JP4203376B2 - Crew protection member - Google Patents
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- JP4203376B2 JP4203376B2 JP2003289016A JP2003289016A JP4203376B2 JP 4203376 B2 JP4203376 B2 JP 4203376B2 JP 2003289016 A JP2003289016 A JP 2003289016A JP 2003289016 A JP2003289016 A JP 2003289016A JP 4203376 B2 JP4203376 B2 JP 4203376B2
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Description
本発明は、アルミニウム合金押出中空形材からなり、エネルギー吸収性能を持つ乗員の膝保護用部材(以下、単に乗員保護用部材とも言う)に関するものである。 The present invention relates to an occupant 's knee protection member (hereinafter also simply referred to as an occupant protection member) made of an aluminum alloy extruded hollow shape and having energy absorption performance.
従来から、自動車などの車体には、車体衝突時に乗員の膝(以下、脚部とも言う)を保護する、ニープロテクタなどとも称される、アルミニウム合金中空形材製などの乗員保護用部材が、前座席の前方に設けられている。 Conventionally, in a vehicle body such as an automobile, an occupant protection member such as an aluminum alloy hollow shape member, which is also called a knee protector, which protects an occupant's knee (hereinafter also referred to as a leg portion) at the time of a vehicle body collision, It is provided in front of the front seat.
従来のこれら乗員保護用部材の例を図16、17に示す。例えば、図16の車体の断面図のように、乗員保護用部材106 は、乗員101 と車体105 との間にあって、乗員101 の膝102 の位置に対して向き合うように、前座席103 の前方に配置される。そして、これら乗員保護用部材106 は、ニーパネル107 の取り付け側 (乗員101 の膝102 の側) から、順次車体前方へ塑性変形していくように、例えば水平なパンタグラフ状 (菱形状) に一体的に構成された一定長さの隔壁 (以下、エネルギー吸収部とも言う) を有する。これら隔壁は、車体衝突時に乗員の膝がニーパネル107 に衝突した際に、隔壁の長手方向 (水平方向) に順次塑性変形して、膝への衝撃を吸収し、乗員の膝を保護する役割を果たす。この図16の従来例では、乗員保護用部材106 は、車体105 のフロントパネル104 などに接合されている (特許文献1参照)。 Examples of these conventional passenger protecting members are shown in FIGS. For example, as shown in the cross-sectional view of the vehicle body in FIG. 16, the occupant protection member 106 is located between the occupant 101 and the vehicle body 105 and in front of the front seat 103 so as to face the position of the knee 102 of the occupant 101. Be placed. These occupant protection members 106 are integrated in, for example, a horizontal pantograph shape (diaphragm shape) so as to be plastically deformed sequentially from the mounting side of the knee panel 107 (the side of the knee 102 of the occupant 101). A partition wall having a certain length (hereinafter also referred to as an energy absorbing portion). These bulkheads play a role of protecting the occupant's knee by absorbing plastic impact in the longitudinal direction (horizontal direction) of the bulkhead when the occupant's knee collides with the knee panel 107 during a vehicle collision. Fulfill. In the conventional example of FIG. 16, the occupant protection member 106 is joined to the front panel 104 of the vehicle body 105 (see Patent Document 1).
図17に断面図で示す他の乗員保護用部材例では、乗員保護用部材106 は、乗員の膝102 の位置に対して、斜め上方から下方に向かって向き合うように、膝102 の前方に配置される。そして、乗員保護用部材106 の隔壁は、内側に空洞を有する閉断面とされ、上方へ湾曲する長状のフレーム109 と、内側に配置され、複数のトラス状の内枠111 をフレーム109 とで構成するリブ110 とで一体的に構成される。この隔壁の乗員保護機能は、ニーパネル107 の取り付け側から、順次車体前方へ塑性変形していくものであり、前記図16の隔壁と基本的に同じである。なお、この図17の例では、乗員保護用部材106 は、フレーム109 の端部で、車体の両側に設けられたピラーに両端が連結された、ポール状のインパネ補強部材108 などに、直接乃至ブラケットなどを介して、接合されている (特許文献2参照)。また、同様の構成の乗員保護用部材が他にも開示されている (特許文献3参照)。 In another example of an occupant protection member shown in a cross-sectional view in FIG. 17, the occupant protection member 106 is disposed in front of the knee 102 so as to face the position of the occupant's knee 102 from obliquely upward to downward. Is done. The partition wall of the occupant protection member 106 has a closed cross-section with a cavity on the inside, and is a long frame 109 that curves upward, and a plurality of truss-shaped inner frames 111 that are arranged on the inside. It is comprised integrally with the rib 110 which comprises. The passenger protecting function of the partition wall is to be plastically deformed sequentially from the attachment side of the knee panel 107 to the front of the vehicle body, and is basically the same as the partition wall of FIG. In the example of FIG. 17, the occupant protection member 106 is directly or directly connected to a pole-shaped instrument panel reinforcing member 108, which is connected to pillars provided on both sides of the vehicle body at both ends of the frame 109. It is joined via a bracket or the like (see Patent Document 2). In addition, other passenger protection members having the same configuration are disclosed (see Patent Document 3).
これら乗員保護用部材は、上記した従来技術の通り、共通して、その断面方向に塑性変形可能な複数の閉空間を有する隔壁から構成される。このような隔壁は、軽量化目的とその複雑な断面構造から、通常は、アルミニウム合金中空押出形材によって一体的に形成される。 These occupant protection members are commonly composed of a partition wall having a plurality of closed spaces that can be plastically deformed in the cross-sectional direction as described above. Such a partition wall is usually formed integrally by an aluminum alloy hollow extruded shape for the purpose of weight reduction and its complicated sectional structure.
これらの乗員保護用部材には、乗員の特に膝部を保護するために、膝部との小さい衝突初期荷重で、前記隔壁が塑性変形して、衝突エネルギーを吸収する性能が求められる。隔壁が塑性変形する衝突初期荷重が大きければ、乗員の膝部に大きな衝突荷重がかかり、損傷を与えてしまう。 These occupant protection members are required to have a capability of absorbing the collision energy by plastic deformation of the partition wall with a small initial collision load with the knee in order to protect the occupant particularly the knee. If the initial collision load at which the partition wall is plastically deformed is large, a large collision load is applied to the occupant's knees, causing damage.
また、これら乗員保護用部材には、膝部に対する車体部材への最適位置での取り付けのためにも、そして、連続的な塑性変形による衝突エネルギー吸収量を確保するためにも、前記隔壁のある程度の長さ (ストローク) が必要である。このストロークが短ければ、衝突エネルギー吸収が吸収しきれずに、膝部への荷重が上昇してしまい、乗員の膝部を保護することができなくなる。 In addition, these occupant protection members include a certain amount of the partition wall in order to secure the amount of collision energy absorption due to continuous plastic deformation in order to attach the vehicle body member to the knee at an optimal position. Length (stroke) is required. If this stroke is short, the absorption of collision energy cannot be absorbed, the load on the knee increases, and the knee of the occupant cannot be protected.
したがって、乗員保護用部材の隔壁には、前記塑性変形開始する初期荷重が小さいことと、そのストロークの範囲での塑性変形途中において、変形中に折れ曲がりや破損が無く、連続的に塑性変形して、一定の衝突エネルギー吸収量を確保し続けることが要求される。言い換えると、乗員保護用部材には、乗員の膝衝突の際に必要なエネルギー吸収量を確保することと、ダメージを与えない荷重しか乗員の膝に負荷しないこととの両立が求められる。 Therefore, the bulkhead of the occupant protection member has a small initial load at which the plastic deformation starts, and during the plastic deformation within the stroke range, there is no bending or breakage during the deformation, and the plastic deformation continuously occurs. Therefore, it is required to keep a certain amount of collision energy absorption. In other words, the occupant protection member is required to be compatible with ensuring the amount of energy absorption necessary for the occupant's knee collision and applying only a load that does not cause damage to the occupant's knee.
しかし、前記隔壁のストロークが長くなるほど、隔壁の長手方向 (車体前後方向) の圧壊強度が低下し、衝突エネルギーに対し、前記塑性変形することができずに、長手方向に折れ曲がりや破損が生じ易くなる。これを防ぐためには、隔壁の長手方向の圧壊強度を高める必要があるが、これでは逆に塑性変形しにくくなる。このため、膝部との小さい衝突荷重では塑性変形せず、乗員の膝部に大きな衝突荷重がかかり、乗員保護用部材としての機能を果たせない。 However, the longer the stroke of the partition wall, the lower the crushing strength in the longitudinal direction of the partition wall (front-rear direction of the vehicle body). Become. In order to prevent this, it is necessary to increase the crushing strength in the longitudinal direction of the partition wall, but this makes it difficult to plastically deform. For this reason, plastic deformation is not caused by a small collision load with the knee, and a large collision load is applied to the occupant's knee, and the function as an occupant protection member cannot be achieved.
このように、従来のアルミニウム合金中空押出形材などから一体的に形成される隔壁では、乗員保護用部材としての要求性能を発揮できる隔壁の長さには限界がある。このため、この隔壁長さに対応する車体にしか適用できず、適用できる車種には大きな制約があったのが実情である。このため、乗員保護用部材には、乗員の膝衝突の際に必要なエネルギー吸収量を確保することと、ダメージを与えない荷重しか乗員の膝に負荷しないこととの両立が難しい。 Thus, in the partition formed integrally from the conventional aluminum alloy hollow extrusion shape material etc., there is a limit in the length of the partition which can exhibit the required performance as a member for occupant protection. For this reason, it can be applied only to the vehicle body corresponding to this partition wall length, and there is a great restriction on the applicable vehicle types. For this reason, it is difficult for the occupant protection member to ensure both the amount of energy absorption necessary for the occupant's knee collision and a load that does not cause damage to the occupant's knee.
したがって、本発明の目的は、乗員の膝衝突の際に必要なエネルギー吸収量を確保することと、ダメージを与えない荷重しか乗員の膝に負荷しないこととの両立が可能で、かつ、車体に応じて、その隔壁長さを自由に調節でき、衝突エネルギー吸収量を確保および自由に調節できるアルミニウム合金製の乗員保護用部材を提供しようとするものである。 Therefore, the object of the present invention is to ensure both the amount of energy absorption necessary for a passenger's knee collision and to load only a load that does not cause damage to the passenger's knee, and to the vehicle body. Accordingly, it is an object of the present invention to provide an occupant protection member made of an aluminum alloy capable of freely adjusting the length of the partition wall and ensuring and freely adjusting the amount of collision energy absorption.
この目的を達成するために、本発明乗員の膝保護部材の要旨は、アルミニウム合金押出中空形材同士がその断面方向に複数個互いに連結されてエネルギー吸収部を構成した乗員保護部材であって、前記各々のアルミニウム合金押出中空形材の断面は略平行に設けられた二つのフランジとこれらのフランジ間をつなぐ二つのウエブとから構成され、これら各ウエブは各々外側方に向かって湾曲しており、各フランジは両外側方に向かう張出フランジを各々有し、これらのフランジおよび張出フランジにおいてアルミニウム合金押出中空形材同士が互いに連結されていることである。 In order to achieve this object, the gist of the present invention occupant knee protection member is an occupant protection member in which a plurality of aluminum alloy extruded hollow members are connected to each other in the cross-sectional direction to constitute an energy absorption part, The cross section of each extruded aluminum alloy hollow member is composed of two flanges provided substantially in parallel and two webs connecting the flanges, each of which is curved outward. The flanges have projecting flanges facing outwardly from each other, and the aluminum alloy extruded hollow members are connected to each other in these flanges and projecting flanges.
なお、本発明で言う、中空形材の断面方向とは、中空形材の軸方向乃至長手方向に対する (直交する) 幅方向、言い換えると、この幅方向の断面方向という意味である。 Na us, in the present invention, the cross-sectional direction of the hollow profile (perpendicular) with respect to the axial direction or longitudinal direction of the hollow shape member width direction, in other words, it means that the cross-sectional direction of the width direction.
本発明では、個々にエネルギー吸収性能を有するアルミニウム合金中空形材単体を、そのフランジにおいて、中空形材の断面方向に複数個互いに連結して、エネルギー吸収部を構成するために、エネルギー吸収部 (隔壁) の長さ (ストローク) を必要に応じて長くできる。しかも、連結する個々のアルミニウム合金中空形材同士が独立しているために、例え長いストロークであっても、隔壁の長手方向の圧壊強度の低下が無い。このため、前記従来の一体的なアルミニウム合金中空形材のように、衝突エネルギーに対し、長手方向に折れ曲がりや破損が生じることが無く、連続した、および一体的な隔壁の塑性変形を得ることができ、エネルギー吸収効果に優れる。言い換えると、乗員保護用部材において、乗員の膝衝突の際に必要なエネルギー吸収量を確保することと、ダメージを与えない荷重しか乗員の膝に負荷しないこととの両立が可能である。 In the present invention, a single aluminum alloy hollow shape member having energy absorption performance is connected to each other in the cross-sectional direction of the hollow shape at its flange to form an energy absorption portion. The length (stroke) of the partition can be increased if necessary. In addition, since the individual aluminum alloy hollow shapes to be connected are independent of each other, there is no reduction in the crushing strength in the longitudinal direction of the partition walls even if the stroke is long. Therefore, unlike the conventional integral aluminum alloy hollow profile, there is no bending or breakage in the longitudinal direction with respect to the collision energy, and continuous and integral plastic deformation of the partition wall can be obtained. And has an excellent energy absorption effect. In other words, in the occupant protection member, it is possible to ensure both the amount of energy absorption necessary for the occupant's knee collision and the load that does not cause damage to the occupant's knee.
従来、隔壁乃至エネルギー吸収部を単一のアルミニウム合金押出中空形材などによって一体的に構成していたのは、本発明のように、個々に分割したアルミニウム合金中空形材を連結して隔壁乃至エネルギー吸収部を構成する概念が無かったからであると推考される。また、本発明のように、隔壁をアルミニウム合金中空形材単体の連結体としても、接合強度などの問題から、乗員保護用部材としての機能を満足できる隔壁はできない、と認識されていたためであると推考される。 Conventionally, the partition wall or the energy absorbing portion is integrally formed by a single aluminum alloy extruded hollow member or the like, as in the present invention, by connecting individually divided aluminum alloy hollow members. It is assumed that there was no concept that constitutes the energy absorption part. Further, as in the present invention, it was recognized that even when the partition wall is a single body of aluminum alloy hollow profile, a partition wall that can satisfy the function as an occupant protection member is not possible due to problems such as bonding strength. It is inferred.
これに対し、本発明は、隔壁乃至エネルギー吸収部を個々に分割したアルミニウム合金中空形材の連結体としても、アルミニウム合金中空形材同士の一定の接合強度さえ満たせば、乗員保護用部材としての機能を満足できることを、新たに知見してなされたものである。 In contrast, the present invention can be used as an occupant protection member as long as it has a certain joining strength between aluminum alloy hollow shapes, even if it is a joined body of aluminum alloy hollow shapes obtained by dividing the partition walls or energy absorbing portions individually. This is a new finding that the functions can be satisfied.
本発明では、更に、アルミニウム合金中空形材個々のエネルギー吸収性能を乗員保護用部材として保証するために、各々のアルミニウム合金中空形材の幅方向 (形材の軸方向乃至長手方向に対する幅方向、以下同じ) の断面 (断面形状) を略平行に設けられた二つのフランジと、これらのフランジ間をつなぐ二つのウエブとから構成し、これら各ウエブは各々外側方に向かって湾曲して構成している。 In the present invention, furthermore, in order to guarantee the energy absorption performance of each aluminum alloy hollow shape member as a member for protecting passengers, the width direction of each aluminum alloy hollow shape material (the width direction with respect to the axial direction to the longitudinal direction of the shape material, The following (the same applies below) cross section (cross-sectional shape) is composed of two flanges provided substantially in parallel and two webs connecting the flanges, and each of these webs is curved outward. ing.
これによって、接合される個々のアルミニウム合金中空形材の、乗員の膝衝突を想定した際の荷重変位における、最大荷重を低くすることができる。したがって、乗員の膝衝突に見合った低い衝突荷重で、エネルギー吸収に必要な中空形材の断面方向の変形を生じることができる。 Thereby, the maximum load in the load displacement at the time of assuming the passenger | crew's knee collision of each aluminum alloy hollow shape member joined can be made low. Therefore, the deformation in the cross-sectional direction of the hollow member necessary for energy absorption can be generated with a low collision load commensurate with the occupant's knee collision.
また、前記断面方向の変形による変位が進んでも、特にウエブの破断などが起こらず、荷重低下量が極めて少なく、継続的にエネルギー吸収が行われ、乗員の膝保護に必要なエネルギー吸収量を確保することができる。 In addition, even if the displacement due to the deformation in the cross-sectional direction progresses, the web does not break in particular, the load decrease amount is extremely small, energy absorption is continuously performed, and the energy absorption amount necessary for occupant knee protection is secured. can do.
更に、乗員保護用部材のこれらの作用は、全て、乗員保護用部材を支持する車体部材の圧壊強度や剛性よりも、遥かに低いレベルで行われる。このため、乗員保護用部材の作用中には、乗員保護用部材が取り付けられる車体部材自体には、何ら影響が無い。したがって、乗員の膝衝突後 (使用後) に修理する場合でも、前記車体部材などを取り代える必要は全く無く、乗員保護用部材のみの交換で済み、非常に経済的である。 Furthermore, all of these actions of the occupant protection member are performed at a level far lower than the crushing strength and rigidity of the vehicle body member that supports the occupant protection member. For this reason, there is no influence on the vehicle body member itself to which the occupant protection member is attached during the operation of the occupant protection member. Therefore, even when repairs are made after the occupant's knee collision (after use), there is no need to replace the vehicle body member or the like, and only the occupant protection member needs to be replaced, which is very economical.
本発明では、上記エネルギー吸収部の長さの調整と相まって、上記断面形状の調整、即ち、中空形材の幅方向などの大きさや壁厚、あるいは各ウエブの外側方への湾曲度や湾曲形状の選択によって、個々のアルミニウム合金中空形材のエネルギー吸収性能を、自由に制御、設計できる。そして、連結する個々の中空形材のエネルギー吸収性能を、自由に制御、設計できる。即ち、同じエネルギー吸収性能や、同じ形状の中空形材を幅方向に連結するだけではなく、違うエネルギー吸収性能(荷重−ストローク曲線)や、違う形状の中空形材を適宜幅方向に組み合わせて連結でき、乗員保護用部材としての前記要求性能を自由に制御、設計できる。 In the present invention, in conjunction with the adjustment of the length of the energy absorbing portion, the adjustment of the cross-sectional shape, that is, the size and wall thickness in the width direction of the hollow profile, or the degree of curvature and the shape of the curve outward of each web By selecting this, the energy absorption performance of each aluminum alloy hollow shape can be freely controlled and designed. And the energy absorption performance of each hollow shape member to be connected can be freely controlled and designed. That is, not only connecting the same energy absorption performance and hollow shape with the same shape in the width direction, but also connecting different energy absorption performance (load-stroke curve) and different shapes of hollow shapes in the width direction as appropriate. The required performance as a passenger protection member can be freely controlled and designed.
このため、本発明では、前記した従来のアルミニウム合金中空押出形材から一体的に形成される隔壁からなる乗員保護用部材のような、乗員保護用部材要求性能を発揮するための、その隔壁長さの限界や制約が無い。このため、適用できる車体や車種の制約が無い。 Therefore, in the present invention, the length of the partition wall for exhibiting the required performance of the passenger protection member such as the passenger protection member formed of the partition wall integrally formed from the above-described conventional aluminum alloy hollow extruded shape. There are no limits or restrictions. For this reason, there are no restrictions on the applicable vehicle body and vehicle type.
以下、本発明の乗員保護用部材の実施の形態について、図面を用いて以下に詳述する。乗員保護用部材の実施態様を図1 〜9 に示す。図1 〜9 は各々本発明に係る乗員保護用部材の正面図である。 Hereinafter, embodiments of a member for protecting an occupant of the present invention will be described in detail with reference to the drawings. Embodiments of the occupant protection member are shown in FIGS. 1 to 9 are each a front view of an occupant protection member according to the present invention.
以下に、先ず、乗員保護用部材のアルミニウム合金中空形材単体同士を連結する態様から説明する。図1 〜9 において、各々の乗員保護用部材1a〜1iは、共通して、アルミニウム合金中空形材2a〜2dあるいは2eを選択的に組み合わせることによって、選択された中空形材同士が、その幅方向 (断面方向) に、2 〜3 の複数個、互いに連結された、エネルギー吸収部 (隔壁) を構成している。 Below, the aspect which connects the aluminum alloy hollow-shaped material single-piece | unit of a member for passenger | crew protection first is demonstrated first. In FIGS. 1 to 9, each of the occupant protection members 1a to 1i is commonly used by selectively combining the aluminum alloy hollow members 2a to 2d or 2e so that the selected hollow members are A plurality of 2 to 3 energy absorbers (partition walls) are connected to each other in the direction (cross-sectional direction).
中空形材を連結する個数は、乗員保護用部材として、連続的な塑性変形による衝突エネルギー吸収量を確保するために、また、膝部に対する車体部材への最適位置での取り付けのために、必要な長さ (ストローク) によって選択される。一方、連結個数があまり多くなっても、互いに接合する工程が増すとともに、接合強度が低下する可能性がある。また、連結する個々の中空形材にもエネルギー吸収性能からある程度の大きさが必要であるので、車体の設置スペースの制約からしても、中空形材の連結個数をあまり多くする必要は無い。したがって、好ましい中空形材の連結個数は2 〜4 個程度である。 The number of connecting hollow profiles is necessary as a member for occupant protection, in order to secure the amount of collision energy absorption due to continuous plastic deformation, and to attach to the vehicle body member at the optimum position with respect to the knee. Selected by the length (stroke). On the other hand, even if the number of connections is too large, the number of steps for bonding to each other increases, and the bonding strength may decrease. In addition, since the individual hollow shapes to be connected need to have a certain size from the energy absorption performance, it is not necessary to increase the number of connected hollow shapes even if the installation space of the vehicle body is limited. Therefore, the preferable number of connected hollow shapes is about 2 to 4.
図1 において、乗員保護用部材1aは、同じアルミニウム合金中空形材2a同士2 個を組み合わせており、アルミニウム合金中空形材2a同士を互いのフランジ4a、3aおよび、これらフランジに設けられた張出フランジ8 、8 において接合し、幅方向に互いに連結している。これは、図2 以下も基本的に同様であって、図2 では、図 1のアルミニウム合金中空形材2aと、乗員の膝側に (図の右側に) 断面形状の異なる他のアルミニウム合金中空形材2bとの2 個を組み合わせており、アルミニウム合金中空形材2a、2b同士を互いのフランジ4a、3bおよび張出フランジ8 、8 において接合し、幅方向に互いに連結している。 In FIG. 1, an occupant protection member 1a is formed by combining two pieces of the same aluminum alloy hollow member 2a, and the aluminum alloy hollow members 2a are connected to each other flanges 4a and 3a and overhangs provided on these flanges. The flanges 8 and 8 are joined and connected to each other in the width direction. This is basically the same for FIG. 2 and the subsequent drawings.In FIG. 2, the aluminum alloy hollow shape 2a shown in FIG. 1 and other aluminum alloy hollow shapes having different cross-sectional shapes on the knee side of the passenger (on the right side of the figure). The two shape members 2b are combined, and the aluminum alloy hollow shape members 2a and 2b are joined to each other at the flanges 4a and 3b and the overhanging flanges 8 and 8, and are connected to each other in the width direction.
図3 の乗員保護用部材1cは、同じ中空形材2a同士3 個を組み合わせ、中空形材2a同士を互いのフランジ4a、3aおよび張出フランジ8 、8 において接合し、幅方向に互いに連結している。図4 の乗員保護用部材1dは、同じ中空形材2a同士2 個と、乗員の膝側に断面形状の異なる中空形材2b1 個とを合計3 個組み合わせ、中空形材同士を互いのフランジおよび張出フランジにおいて接合し、幅方向に互いに連結している。 The occupant protection member 1c in FIG. 3 combines three pieces of the same hollow members 2a, joins the hollow members 2a together at the flanges 4a, 3a and the overhanging flanges 8, 8, and connects them together in the width direction. ing. The occupant protection member 1d in FIG. 4 is a combination of two of the same hollow shape members 2a and two hollow shape members 2b1 having different cross-sectional shapes on the knee side of the occupant. They are joined at the overhang flange and connected to each other in the width direction.
図5 の乗員保護用部材1eは、図3 と同じく、中空形材2a同士2 個と、乗員の膝側の (図の右側の) フランジ4aに張出フランジ8 を設けない中空形材2a1 個とを組み合わせ、互いのフランジおよび張出フランジにおいて接合し、連結している。図6 の乗員保護用部材1fは、図4 と同じく、中空形材2a同士2 個と、乗員の膝側に断面形状の異なる中空形材2b1 個とを合計3 個組み合わせているが、各中空形材同士を接合している各 (中間) フランジに張出フランジ8 を設けずに、互いのフランジのみにおいて連結している。 The occupant protection member 1e in FIG. 5 is the same as in FIG. 3, with two hollow members 2a, and two hollow members 2a1 that do not have the overhanging flange 8 on the flange 4a on the occupant's knee side (right side of the figure). In combination with each other at the flange and the overhang flange. The occupant protection member 1f in FIG. 6 is a combination of two hollow members 2a and two hollow members 2b having different cross-sectional shapes on the knee side of the occupant, as in FIG. The flanges 8 are not connected to each (intermediate) flange that joins the profiles, but are connected only to each other.
図7 の乗員保護用部材1gは、張出フランジ8 を全く設けていない中空形材2c同士2 個を組み合わせ、中空形材2c同士を互いのフランジ4a、3aのみにおいて接合して連結している以外は、図1 の乗員保護用部材1aと同じ構成である。図8 の乗員保護用部材1hは、図7 と同じ中空形材2cと、乗員の膝側に断面形状の異なる中空形材2dとを2 個組み合わせている以外は、図7 の乗員保護用部材1gと同じ構成である。図9 の乗員保護用部材1iは、連結した各中空形材2eの各ウエブ5c、6cにおける、屈曲部7a、7bの両側のウエブ壁を、図1 〜8 のような直線的なウエブ壁から、より内側に凹む曲線的なものとしている。それ以外は、前記図1 の乗員保護用部材1aなどと同じ構成である。但し、ここで、張出フランジ8 を設けずに中空形材同士を連結している図5〜図8 の乗員保護用部材は、本発明範囲から外れる参考例である。 The occupant protection member 1g in FIG. 7 combines two hollow members 2c that are not provided with any overhanging flange 8, and connects and connects the hollow members 2c only at the flanges 4a and 3a. Except for this, the configuration is the same as the occupant protection member 1a of FIG. The occupant protection member 1h in FIG. 8 is the same as the occupant protection member in FIG. 7, except that the same hollow shape member 2c as in FIG. 7 and two hollow shape members 2d having different cross-sectional shapes on the knee side of the occupant are combined. Same configuration as 1g. The occupant protection member 1i in FIG. 9 is configured so that the web walls on both sides of the bent portions 7a and 7b in the webs 5c and 6c of the connected hollow members 2e are separated from the straight web walls as shown in FIGS. It is assumed that it is curving to dent more inside. The rest of the configuration is the same as the occupant protection member 1a shown in FIG. However, the occupant protection member shown in FIGS. 5 to 8 in which the hollow members are connected to each other without providing the overhanging flange 8 is a reference example outside the scope of the present invention.
以上説明した、乗員保護用部材のアルミニウム合金中空形材同士を連結する本発明態様では、中空形材の連結する個数によって、前記したエネルギー吸収部の長さ (ストローク) を必要により長くも短くも調整できる。このため、条件の異なる多様な多くの車種に対応して、乗員保護用部材に適用できる。 In the aspect of the present invention in which the aluminum alloy hollow members of the occupant protection member described above are connected to each other, the length (stroke) of the energy absorbing portion described above may be made longer or shorter as necessary depending on the number of hollow members to be connected. Can be adjusted. For this reason, it can be applied to a member for protecting an occupant corresponding to many various vehicle types having different conditions.
これら中空形材同士を互いのフランジおよび/ または張出フランジにおいて連結するための接合手段は、接着剤、ボルトなどの機械的な接合、溶接、これらを組み合わせたもの等が適宜選択される。言い換えると、本発明では、ボルトなどの機械的な接合や溶接などの比較的煩雑な接合手段を用いて接合強度を高めずとも、接着剤による接合で、アルミニウム合金中空形材の連結体として、乗員保護用部材としての機能を満足できる接合強度を確保できる利点もある。 As a joining means for connecting these hollow members to each other at their flanges and / or overhanging flanges, a mechanical joint such as an adhesive or a bolt, welding, a combination thereof, or the like is appropriately selected. In other words, in the present invention, without using a relatively complicated joining means such as mechanical joining such as bolts or welding to increase the joining strength, joining with an adhesive, as a connected body of aluminum alloy hollow shapes, There is also an advantage that a bonding strength that can satisfy the function as an occupant protection member can be secured.
以下に、乗員保護用部材を構成するアルミニウム合金中空形材単体の個々の構成について説明する。先ず、個々のアルミニウム合金中空形材の断面は略平行に設けられた二つのフランジとこれらのフランジ間をつなぐ二つのウエブとからなる閉空間から構成される。 Below, each structure of the aluminum alloy hollow-shaped material single-piece | unit which comprises a member for occupant protection is demonstrated. First, the cross section of each aluminum alloy hollow profile is composed of a closed space composed of two flanges provided substantially in parallel and two webs connecting the flanges.
先ず、図1 、2 において、アルミニウム合金中空形材2aの断面は、基本的に、前面フランジ3aと後面フランジ4a、およびこれらのフランジ間をつなぐ上下 (向きによっては左右) のウエブ5a、6aとからなる閉空間で一体に構成される。なお、前面乃至後面とは、車体前後方向 (車体長手方向) に対する位置関係で表している。これは、図2 のアルミニウム合金中空形材2bも同様であって、前面フランジ3bと後面フランジ4b、およびこれらのフランジ間をつなぐ上下のウエブ5b、6bとから一体に構成される。 First, in FIGS. 1 and 2, the cross section of the aluminum alloy hollow member 2a is basically composed of a front flange 3a and a rear flange 4a, and upper and lower (right and left depending on the direction) webs 5a and 6a connecting these flanges. It is composed of a closed space consisting of Note that the front surface or the rear surface is represented by a positional relationship with respect to the longitudinal direction of the vehicle body (the longitudinal direction of the vehicle body). This is the same for the aluminum alloy hollow shape member 2b of FIG. 2, and is constituted integrally by a front flange 3b, a rear flange 4b, and upper and lower webs 5b, 6b connecting these flanges.
アルミニウム合金中空形材2aの縦方向 (向きによっては横方向) の直線状の前面フランジ (前面縦壁部)3a と、縦方向の直線状の後面フランジ (後面壁部)4a とは、車体前後方向に間隔を設けて平行に配列される。これらのフランジに、一定角度θ1 、θ2 、θ3 、θ4 で交差する形で、上下方向に間隔を設けて配置され、各々外側方 (上下方向) に向かって湾曲したウエブ5a、6aが交わり、フランジ3aとフランジ4aの間をつないでいる。そして、フランジ3aとフランジ4aとは、好ましい態様として、後述する上下方向に張り出した張出フランジ8 、8 を各々有する。 The aluminum alloy hollow profile 2a's vertical (horizontal depending on orientation) straight front flange (front vertical wall) 3a and vertical straight rear flange (rear wall) 4a They are arranged in parallel with an interval in the direction. Webs 5a and 6a that are arranged on these flanges at intervals of a certain angle θ 1 , θ 2 , θ 3 , θ 4 , spaced apart in the vertical direction and curved outward (vertical direction). Intersect to connect the flange 3a and the flange 4a. The flange 3a and the flange 4a have, as a preferred mode, overhanging flanges 8 and 8 that protrude in the vertical direction, which will be described later.
ここにおいて、前記各ウエブ5a、6aは各々外側方 (上下方向) に向かって円弧状に湾曲する。そして、好ましい態様として、各ウエブ5a、6aの略中央部には、各々外側方に向かって凸状に張り出した屈曲部7a、7bが形成されている。 Here, each of the webs 5a, 6a is curved in an arc shape toward the outer side (vertical direction). As a preferred embodiment, bent portions 7a and 7b projecting outward are formed at substantially central portions of the webs 5a and 6a.
これらの要件によって、図1 、2 のアルミニウム合金中空形材2a、2bは、略菱形形状を有している。なお、本発明では、各ウエブの円弧状の湾曲方向を、外側方としているが、これは向かい合うウエブ同士の、内側方向ではなく、外側方向に向かう意味である。 Due to these requirements, the aluminum alloy hollow members 2a and 2b in FIGS. 1 and 2 have a substantially rhombus shape. In the present invention, the arc-shaped bending direction of each web is defined as the outward direction, which means that the facing webs are directed outward rather than inward.
これらの断面構造は、図2 のアルミニウム合金中空形材2bも同様である。即ち、前面フランジ3bと後面フランジ4bとは、車体幅方向に張り出した張出フランジ8 、8 を各々有する。また、ウエブ5b、6bは各々外側方 (上下方向) に向かって円弧状に湾曲するとともに、好ましい態様として、各ウエブ5b、6bの略中央部には、各々外側方に向かって凸状に張り出した屈曲部7c、7dが形成されている。 These cross-sectional structures are also the same for the aluminum alloy hollow profile 2b of FIG. That is, the front flange 3b and the rear flange 4b, each having an overhanging flange 8, 8 that projects on a vehicle body width direction. Each of the webs 5b and 6b is curved in an arc shape toward the outer side (vertical direction), and as a preferred mode, the webs 5b and 6b are projected in a convex shape toward the outer side at the substantially central portion. Bending portions 7c and 7d are formed.
前記ウエブの外側方への円弧状の湾曲 (膨らみ) と、ウエブ略中央部の前記屈曲部との相乗作用によって、図1 、2 のアルミニウム合金中空形材2a、2bは、乗員の膝衝突による荷重負荷の際に、この低い荷重で塑性変形を開始でき、そのストローク中で継続的かつ連続的に塑性変形して、エネルギーを吸収できる。 Due to the synergistic action of the arc-shaped curve (bulge) outward of the web and the bent portion at the substantially central portion of the web, the aluminum alloy hollow members 2a and 2b in FIGS. When a load is applied, plastic deformation can be started with this low load, and energy can be absorbed by plastic deformation continuously and continuously during the stroke.
図1 、2 のアルミニウム合金中空形材2aの場合を例にとると、後述する図13、14に、中空形材2aの荷重変形状態の経時変化を示す通り、荷重方向を示す矢印F から乗員の膝衝突による荷重がかかった際、前記各ウエブ5a、6aは、前記屈曲部を中心として外方へ広がるように、また、両フランジ3a、4aと同士が接近するように、言わば電車のパンタグラフ状に、断面方向 (幅方向) に変形 (塑性変形) する。そして、前記ウエブ5a、6aの略中央部の屈曲部7a、7bは、このような作用を助長し、円弧状の湾曲との相乗作用を発揮する。 Taking the case of the aluminum alloy hollow shape member 2a of FIGS. 1 and 2, as shown in FIGS. 13 and 14, which will be described later, as shown over time in the load deformation state of the hollow shape member 2a, from the arrow F indicating the load direction, When the load due to the knee collision is applied, the webs 5a, 6a are spread out outward with the bent portion as the center, and the flanges 3a, 4a are close to each other. It deforms (plastic deformation) in the cross-sectional direction (width direction). The bent portions 7a and 7b at the substantially central portions of the webs 5a and 6a promote such an action and exhibit a synergistic action with the arcuate curve.
このウエブの円弧状の湾曲が無く、例えば、図15に示す比較中空形材10のように、ウエブ13、14が直線状であれば、中空形材10の変形開始には大きな荷重が必要となり、乗員の膝衝突による荷重負荷の際に、本発明の前記作用が生じず、大きな荷重負荷が乗員の膝に負荷され、乗員保護用のエネルギー吸収部材となり得ない。また、図15に点線で示すように、ウエブ13、14が逆に内側に凹む円弧状などの形状であれば、乗員の膝衝突による荷重負荷の際に、内側に凹む変形途中に、ウエブ13、14同士が接触して、逆に乗員の膝に負荷される荷重が上昇してしまい、同じく本発明の前記作用が生じず、同じく、乗員保護用のエネルギー吸収部材となり得ない。 If the web does not have an arcuate curve and, for example, the webs 13 and 14 are linear as in the comparative hollow profile 10 shown in FIG. 15, a large load is required to start the deformation of the hollow profile 10. When the load is applied due to the occupant's knee collision, the above-described action of the present invention does not occur, and a large load is applied to the occupant's knee, which cannot be an energy absorbing member for protecting the occupant. In addition, as shown by the dotted line in FIG. 15, if the webs 13 and 14 have a shape such as an arc that is recessed inward, the web 13 is deformed while being deformed inward when a load is applied due to a knee collision of the occupant. , 14 come into contact with each other, and the load applied to the occupant's knee increases, so that the above-described action of the present invention does not occur, and the occupant protection energy absorbing member cannot be obtained.
後述する図11を用いて、図1 の中空形材2a単体と、これら中空形材2a同士2 個を幅方向に連結した乗員保護用部材1a、図15の比較中空形材10 (点線) の、各々の静的圧壊解析における荷重変位曲線の違いを説明する。 Using FIG. 11 to be described later, the hollow profile 2a alone in FIG. 1, the occupant protection member 1a in which the two hollow profiles 2a are connected in the width direction, and the comparative hollow profile 10 (dotted line) in FIG. The difference in load displacement curve in each static crush analysis will be described.
図11に示す通り、中空形材2a単体 (細線) 、および、これらを連結した乗員保護用部材1a (太線) は、荷重変位における最大荷重を低くすることができ、乗員の膝衝突に見合った小さな衝突荷重で、エネルギー吸収に必要な断面方向 (幅方向) の塑性変形を生じることができる。また、中空形材2aの塑性変形による変位が進んでも、荷重低下量が極めて少ない。 As shown in FIG. 11, the hollow shape member 2a alone (thin line) and the occupant protection member 1a (thick line) connected to these can reduce the maximum load in load displacement, which is commensurate with the occupant's knee collision. With a small impact load, plastic deformation in the cross-sectional direction (width direction) necessary for energy absorption can be generated. Further, even if the displacement of the hollow shape member 2a due to plastic deformation proceeds, the amount of load decrease is extremely small.
これに対し、比較中空形材10 (点線) のように、ウエブ13、14が直線状であれば、荷重変位における最大荷重が著しく高くなり、しかも、中空形材10の塑性変形による変位が進むと、荷重低下量が極めて大きくなっている。 On the other hand, when the webs 13 and 14 are linear, as in the comparative hollow profile 10 (dotted line), the maximum load in the load displacement is remarkably increased, and the displacement due to plastic deformation of the hollow profile 10 proceeds. As a result, the amount of load reduction is extremely large.
ここで、図1 、2 のアルミニウム合金中空形材2aの場合を例にとると、ウエブ各ウエブ5a、6aなどの (他の発明例のウエブも同じく) 、前記円弧状の湾曲は、前記外方へ広がるような断面変形を保証するために、前面フランジ3a内面とウエブ5a、6a各外面との交差する角度θ1 、θ2 および後面フランジ内面4aとウエブ5a、6a各外面4aとの交差する角度θ3 、θ4 が50度以内、更には40度以内であることが好ましい。これらのウエブ角度θ1 、θ2 、θ3 、θ4 の50度以内、更には40度以内での調整によって、中空形材の荷重変位における最大荷重と荷重低下量とを制御可能である。一方、この交差する角度θ1 、θ2 、θ3 、θ4 が50度を越えた場合、乗員の膝衝突時の荷重負荷の状態 (後面フランジに対する偏った荷重負荷など) によっては、塑性変形の際に破断しやすくなる。この破断現象が生じた場合、荷重低下が起こり、乗員の膝保護に必要なエネルギー吸収量を確保することが困難となる。 Here, taking the case of the aluminum alloy hollow profile 2a in FIGS. 1 and 2, as an example, the web-shaped webs 5a, 6a, etc. In order to guarantee a cross-sectional deformation that spreads in the direction of the angle, the angles θ 1 and θ 2 intersecting the inner surface of the front flange 3a and the outer surfaces of the webs 5a and 6a, and the intersection of the rear flange inner surface 4a and the outer surfaces 4a of the webs 5a and 6a The angles θ 3 and θ 4 are preferably within 50 degrees, more preferably within 40 degrees. By adjusting the web angles θ 1 , θ 2 , θ 3 , and θ 4 within 50 degrees, and further within 40 degrees, it is possible to control the maximum load and the load decrease amount in the load displacement of the hollow shape member. On the other hand, if the intersecting angles θ 1 , θ 2 , θ 3 , and θ 4 exceed 50 degrees, plastic deformation may occur depending on the state of load load at the time of the occupant's knee collision (such as a biased load load on the rear flange). It becomes easy to break in the case of. When this breaking phenomenon occurs, the load decreases, and it becomes difficult to secure the amount of energy absorption necessary for protecting the passenger's knees.
本発明アルミニウム合金中空形材は、このようなフランジやウエブの構成を前提として、ウエブやフランジとを適宜設計変更することは許容される。例えば、フランジは、必ずしも直線状でなくとも、接合材面や乗員の膝保護に対応して、外側や内側に膨らむ円弧状などの曲線的であっても良い。また、ウエブも、中空形材単体のエネルギー吸収量の制御から、より低い荷重で塑性変形するように、図9 の乗員保護用部材1iの各ウエブ5c、6cにおける屈曲部7a、7bの両側のウエブ壁のように、より内側に凹む曲線的なものとしても良い。更に、ウエブやフランジ壁面もその表面も平坦でなくとも凹凸を設けても良い。 The aluminum alloy hollow profile of the present invention is allowed to change the design of the web and the flange as appropriate on the premise of such a configuration of the flange and the web. For example, the flange may not necessarily be linear, but may be curved, such as an arc that bulges outward or inward, corresponding to the joint material surface or the occupant's knee protection. In addition, the webs are also formed on both sides of the bent portions 7a and 7b in the webs 5c and 6c of the occupant protection member 1i in FIG. It is good also as a curving thing dented more inside like a web wall. Further, unevenness may be provided even if the web or flange wall surface is not flat.
このフランジの態様として、図1 〜図4 に示したように、本発明乗員保護用部材を構成する各単一の中空形材2a、2bは、各前面フランジ3a、3bと各後面フランジ4a、4bとに、前記した両外側方に向かう (上下方向に張り出した) 張出フランジ8 を各々有する。 As states like this flange, as shown in FIGS. 1 to 4, each single hollow shape member 2a constituting the present invention occupant protection member, 2b, each front flanges 3a, 3b and the rear surface flange 4a and to the 4b, (overhanging the vertical direction) toward the both outer sides mentioned above that Yusuke each overhanging flange 8.
この張出フランジ8 を各々有することで、各前面フランジ3a、3bと各後面フランジ4a、4bとは、充分な壁面積をもって、互いに接合および乗員の膝の衝突に応対することができる。即ち、張出フランジ8 によって、連結される中空形材同士の接合強度を高めることができる。また、乗員の膝の衝突によって、後面フランジ4a、4bに、図の右方向から衝撃が加わった場合でも、荷重変位における最大荷重は低いものの、前面フランジ3aの曲げ剛性が大きくなり、圧壊乃至損壊を防止できる点で好ましい。また、乗員の膝の衝突位置が異なったとしても、あるいは乗員の膝の衝突位置がフランジ中心点からずれたとしても、同様に、エネルギー吸収できる点で好ましい。 By having the overhanging flanges 8 respectively, the front flanges 3a and 3b and the rear flanges 4a and 4b can join each other and cope with the collision of the occupant's knees with a sufficient wall area. That is, the overhanging flange 8 can increase the bonding strength between the connected hollow shapes. In addition, even when an impact is applied to the rear flanges 4a and 4b from the right in the figure due to the collision of the occupant's knees, the maximum load in load displacement is low, but the bending rigidity of the front flange 3a is increased, causing crushing or damage. It is preferable at the point which can prevent. Further, even if the collision position of the occupant's knee is different, or even if the collision position of the occupant's knee is deviated from the flange center point, it is preferable in terms of energy absorption.
各前面フランジ3a、3bの部分で、車体部材と直接あるいはブラケットなどを介して、溶接あるいはボルトなどの機械的な接合が簡便にでき、接合性や接合作業性の点からも好ましい。後面フランジ4a、4bにも、乗員の膝との衝突用の柔軟なプレート (図14、15の107)を設けやすい。 At the front flanges 3a and 3b, mechanical joining such as welding or bolts can be easily performed directly or via a bracket or the like to the vehicle body member, which is preferable from the viewpoints of jointability and workability. The rear flanges 4a and 4b can be easily provided with a flexible plate (107 in FIGS. 14 and 15) for collision with the occupant's knee.
中空形材の設計において、前面フランジと後面フランジ同士の間隔H と、両フランジの長さB との比H/B は、0.8 以下とすることが好ましい。H/B が0.8 を越えて大きくなりすぎると、単体中空形材のストロークが長くなり過ぎ、エネルギー吸収部の長手方向 (車体前後方向) の圧壊強度が低下し、衝突エネルギーに対し、前記塑性変形することができずに、長手方向に折れ曲がりや破損が生じ易くなる。このため、膝部との小さい衝突荷重では塑性変形できなくなったり、前記ストロークの間で衝突エネルギー吸収量を確保することができなくなる可能性がある。 In the design of the hollow profile, the ratio H / B between the distance H between the front flange and the rear flange and the length B of both flanges is preferably 0.8 or less. If H / B exceeds 0.8 and becomes too large, the stroke of the single hollow section will be too long, the crushing strength in the longitudinal direction of the energy absorption part (the longitudinal direction of the vehicle body) will decrease, and the plastic deformation against the collision energy It cannot be done, and it becomes easy to bend and break in the longitudinal direction. For this reason, there is a possibility that plastic deformation cannot be performed with a small collision load with the knee, or that the collision energy absorption amount cannot be ensured between the strokes.
中空形材の壁厚乃至肉厚は、軽量化のためのアルミニウム合金採用の利点を活かすためには、5mm 以下の比較的薄いことが好ましい。肉厚が5mm 以下の薄いものでも、乗員の膝衝突時の衝撃吸収効果を高めることが可能であり、車体の重量増加を最小限に抑える意味からも、壁厚乃至肉厚が5mm を越える必要は無い。また、この薄肉、軽量化のためには、使用するアルミニウム合金は高強度である方が好ましい。 The wall thickness or wall thickness of the hollow shape member is preferably relatively thin, such as 5 mm or less, in order to make use of the advantages of adopting an aluminum alloy for weight reduction. Even if the wall thickness is less than 5mm, it is possible to enhance the shock absorption effect when the passenger collides with the knee, and the wall thickness or wall thickness must exceed 5mm in order to minimize the increase in the weight of the vehicle body. There is no. In order to reduce the thickness and weight, it is preferable that the aluminum alloy to be used has high strength.
これらの要求特性を満足するアルミニウム合金材としては、通常、この種構造部材用途に汎用される、AA乃至JIS 規格に規定された3000系、5000系、6000系、7000系等の汎用 (規格) アルミニウム合金材 (押出形材で、O 、T4、T6、T7等の要求性能に見合った調質乃至熱処理をされたもの) が好適かつ選択的に用いられる。その中でも、成形性が良く、耐力の比較的高い6000系、7000系等のアルミニウム合金材が好ましい。エネルギー吸収部材用のアルミニウム合金中空形材は、熱間押出の常法にて製造された中空形材を使用できる。 As an aluminum alloy material satisfying these required characteristics, general-purpose (standard) such as 3000 series, 5000 series, 6000 series, 7000 series, etc. specified in AA to JIS standards, which are generally used for this kind of structural member application aluminum alloy (in press Degata material, O, T4, T6, T7, etc. required performance to that of the refining or heat treatment commensurate) is used suitably and selectively. Among them, aluminum alloy materials such as 6000 series and 7000 series having good formability and relatively high yield strength are preferable. Aluminum alloy hollow for the energy absorbing member shape members is a hollow profile produced at normal method of hot extrusion can be used.
以下に、図9 の正面図を用いて、前記図1 の本発明乗員保護用部材1aを、車体部材に取り付けた一実施態様を説明する。
図9 の乗員保護用部材1aは、乗員の膝102 の位置に対して、斜め上方から下方に向かって向き合うように、膝102 の前方に配置される。なお、この配置位置は車種や車体設計に応じて種々選択乃至決定され、例えば、前記図15のように、乗員の膝102 の位置に対して、水平方向に向き合うように、膝102 の前方に配置されても良い。
Hereinafter, an embodiment in which the occupant protection member 1a of the present invention of FIG. 1 is attached to a vehicle body member will be described with reference to the front view of FIG.
The occupant protection member 1a shown in FIG. 9 is disposed in front of the knee 102 so as to face the position of the occupant's knee 102 from obliquely upward to downward. This arrangement position is variously selected or determined according to the vehicle type and the vehicle body design.For example, as shown in FIG. 15, the position of the knee 102 is positioned in front of the knee 102 so as to face the position of the passenger's knee 102 in the horizontal direction. It may be arranged.
そして、乗員保護用部材1aは、図示しない車体部材の両側に設けられたピラーに両端が連結された、ポール状のインパネ補強部材108 などに、直接乃至ブラケット9 などを介して、接合される。ブラケット9 には、インパネ補強部材108 との接合用の腕9aと、乗員保護用部材1aの前面フランジ3aとの接合用のフランジ9bとを有する。 The occupant protection member 1a is joined directly or via a bracket 9 or the like to a pole-shaped instrument panel reinforcing member 108 or the like that is connected at both ends to pillars provided on both sides of a vehicle body member (not shown). The bracket 9 has an arm 9a for joining to the instrument panel reinforcing member 108 and a flange 9b for joining to the front flange 3a of the occupant protection member 1a.
一方、乗員の膝102 側の端部後面フランジ4aには、乗員の膝102 の保護と、前記した乗員の膝の衝突位置が異なる際に対応できるように、軟質性などの材料から選択的に構成されるとともに、乗員の膝102 面に対応して延在するニーパネル107 などが選択的に設けられる。これらの各部材の接合は、接着剤、ボツトなどの機械的な接合、溶接、これらを組み合わせたもの等が適宜選択される。 On the other hand, the end rear flange 4a on the occupant's knee 102 side is selectively made of a material such as softness so that the protection of the occupant's knee 102 and the collision position of the occupant's knee described above can be handled. A knee panel 107 and the like extending selectively corresponding to the surface of the occupant's knee 102 are selectively provided. For joining these members, mechanical joining such as an adhesive or a bot, welding, a combination thereof, or the like is appropriately selected.
なお、以上の実施態様あるいは使用態様は、連結されてエネルギー吸収部を構成するアルミニウム合金中空形材単体が、全て断面は略平行に設けられた二つのフランジとこれらのフランジ間をつなぐ二つの湾曲ウエブとからなる閉空間から構成される場合のみについて説明した。しかし、この連結されたエネルギー吸収部の機能を阻害しない範囲で、他の断面形状の別のアルミニウム合金中空形材やアルミニウム合金形材、あるいはアルミニウム合金板を、連結される本発明中空形材の間やエネルギー吸収部端部に設ける態様を許容する。 In the above embodiment or use mode, the single aluminum alloy hollow shape member that is connected to form the energy absorbing portion is composed of two flanges each having a substantially parallel cross section and two curves connecting the flanges. Only the case of a closed space composed of a web has been described. However, as long as the function of the connected energy absorbing portion is not hindered, another aluminum alloy hollow shape member, aluminum alloy shape member, or aluminum alloy plate having another cross-sectional shape is connected to the hollow shape member of the present invention to be connected. The mode provided in the gap or at the end of the energy absorbing portion is allowed.
以下に、本発明の実施例について説明する。本発明乗員保護用部材と、これら乗員保護用部材を構成する中空形材各単体などの、乗員の膝衝突を想定した荷重時の、変形の経時変化と荷重−変位関係を各々静的圧壊解析モデルを用いたFEM 解析にて求めた。解析モデルは汎用の動的陽解法ソフトLS-DYNA3D を用いた。これらの結果を図11〜14に示す。 Examples of the present invention will be described below. Static collapse analysis of the change over time and the load-displacement relationship of the occupant protection members and the hollow shape members constituting the occupant protection members at the time of the load assuming the occupant's knee collision It was obtained by FEM analysis using the model. The analysis model used general-purpose dynamic explicit software LS-DYNA3D. These results are shown in FIGS.
図11は、前記図1 の本発明乗員保護用部材1a、この乗員保護用部材を構成する中空形材2a単体、図15の両ウエブを直線状とした比較中空形材10単体の、上記解析で得られる荷重変位曲線を各々示す。
図12は、前記図2 の本発明乗員保護用部材1b、この乗員保護用部材を構成する中空形材2b単体、前記中空形材2a単体の、上記解析で得られる荷重変位曲線を各々示す。
FIG. 11 shows the above analysis of the occupant protection member 1a of the present invention shown in FIG. 1, the hollow member 2a constituting the occupant protection member, and the comparative hollow member 10 having both webs shown in FIG. The load-displacement curve obtained by each is shown.
FIG. 12 shows load displacement curves obtained by the above analysis of the occupant protection member 1b of the present invention shown in FIG. 2, the hollow member 2b constituting the occupant protection member, and the hollow member 2a alone.
図13(a) 、(b) 、(c) は、図11における本発明乗員保護用部材1aの荷重変位曲線における、変位20mm、40mm、60mm毎の荷重変形状態の経時変化を各々示す。
図14(a) 、(b) 、(c) は、図12における本発明乗員保護用部材1bの荷重変位曲線における、変位20mm、30mm、40mm毎の荷重変形状態の経時変化を示す。
FIGS. 13 (a), 13 (b), and 13 (c) show changes over time in the load deformation state for every displacement of 20 mm, 40 mm, and 60 mm in the load displacement curve of the occupant protection member 1a of the present invention in FIG.
FIGS. 14 (a), 14 (b), and 14 (c) show changes over time in the load deformation state for every displacement of 20 mm, 30 mm, and 40 mm in the load displacement curve of the occupant protection member 1b of the present invention in FIG.
解析条件は以下の共通した条件とした。即ち、荷重の負荷は、各中空形材なり乗員保護用部材の正面から、前面フランジの中心にかける条件とした。なお、乗員の膝衝突による荷重方向を、前記図9 の使用態様のように後面フランジ側からの荷重としても、同じ結果となる。各中空形材は、共通して、6000系の6063アルミニウム合金押出中空形材として、肉厚を4.0mm 、T5調質材として0.2%耐力を145MPaとした。 The analysis conditions were the following common conditions. That is, the load was set to be applied to the center of the front flange from the front of each hollow shape member or occupant protection member. The same result is obtained even when the load direction due to the knee collision of the occupant is the load from the rear flange side as in the use mode of FIG. Each hollow profile was commonly a 6000 series 6063 aluminum alloy extruded hollow profile with a wall thickness of 4.0 mm and a T5 tempered material with a 0.2% proof stress of 145 MPa.
各中空形材の外寸形状は、中空形材2aは、前面フランジと後面フランジの長さB:80mm、フランジ同士の間隔H:50mm(H/B=0.625)、ウエブ4 同士の間隔20mm、ウエブの上下への張出量30mm、ウエブ角度θ1 、θ2 、θ3 、θ4 はいずれも45度とした。
中空形材2bは、前面フランジと後面フランジの長さB:80mm、フランジ同士の間隔H:40mm(H/B=0.5)、ウエブ4 同士の間隔20mm、ウエブの上下への張出量30mm、ウエブ角度θ1 、θ2 、θ3 、θ4 はいずれも45度とした。
一方、比較例形状は、ウエブが直線状以外は中空形材2aと同じ条件とした。
The outer shape of each hollow section is as follows.Hollow section 2a has front flange and rear flange length B: 80 mm, flange spacing H: 50 mm (H / B = 0.625), web 4 spacing 20 mm, The amount of overhang of the web 30 mm and the web angles θ 1 , θ 2 , θ 3 , and θ 4 were all 45 degrees.
Hollow section 2b has front flange and rear flange length B: 80mm, distance between flanges H: 40mm (H / B = 0.5), distance between webs 4 is 20mm, web overhang length is 30mm, The web angles θ 1 , θ 2 , θ 3 , and θ 4 were all 45 degrees.
On the other hand, the comparative example shape was the same as the hollow shape member 2a except that the web was linear.
図11、12に示す通り、中空形材2a単体 (細線) 、中空形材2b単体 (一点鎖線) およびこれらを連結した乗員保護用部材1a、1b (共に太線) は、荷重変位(2次元衝突解析においては加速度変位) における最大荷重(2次元衝突解析においては最大加速度) を低くすることができ、乗員の膝衝突に見合った小さな衝突荷重で、エネルギー吸収に必要な断面方向 (幅方向) の塑性変形を生じることができる。また、中空形材2a、2bの塑性変形による変位が進んでも、特にウエブの破断などが起こらず、荷重低下量が極めて少なく、乗員保護用部材1a、1bのストロークに渡って、継続的にエネルギー吸収が行われ、乗員の膝衝突に必要なエネルギー吸収量を確保できることが分かる。 As shown in Figs. 11 and 12, the hollow profile 2a alone (thin line), the hollow profile 2b alone (one-dot chain line), and the occupant protection members 1a and 1b (both bold lines) connected to them are subjected to load displacement (two-dimensional collision). The maximum load (acceleration displacement in the analysis) (maximum acceleration in the two-dimensional collision analysis) can be reduced, and the cross-sectional direction (width direction) required for energy absorption can be reduced with a small collision load commensurate with the occupant's knee collision. Plastic deformation can occur. In addition, even if the displacement due to the plastic deformation of the hollow shape members 2a and 2b progresses, the web does not break in particular, the load reduction amount is extremely small, and the energy is continuously increased over the stroke of the occupant protection members 1a and 1b. It can be seen that absorption is performed and the amount of energy absorption required for the passenger's knee collision can be secured.
これに対し、図15に示す比較中空形材10 (点線) は、荷重変位における最大荷重が著しく高くなり、しかも、中空形材10の塑性変形による変位が進むと、ウエブの破断などが起こり、荷重低下量が極めて大きくなっている。したがって、乗員の膝衝突に必要なエネルギー吸収量の確保と、膝へのダメージを与えない荷重以下の荷重しか乗員の膝に与えないことの両立ができない。 In contrast, the comparative hollow shape member 10 (dotted line) shown in FIG. 15 has a significantly increased maximum load in load displacement, and when the displacement due to plastic deformation of the hollow shape member 10 proceeds, the web breaks, etc. The amount of load reduction is extremely large. Therefore, it is impossible to achieve both the securing of energy absorption necessary for the passenger's knee collision and the application of a load equal to or less than the load that does not damage the knee to the passenger's knee.
したがって、これら図11、12における中空形材2a、2b各単体と、これら中空形材2a同士、2b同士を幅方向に連結した乗員保護用部材1a、1bの荷重変位曲線は、乗員保護用部材のために好ましい特性である、乗員の膝衝突を想定した際の最大荷重乃至最大加速度が低く、しかも乗員保護用部材の長いストロークに渡って、荷重低下量が少ない状態を示している。 Accordingly, the load displacement curves of the hollow shape members 2a and 2b in FIGS. 11 and 12 and the occupant protection members 1a and 1b in which the hollow shape members 2a and 2b are connected in the width direction are the occupant protection members. Therefore, the maximum load or the maximum acceleration when assuming a passenger's knee collision, which is a preferable characteristic, is low, and the load reduction amount is small over a long stroke of the occupant protection member.
図13(a) 、(b) 、(c) の本発明乗員保護用部材1aの荷重変形状態の経時変化から分かる通り、乗員保護用部材1aにおける、同じアルミニウム合金中空形材2a同士は、衝突による荷重がかかった際、ウエブ5a、6aの円弧状の湾曲の作用によって、各ウエブ5a、6aは、屈曲部7a、7bを中心として、両外方へ広がるように、また、前面フランジ3aと後面フランジ4aとが互いに接近するように塑性変形する。また、断面方向の変形による変位が進んでも、ウエブの破断などが起こらず、断面方向に変形する。この効果は、特に、屈曲部7a、7bを有する場合により発揮される。このような塑性変形は、図14(a) 、(b) 、(c) の本発明乗員保護用部材1bでも同様である。 As can be seen from the change over time in the load deformation state of the occupant protection member 1a of the present invention in FIGS. 13 (a), (b), and (c), the same aluminum alloy hollow profile 2a in the occupant protection member 1a collides with each other. When the load is applied, the webs 5a, 6a are caused to bend outward by centering on the bent portions 7a, 7b by the action of the arcuate curvature of the webs 5a, 6a, and the front flange 3a Plastic deformation occurs so that the rear flange 4a approaches each other. Further, even if the displacement due to the deformation in the cross-sectional direction advances, the web does not break or the like and deforms in the cross-sectional direction. This effect is exhibited particularly when the bent portions 7a and 7b are provided. Such plastic deformation is the same in the occupant protection member 1b of the present invention shown in FIGS. 14 (a), (b) and (c).
ただ、同じ断面形状のアルミニウム合金中空形材2a同士の組み合わせである本発明乗員保護用部材1aでは、図13(a) 、(b) 、(c) の通り、衝突による荷重がかかった際、中空形材2a同士は均等に塑性変形していくことが分かる。 However, in the occupant protection member 1a of the present invention, which is a combination of aluminum alloy hollow shapes 2a having the same cross-sectional shape, as shown in FIGS. 13 (a), (b), and (c), when a load due to a collision is applied, It can be seen that the hollow members 2a are uniformly plastically deformed.
これに対し、異なる断面形状のアルミニウム合金中空形材2a、2b同士の組み合わせである本発明乗員保護用部材1bでは、図14(a) 、(b) 、(c) の通り、衝突による荷重がかかった際、中空形材同士は均等に塑性変形しない。即ち、H/B が大きく圧壊強度のより低い中空形材2aから先に変形し、次いで、H/B が小さく圧壊強度のより高い中空形材2bが変形していくことが分かる。 In contrast, in the occupant protection member 1b of the present invention, which is a combination of aluminum alloy hollow shapes 2a and 2b having different cross-sectional shapes, the load due to the collision is as shown in FIGS. 14 (a), (b), and (c). When applied, the hollow members do not plastically deform evenly. That is, it can be seen that the hollow shape 2a having a higher H / B and lower crushing strength is deformed first, and then the hollow shape 2b having a smaller H / B and higher crushing strength is deformed.
このように、本発明では、上記中空形材 (エネルギー吸収部) の長さの調整と相まって、組み合わせる上記中空形材断面形状の調整や選択によって、乗員保護用部材のエネルギー吸収性能を、自由に制御、設計できる。 As described above, according to the present invention, the energy absorption performance of the occupant protection member can be freely adjusted by adjusting and selecting the cross-sectional shape of the hollow shape material combined with the adjustment of the length of the hollow shape material (energy absorption portion). Can control and design.
本発明によれば、乗員の膝衝突の際に必要なエネルギー吸収量を確保することと、ダメージを与えない荷重しか乗員の膝に負荷しないこととの両立が可能で、かつ、車体に応じて、そのエネルギー吸収部長さを自由に調節でき、衝突エネルギー吸収量を確保および自由に調節できるアルミニウム合金製の乗員保護用部材を提供することができる。このため、乗員保護用部材において、乗員の膝衝突の際に必要なエネルギー吸収量を確保することと、ダメージを与えない荷重しか乗員の膝に負荷しないこととの両立が図れる。また、乗員保護用部材へのアルミニウム合金材の用途を大きく拡大するものであり、工業的な価値が大きい。 According to the present invention, it is possible to achieve both the securing of an energy absorption amount necessary for a passenger's knee collision and a load that does not cause damage to the passenger's knees, and depending on the vehicle body. , it is possible to provide the energy absorbing portion can freely adjust the length, aluminum alloy occupant protection member capable of adjusting the impact energy absorbing amount secured and freely. For this reason, in the occupant protection member, it is possible to achieve both of ensuring the amount of energy absorption necessary for the occupant's knee collision and applying only a load that does not cause damage to the occupant's knee. Moreover, the use of the aluminum alloy material for the passenger protection member is greatly expanded, and the industrial value is great.
1:乗員保護用部材、2:中空形材、3:前面フランジ、4:後面フランジ、
5 、6:ウエブ、7:屈曲部、8:張出フランジ、9:ブラケット
1: Crew protection member, 2: Hollow profile, 3: Front flange, 4: Rear flange,
5, 6: Web, 7: Bent, 8: Overhang flange, 9: Bracket
Claims (1)
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JP2003289016A JP4203376B2 (en) | 2003-08-07 | 2003-08-07 | Crew protection member |
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JP2003289016A JP4203376B2 (en) | 2003-08-07 | 2003-08-07 | Crew protection member |
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JP4203376B2 true JP4203376B2 (en) | 2008-12-24 |
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JP4617170B2 (en) * | 2005-02-09 | 2011-01-19 | 富士重工業株式会社 | Knee guard structure |
US7338075B2 (en) * | 2006-07-14 | 2008-03-04 | Honda Motor Co., Ltd. | Knee bolster |
JP4981778B2 (en) * | 2008-10-02 | 2012-07-25 | 株式会社神戸製鋼所 | Knee bracket and car occupant knee protection method |
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