他部材（客室部など）に衝撃荷重が伝わることになる。その結果、本来変形すべきでない部材に座屈が生じて生存空間の確保が難しくなったり、大きな加速度変化が乗員に加わることで乗員傷害の危険性が高まることになる。
そのため、現状では、衝撃吸収部材として比較的初期衝撃荷重が小さい断面形状である長方形断面の部材を用い、かつ、その後の蛇腹状座屈を安定して起こさせるために座屈開始端から断面形状を極力一定に保ち、かつ、座屈による潰れ量を確保するために部材を直線化する設計がなされている。
初期座屈荷重を増加させることなく、安定座屈時の荷重を高めれば、衝撃吸収部材としての飛躍的な性能の向上が期待できる。
【０００６】
本発明は、この現状に鑑み開発されたもので、構造部材の衝撃吸収エネルギーを向上させる構造を採用し、板厚、重量が同一の場合、衝撃吸収能を向上させ、板厚、重量が減少しても衝撃吸収能を低下しない衝撃吸収部材を提供するものである。
【課題を解決するための手段】
本発明者らは、この安定座屈時の座屈荷重の増加と初期衝撃荷重の低減という従来知見では相反する課題の両立に取り組んだ結果、従来のように断面形状を長手方向に一定に保つのではなく、長手方向に座屈開始端から連続的に多角形化していくことによりこの課題が達成できることを見出した。
【０００７】
本発明は上記知見に基づき構成されたものであり、その要旨は、
長手方向（軸方向）に衝撃荷重を受けて、蛇腹状に座屈することで衝突エネルギーを吸収する衝撃吸収部材において、座屈開始端の断面形状が４角形以上の多角形閉断面であり、他端の断面形状が座屈開始端の断面形状より多い辺を有する多角形閉断面であり、両端の間は両者の断面形状がなめらかに結ばれるように連続的に変化する断面形状を有し、かつ、板厚ｔと断面の周長Ｍの比ｔ／Ｍが０．００２５以上であることを特徴とする衝撃吸収部材である。
【０００８】
また、座屈開始端断面の最短辺の長さをＳ、部材軸方向長さをＬとするとき、座屈開始端から、Ｓ≦Ｄ≦Ｌ−Ｓを満たす部材長手方向の距離Ｄだけ、断面形状が一定であることを特徴とする衝撃吸収部材である。
【０００９】
以下に、本発明を詳細に説明する。
本発明は、全体としては４角形以上の多角形断面を採用することで座屈荷重の増加を図り、座屈開始端の断面形状を他端に比べて低多角形化することにより、多角形化により予期される初期衝撃荷重の増加を抑制する。それにより、従来不可能であった座屈荷重の増加と初期衝撃荷重の低減という課題の両立を実現するものである。
この際、順次前方から座屈を起こさせるために、両端の間は両者の断面形状がなめらかに結ばれるように連続的に変化する断面形状である必要がある。
【００１０】
また、板厚ｔと断面の周長Ｍの比ｔ／Ｍが０．００２５以上であることが必要である。これは、ｔ／Ｍが０．００２５未満の場合、角部の特定の場所に変形が局所化して折れ込みが生じ、蛇腹状の座屈が起こらないため、塑性変形しない直辺部分が残ってしまい、衝撃吸収能を損なうためである。
また、座屈開始端断面の最短辺の長さをＳ、部材軸方向長さをＬとするとき、座屈開始端から、Ｓ≦Ｄ≦Ｌ−Ｓを満たす部材長手方向の距離Ｄだけ断面形状が変化しないこと、すなわち、一定であることが望ましい。端面から開始する１番目の座屈を安定して生じさせ、ひいてはその後の座屈を安定させるためには、断面形状が一定であることが望ましいが、断面形状が全長に渡って一定である必要はなく、Ｓ以上の距離に渡って変化しなければ、１番目の座屈を安定化できるため、Ｓを、座屈開始端からの断面形状が変化しない部材長手方向の距離Ｄの下限値とする。
一方、この距離ＤがＬ−Ｓを越えると、安定座屈時の座屈荷重の増加（吸収エネルギーの増加）と初期衝撃荷重の低減という相反する課題のうち、特に、吸収エネルギーの増加が望めなくなるため、距離ＤはＬ−Ｓ以下である必要がある。
【００１１】
なお、座屈開始端から長手方向に距離Ｓまでの間の断面がほぼ一定断面であるとみなせる場合も、本発明と同様の効果が得られる。
本発明の衝撃吸収部材は、通常のプレスにより成形し、その後、溶接することにより作製できる。また、近年発達してきた円管に内圧と軸圧縮力をかけ外型になじませる成形法であるハイドロフォームも、この部材の成形に適した方法である。
【００１２】
【発明の実施の形態】
次に、実施例により本発明の実施の形態を具体的に説明する。
（実施例１）
実際の構造部材は種々の形状を有しており、それらを個々にテストすることは困難である。そこで、構造部材をモデル化することによって、本発明の効果を確認する実験を行った。
図１に、本発明の一例である５９０Ｎ／ｍｍ2 級の鋼板により作製した座屈開始端の断面が正方形で他端の断面が正八角形である部材（Ａ）を示す。部材の板厚は２．０ｍｍ、その全長は３２０ｍｍで、座屈開始端の正方形の周長と他端の正八角形の周長はともに２８０ｍｍ、長手方向の断面変化は座屈開始端（ｘ＝０）から７０ｍｍは正方形のまま、７０ｍｍから３２０ｍｍまでは正方形（ｘ＝７０の位置）の角と正八角形（ｘ＝３２０ｍｍの位置）の角を結ぶ形で長手方向の八角形断面形状を連続的に変化させた。この部材の正八角形側に４００ｋｇｆの重錘を固定し、正方形側から速度１５ｍ／ｓで剛体壁に衝突させた。比較のため、板厚が２．０ｍｍ、全長３２０ｍｍ、周長２８０ｍｍで、断面が正方形である部材（Ｂ）、正六角形である部材（Ｃ）、正八角形である部材（Ｄ）の実験も行った。
【００１３】
衝突時の荷重−時間曲線を図２に示す。部材（Ａ）は、座屈荷重が高くまた変動量が小さいことが分かる。この際の初期衝撃荷重と１０ｍｓｅｃ経過までに部材に吸収されたエネルギーをそれぞれ表１に示す。部材（Ｂ）は、初期衝撃荷重、吸収エネルギーともに低い。部材（Ｂ）を多角形化した部材（Ｃ）および部材（Ｄ）では、部材（Ｂ）より吸収エネルギーが増加するものの初期衝撃荷重も大きく増加してしまう。これに対し、本発明の部材（Ａ）では、部材（Ｂ）と比較して吸収エネルギーが大きく増加していても初期衝撃荷重の増加は最小限であり、衝撃吸収部材として優れていることが分かる。本実施例では、座屈開始端の断面として４角形を用いたが、車体設計上、より大きな初期衝撃荷重が許容できる場合は、開始端断面を４角形以上の多角形とすることにより、より高い衝撃吸収能の向上が期待できる。
【００１４】
（実施例２）
図１に示した形状を、板厚０．５ｍｍから２．０ｍｍまでの５９０Ｎ／ｍｍ2 級の鋼板を用いて作製し、実施例１と同様の衝突実験を行った。それぞれの部材が１０ｍｓｅｃ経過までに吸収したエネルギーを表２および図３に示す。板厚ｔと断面の周長Ｍの比ｔ／Ｍが０．００２５未満である部材（Ｈ）では、角部の特定の場所に変形が局所化し折れ込みが生じて蛇腹状の座屈が起こらないため、塑性変形しない直辺部分が残ってしまい、吸収エネルギー量が小さかった。ｔ／Ｍが０．００２５以上の部材（Ｅ）〜（Ｇ）は、蛇腹状の座屈を呈したため、高い衝撃吸収エネルギーを示した。
【００１５】
【発明の効果】
本発明の衝撃吸収部材は、初期衝撃荷重が小さくかつ吸収エネルギー量が大きく、同一材質、同一重量の従来の衝撃吸収部材と比較して座屈の安定性およびエネルギー吸収能に優れているため、自動車の安全性の向上に対して有効である。また、同一のエネルギー吸収能を有する従来の衝撃吸収部材と比較すると、高強度材を用いなくても軽量化が可能になるため、自動車の燃費向上や走行性能の向上に対しても有効である。
【図面の簡単な説明】
【図１】本発明の一実施例である衝撃吸収部材の斜視図である。
【図２】本発明の衝撃吸収部材の実施例の衝突試験で得られる荷重−時間線図を比較例とともに示す図である。
【図３】本発明の衝撃吸収部材の実施例の吸収エネルギーと板厚周長比ｔ／Ｍの関係を示す図である。
【図４】種々の断面を有する衝撃吸収部材の荷重−変位線図である。
【表１】
BACKGROUND OF THE INVENTION
The present invention relates to a structural member for an automobile, and more particularly to an impact absorbing member suitable for an automobile frame member that needs to absorb energy in the event of a collision.
[0002]
[Prior art]
In recent years, in the automobile industry, the development of a vehicle body structure that can reduce injury to passengers during a collision has become an urgent issue. As such a vehicle body structure with excellent collision safety, there is a vehicle body structure that absorbs impact energy at the time of collision by deformation of structural members other than the passenger compartment and secures a living space with minimal deformation of the passenger compartment. Have been widely adopted. In this case, how to effectively absorb the impact energy in the structural member is an important issue.
In general, when an automobile structural member receives an impact load in the longitudinal direction (axial direction), the automobile structural member absorbs collision energy by buckling in a bellows shape. In order to realize a high shock absorption capacity, it is necessary to efficiently cause bellows-like buckling and to increase the load during buckling.
[0003]
Conventionally, in order to solve the above problems, measures have been taken to increase the load during buckling using a thick metal plate or a high-strength metal plate on the material side. In order to cause a bellows-like buckling, measures have been taken to place a depression called a collapse bead in the structural member, which is called a collapsed bead (Automotive Technology, vol. 47, no. 4 (1993), p. 57). .
In addition, it is known that polygonal cross-section is effective as one measure for increasing the buckling load from the structural surface (Automotive Engineering Society Proceedings Vol. 7 (1974), p. .60).
[0004]
[Problems to be solved by the invention]
However, increasing the thickness of the structural member, which is a countermeasure from the material aspect of the above-mentioned prior art, increases the weight of the member, leading to an increase in the weight of the entire vehicle and deteriorating the fuel consumption and driving performance of the automobile. It is not preferable. In addition, a high-strength metal plate generally has a low elongation rate in inverse proportion to its strength, so that the formability is naturally inferior. At present, there is a limit to increasing the strength of a metal plate for a structural member.
[0005]
Increasing the buckling load by polygonalization, which is a countermeasure from the structural aspect, leads to a large increase in impact load at the start of buckling, as shown in FIG. The impact load is transmitted to the guest room. As a result, buckling occurs in a member that should not be deformed and it is difficult to secure a living space, or a large change in acceleration is applied to the occupant, thereby increasing the risk of occupant injury.
For this reason, at present, a rectangular cross-section member having a relatively small initial impact load is used as the shock absorbing member, and the cross-sectional shape from the buckling start end in order to cause subsequent bellows-like buckling stably. In order to keep constant as much as possible and to secure the amount of collapse due to buckling, the member is designed to be linear.
If the load at the time of stable buckling is increased without increasing the initial buckling load, a dramatic improvement in performance as an impact absorbing member can be expected.
[0006]
The present invention has been developed in view of this situation, adopting a structure that improves the impact absorption energy of the structural member, and if the plate thickness and weight are the same, the shock absorption capacity is improved and the plate thickness and weight are reduced. Even so, the present invention provides an impact absorbing member that does not lower the impact absorbing ability.
[Means for Solving the Problems]
As a result of tackling the conflicting problems in the conventional knowledge of increasing the buckling load during stable buckling and reducing the initial impact load, the present inventors have kept the cross-sectional shape constant in the longitudinal direction as in the past. Instead, the inventors have found that this problem can be achieved by continuously making a polygon from the buckling start end in the longitudinal direction.
[0007]
The present invention is configured based on the above findings, and the gist thereof is as follows.
In an impact absorbing member that receives impact load in the longitudinal direction (axial direction) and buckles in a bellows shape to absorb collision energy, the buckling start end has a polygonal closed cross section with a quadrilateral or more in cross section. The cross-sectional shape of the end is a polygonal closed cross-section having more sides than the cross-sectional shape of the buckling start end, and the cross-sectional shape that continuously changes so that the cross-sectional shape of both ends is smoothly connected between both ends, In addition, the shock absorbing member is characterized in that a ratio t / M of the plate thickness t and the circumferential length M of the cross section is 0.0025 or more.
[0008]
Further, when the length of the shortest side of the buckling start end cross section is S and the length in the member axial direction is L, only the distance D in the member longitudinal direction satisfying S ≦ D ≦ LS from the buckling start end, The shock absorbing member has a constant cross-sectional shape.
[0009]
The present invention is described in detail below.
The present invention, as a whole, increases the buckling load by adopting a polygonal cross section of a quadrangle or more, and reduces the cross-sectional shape of the buckling start end to a lower polygon than the other end, thereby reducing the polygon. Suppresses the increase in initial impact load expected by As a result, it is possible to achieve both of the problems of increasing the buckling load and reducing the initial impact load, both of which were impossible before.
At this time, in order to cause buckling sequentially from the front, the cross-sectional shape needs to change continuously so that the cross-sectional shape of both ends is smoothly connected.
[0010]
Further, the ratio t / M of the plate thickness t and the circumferential length M of the cross section needs to be 0.0025 or more. This is because when t / M is less than 0.0025, deformation is localized at a specific portion of the corner and folding occurs, and bellows-like buckling does not occur. This is because the shock absorbing ability is impaired.
Further, when the length of the shortest side of the buckling start end cross section is S and the length in the member axial direction is L, the cross section is a distance D in the longitudinal direction of the member satisfying S ≦ D ≦ LS from the buckling start end. It is desirable that the shape does not change, that is, is constant. In order to stably generate the first buckling starting from the end face, and thus to stabilize the subsequent buckling, it is desirable that the cross-sectional shape is constant, but the cross-sectional shape needs to be constant over the entire length. Since the first buckling can be stabilized if it does not change over a distance of S or more, S is the lower limit value of the distance D in the longitudinal direction of the member that does not change the cross-sectional shape from the buckling start end. To do.
On the other hand, when the distance D exceeds LS, among the conflicting problems of increasing the buckling load during stable buckling (increasing absorbed energy) and reducing the initial impact load, it is particularly possible to increase the absorbed energy. Therefore, the distance D needs to be LS or less.
[0011]
Note that the same effect as the present invention can be obtained even when the cross section from the buckling start end to the distance S in the longitudinal direction can be regarded as a substantially constant cross section.
The impact absorbing member of the present invention can be produced by molding with a normal press and then welding. In addition, hydroforming, which has been developed in recent years, is a method suitable for forming this member, which is a forming method in which an internal pressure and axial compression force are applied to a circular pipe to conform to an outer mold.
[0012]
DETAILED DESCRIPTION OF THE INVENTION
Next, the embodiment of the present invention will be described specifically by way of examples.
(Example 1)
Actual structural members have various shapes and it is difficult to test them individually. Therefore, an experiment for confirming the effect of the present invention was performed by modeling the structural member.
FIG. 1 shows a member (A) having a buckling start end made of a 590 N / mm 2 grade steel plate, which is an example of the present invention, having a square cross section at the other end and a regular octagonal cross section at the other end. The plate thickness of the member is 2.0 mm, the total length is 320 mm, the circumference of the square at the buckling start end and the circumference of the regular octagon at the other end are both 280 mm, and the cross-sectional change in the longitudinal direction is the buckling start end (x = 0) to 70 mm remain square, and from 70 mm to 320 mm, the octagonal cross-sectional shape in the longitudinal direction is continuous by connecting the corner of the square (position x = 70) and the corner of the regular octagon (position x = 320 mm). Was changed. A 400 kgf weight was fixed to the regular octagonal side of this member, and collided with the rigid body wall at a speed of 15 m / s from the square side. For comparison, experiments were also conducted on a member (B) having a plate thickness of 2.0 mm, a total length of 320 mm, a circumferential length of 280 mm, a square section, a regular hexagonal member (C), and a regular octagonal member (D). It was.
[0013]
The load-time curve at the time of collision is shown in FIG. It can be seen that the member (A) has a high buckling load and a small fluctuation amount. Table 1 shows the initial impact load and the energy absorbed by the member up to 10 msec. The member (B) has low initial impact load and absorbed energy. In the member (C) and the member (D) in which the member (B) is polygonalized, although the absorbed energy is increased as compared with the member (B), the initial impact load is also greatly increased. On the other hand, in the member (A) of the present invention, even if the absorbed energy is greatly increased compared to the member (B), the increase in the initial impact load is minimal, and it is excellent as an impact absorbing member. I understand. In this example, a quadrangular shape was used as the cross section of the buckling start end. However, if a larger initial impact load can be allowed in the vehicle body design, the start end cross section can be made more polygonal than the quadrangular shape. High impact absorption can be expected.
[0014]
(Example 2)
The shape shown in FIG. 1 was produced using a 590 N / mm 2 grade steel plate having a thickness of 0.5 mm to 2.0 mm, and the same collision experiment as in Example 1 was performed. The energy absorbed by each member up to 10 msec is shown in Table 2 and FIG. In the member (H) in which the ratio t / M of the plate thickness t and the circumferential length M of the cross section is less than 0.0025, the deformation is localized at a specific portion of the corner and the folds are generated, causing a bellows-like buckling. As a result, a straight side portion that does not undergo plastic deformation remains, and the amount of absorbed energy is small. The members (E) to (G) having t / M of 0.0025 or more exhibited a bellows-like buckling, and thus exhibited high impact absorption energy.
[0015]
【The invention's effect】
The shock absorbing member of the present invention has a small initial impact load and a large amount of absorbed energy, and is superior in buckling stability and energy absorbing ability compared to conventional shock absorbing members of the same material and weight. It is effective for improving the safety of automobiles. In addition, compared with a conventional impact absorbing member having the same energy absorbing ability, it is possible to reduce the weight without using a high-strength material. .
[Brief description of the drawings]
FIG. 1 is a perspective view of an impact absorbing member according to an embodiment of the present invention.
FIG. 2 is a view showing a load-time diagram obtained in a collision test of an example of the shock absorbing member of the present invention together with a comparative example.
FIG. 3 is a graph showing the relationship between the absorbed energy and the plate thickness circumference ratio t / M in an embodiment of the shock absorbing member of the present invention.
FIG. 4 is a load-displacement diagram of an impact absorbing member having various cross sections.
[Table 1]
Claims (2)
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP11431796A JP3676491B2 (en) | 1996-04-12 | 1996-04-12 | Shock absorbing member |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP11431796A JP3676491B2 (en) | 1996-04-12 | 1996-04-12 | Shock absorbing member |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPH09277953A JPH09277953A (en) | 1997-10-28 |
| JP3676491B2 true JP3676491B2 (en) | 2005-07-27 |
Family
ID=14634834
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP11431796A Expired - Lifetime JP3676491B2 (en) | 1996-04-12 | 1996-04-12 | Shock absorbing member |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP3676491B2 (en) |
Families Citing this family (11)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US6199941B1 (en) | 1998-05-08 | 2001-03-13 | Toyota Jidosha Kabushiki Kaisha | Impact energy absorbing structure in upper vehicle body portion and impact energy absorbing member |
| JP3512753B2 (en) | 2001-04-20 | 2004-03-31 | 川崎重工業株式会社 | Railcar collision energy absorption structure |
| CN100406768C (en) * | 2003-07-28 | 2008-07-30 | 住友金属工业株式会社 | Crash energy absorption member |
| CN100476233C (en) | 2003-07-28 | 2009-04-08 | 住友金属工业株式会社 | Cash energy absorption member |
| CN100504105C (en) * | 2003-07-28 | 2009-06-24 | 住友金属工业株式会社 | Impact absorption member |
| JP5374832B2 (en) * | 2007-05-15 | 2013-12-25 | 新日鐵住金株式会社 | Metal hollow columnar member for impact absorbing member and manufacturing method thereof |
| KR20160043127A (en) | 2011-08-09 | 2016-04-20 | 신닛테츠스미킨 카부시키카이샤 | Shock absorbing member |
| CN103732942B (en) | 2011-08-09 | 2015-09-23 | 新日铁住金株式会社 | Impact absorbing member |
| JP2013067324A (en) * | 2011-09-26 | 2013-04-18 | Aisin Seiki Co Ltd | Crash box and vehicle bumper apparatus including the same |
| IN2015DN01802A (en) | 2012-08-21 | 2015-05-29 | Nippon Steel & Sumitomo Metal Corp | |
| MX2016006535A (en) | 2013-11-27 | 2016-08-03 | Nippon Steel & Sumitomo Metal Corp | Shock-absorbing part. |
-
1996
- 1996-04-12 JP JP11431796A patent/JP3676491B2/en not_active Expired - Lifetime
Also Published As
| Publication number | Publication date |
|---|---|
| JPH09277953A (en) | 1997-10-28 |
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