JP4462978B2 - Energy absorption structure of automobile - Google Patents

Description

  The present invention relates to an energy absorption structure for a vehicle including an energy absorbing member made of fiber reinforced plastic (hereinafter abbreviated as FRP) made of a reinforcing fiber and a resin having improved energy absorption characteristics at the time of impact, and in particular, a front side member of a vehicle. The present invention relates to an energy absorption structure for a vehicle suitable for the above.

  Conventionally, a plurality of FRP energy absorbing members made of a reinforcing fiber and a resin having improved energy absorption characteristics upon impact have been proposed (see Patent Documents 1 to 7).

Such an energy absorption member made of FRP has an energy absorption efficiency compared to an energy absorption member made of steel that is generally used in the past by causing successive collapse from the front end side of the member when there is an input load in the axial direction. Is known to be good. Therefore, for example, in vehicle parts, it can be applied to a part that controls energy absorption at the time of a collision, for example, a front end part of a front side member that absorbs impact energy at the time of a frontal collision.
Japanese Patent Laid-Open No. 04-143173 JP 05-332386 A Japanese Patent Laid-Open No. 06-300070 Japanese Patent Laid-Open No. 06-341477 Japanese Patent Laid-Open No. 06-346935 JP 07-217688 A Japanese Patent Application Laid-Open No. 09-226039

  By the way, when the FRP energy absorbing member is applied to the front end portion of a front side member of an automobile, it is necessary to join the front side member with a fastening means such as an adhesive or a bolt / nut. There are problems such as an increase in the weight of the joint portion to ensure the resistance and a shortened stroke for energy absorption by the joint portion.

  Therefore, the present invention has been made in view of the above problems, and an object thereof is to provide an automobile energy absorption structure suitable for securing an energy absorption stroke and reducing the weight.

The present invention includes an FRP energy absorbing portion having a cylindrical cross-section that causes successive crushing from the input end side due to an input load from the axial direction, and a support portion that is formed of FRP and is joined to a vehicle body part connected to the energy absorbing portion. comprises a front side member consisting of, wherein the energy absorbing portion reinforced longitudinal direction perpendicular to that of the front side members equally fibers are oriented with respect to molding the core of the inner portion, the support member inside With respect to the molding core, the reinforcing fibers are oriented at the same weight ratio in equal angular increments including the longitudinal direction of the front side member, so that rigidity and strength are uniform with respect to any angle in the surface direction of the support member. oriented to have a pseudo-isotropic, and reinforcing fibers, wherein the oriented reinforcing fibers and the support member is oriented to the energy absorbing portion, and the energy absorbing portion and the support portion Is arranged on top of each other in the field unit, a part of the molded core material in the support member communicating with it molding core material in the energy-absorbing unit and after the molding by the resin impregnation into the reinforcing fibers is formed in a withdrawn and space I tried to be.

Therefore, in the present invention, the FRP energy absorbing portion having a cylindrical cross-section that causes successive crushing from the input end side due to the input load from the axial direction, and the support that is formed of FRP and is joined to the vehicle body part connected to the energy absorbing portion. A front side member composed of a portion, and the energy absorbing portion has reinforcing fibers oriented equally in the longitudinal direction of the front side member and a direction perpendicular thereto with respect to an internal molding core, The reinforcing fibers are oriented with the same weight ratio in steps of equal angles including the longitudinal direction of the front side member with respect to the inner molding core, and the rigidity and strength are uniform with respect to any angle in the surface direction of the support member. becomes oriented so as to have a pseudo-isotropic, and reinforcing fibers are oriented in the reinforcing fibers and the support member is oriented to the energy absorbing portion, said energy absorbing The energy absorption part and the support part can be molded as a single unit, and the number of molds can be reduced compared to the conventional steel front side member, and the manufacturing cost can be reduced. Can be reduced. Moreover, workability | operativity, such as lamination | stacking, becomes easy by pre-shaping a continuous fiber layer also with a complicated shape. And since there is almost no shrinkage at the time of shaping | molding, a highly accurate product can be obtained compared with the steel front side member. Further, by changing the laminated structure according to the function of each part, the material can be used without waste, and the weight of the automobile can be reduced.
Moreover, since the core material used for forming the support part in the vicinity of the energy absorption part and the energy absorption part is extracted and formed in the space after molding, the radius is absorbed by energy absorption by sequential crushing of the energy absorption part. The crushing fragment to the inside in the direction can be accommodated in the support portion.

  Hereinafter, the energy absorption structure of the automobile of the present invention will be described based on each embodiment.

(First embodiment)
1 to 4 show a first embodiment of an automobile energy absorption structure to which the present invention is applied. FIG. 1 is a perspective view of a front frame structure of a vehicle body including the automobile energy absorption structure. FIG. FIG. 3 is a side view of a front side member having an energy absorbing structure, FIG. 3 is an explanatory view for explaining the fiber orientation of the first embodiment constituting each part of the front side member, and FIG. 4 is a second embodiment constituting each part of the front side member. It is explanatory drawing explaining the fiber orientation of an example.

  In FIG. 1, the front frame structure of the vehicle body includes front side members SM arranged in parallel to the vehicle longitudinal direction at both ends in the vehicle body width direction. A radiator mounting frame (radiator core support) and a bumper reinforcement are attached to a front end portion of the front side member SM via a mounting flange (not shown). A hood ridge panel FR is disposed and coupled to the upper portion of the front side member SM, and a dash lower cross member and a cowl side panel constituting a passenger compartment are disposed and coupled to the rear of the vehicle. A fender F is detachably fixed to the hood ridge panel FR.

  As shown in FIG. 2, the front side member SM has a rear half of the vehicle formed as a support 1 made of fiber reinforced plastic (hereinafter referred to as FRP), and the front half of the front side member SM is an FRP made of reinforcing fibers and resin. It is formed as an energy absorption part 2 made of a metal, and both are integrally formed.

  The energy absorbing portion 2 is formed in a simple quadrangular or circular cylindrical cross section, and a radiator mounting frame (radiator core support) or a bumper reinforcement is attached to the front end via a mounting flange (not shown). It has an energy absorption function that absorbs impact energy by causing successive crushing from the front end side. In addition, the support portion 1 holds an engine and a suspension, and has a complicated three-dimensional shape including a reinforcing structure and bolts and nuts for joining with other parts in order to join the above-described body parts. It functions as a structure.

  When the energy absorbing portion 2 and the support portion 1 having different functions are manufactured integrally as FRP, the RTM method (thermosetting resin molding or transfer molding, which is a general three-dimensional manufacturing method) Using Resin Transfer Molding), it is manufactured in one piece. That is, a woven fabric (which may be a prepreg) made of reinforcing fibers cut into a predetermined shape is pasted on a mold (core) of the energy absorbing portion 2 and the support portion 1, for example, a core such as urethane foam based on a predetermined fiber orientation. -It laminates and molds in a mold, impregnates the laminated woven fabric between the core and the mold inner surface with a thermosetting resin, and heat cures it.

  The fiber orientation forming the energy absorbing portion 2 is perpendicular to the reference direction and the woven fabric in which the fibers are oriented in the reference direction (0 degree) with the longitudinal direction of the front side member SM as the reference (0 degree). The woven fabric with oriented fibers is alternately laminated. That is, the layers are laminated so that the weight ratio of the 0-degree layer and the 90-degree layer is 50%: 50%. In general, the fibers improve the strength of the FRP molded product in the direction in which the fibers are oriented. In the energy absorbing portion 2, in order to efficiently exhibit only energy absorption, the reference direction for improving the strength in the front-rear direction and appropriate crushability at the time of energy absorption are ensured without having isotropic properties. Therefore, the fibers are oriented in a direction perpendicular to the reference for the purpose, and fiber orientation in other unnecessary directions is not performed.

  The fiber orientation that forms the support portion 1 is 45 in order to make the fiber orientation isotropic and have rigidity and strength at all angles with the longitudinal direction of the front side member SM as a reference (0 degree). Lamination is performed in increments of 0 °, 45 °, 90 °, and −45 °. That is, the weight ratio of each layer in increments of 45 degrees (0 degrees, 45 degrees, 90 degrees, -45 degrees) is 25%.

  Specifically, the lamination of the woven fabric on the energy absorbing portion 2 and the support portion 1 is performed by plain weaving the fibers in the directions of 0 degrees and 90 degrees with respect to the energy absorbing section 2, as shown in FIG. The plain weave prepreg 3 is sheet-winded (see FIG. 3A). For the support portion 1, the plain weave prepreg 4 is wound in the reference direction (the fiber orientation is 0 degrees and 90 degrees), and then the plain weave prepreg 4 is wound at an angle of 45 degrees with respect to the reference direction (45 degrees). And -45 degrees fiber orientation), and sequentially laminated in this order (see FIG. 3B).

  As the stacking order, first, the prepreg 3 constituting the energy absorbing portion 2 is sheet-winded around the core, and then partially overlapped with the prepreg 3 wound so as to constitute the energy absorbing portion 2. It forms by winding the prepreg 4 to comprise around a core sequentially. In addition, you may make it wind around a core alternately, partially overlapping the prepreg 3 which comprises the energy absorption part 2, and the prepreg 4 which comprises the support part 1. FIG.

  As the prepregs 3 and 4 to be used, as shown in FIG. 4, a prepreg 5 in which fibers are oriented in one direction may be used. In this case, the fibers are arranged in the reference direction with respect to the energy absorbing portion 2. The oriented prepreg 5 and the prepreg 5 in which fibers are oriented in a direction orthogonal to the reference direction are alternately wound, and the support portion 1 is 0 °, 45 °, 90 °, −45 ° with respect to the reference direction. Each time, the prepreg 6 in which the fibers are oriented is wound. As described above, after the prepreg 5 is sheet-winded on the energy absorber 2 and then the prepreg 6 is laminated on the support 1 in the prescribed order as described above. The prepregs 5 and 6 of the energy absorption unit 2 and the support unit 1 may be alternately stacked, or any method may be used. As described above, the prepregs are laminated on the core, put in a mold, and heat-cured in a sealed state for autoclave molding.

  The above describes the use of a prepreg impregnated with a thermosetting resin (matrix resin) in a woven fabric of reinforcing fibers, although not shown, separately without impregnating the woven fabric of reinforcing fibers with a matrix resin. Preliminary shaping is performed on the woven fabric using the prepared shaping mold, the preshaped fabric is laminated on the core material in the order described above, and this is placed in the mold and closed. Then, it may be impregnated with resin and heat-cured in a sealed state for RTM molding. In this case, even if it is a complicated shape, the woven fabric of reinforcing fibers is shaped by pre-shaping, so that it can be easily laminated on the core material.

  The core material used in the RTM molding is extracted after molding, but in the case of a complicated hollow shape that cannot be extracted, the core material is manufactured with a lightweight material such as a foamed core material, and the product after molding You may leave it in the box. However, the core material used for forming the support part 1 in the vicinity of the energy absorption part 2 and the energy absorption part 2 is extracted after molding, and is collapsed inward in the radial direction due to energy absorption by sequential collapse of the energy absorption part 2 The debris is accommodated in the support. The core used to constitute the support portion 1 is a hollow in which a core material cannot be taken out after molding because ribs necessary for strength are arranged inside or metal parts for embedding with other structural parts are embedded. In many cases, the foam core is left. As the foam core to be used, a hard foam urethane core is used for weight reduction.

  The FRP front side member SM obtained in this way is formed integrally with the energy absorbing portion 2 and the support portion 1 and is less expensive to manufacture because it requires fewer molds than conventional steel. . Moreover, since there is almost no shrinkage at the time of shaping | molding, the product with very favorable precision is obtained compared with the product made from steel. In addition, by changing the laminated structure according to the function for each part, the material can be used without waste, and the weight of the automobile can be reduced. In addition, the said lamination | stacking operation | work becomes still easier by previously forming the prepreg which made the orientation direction of a fiber different for every lamination | stacking previously.

  At the time of collision, the energy absorbing portion 2 at the tip causes compression fracture from the tip and absorbs energy, and during that time, the support portion 1 contains fibers in the direction of ± 45 degrees. The energy absorption part 2 can be supported by showing.

  In the present embodiment, the following effects can be achieved.

  (A) An FRP energy absorbing portion 2 having a cylindrical cross-section that causes successive crushing from the input end side due to an input load from the axial direction, and a support portion that is connected to the vehicle body component and is formed of FRP in connection with the energy absorbing portion 2 The energy absorbing portion 2 has reinforcing fibers equally oriented in the longitudinal direction of the front side member SM and a direction perpendicular thereto, and the support portion 1 is isotropic. Since the reinforcing fibers are oriented, the energy absorbing portion 2 and the support portion 1 can be formed integrally, and the number of molds can be reduced as compared with the conventional steel front side member, and the manufacturing cost can be reduced. Moreover, workability | operativity, such as lamination | stacking, becomes easy by pre-shaping a continuous fiber layer also with a complicated shape. And since there is almost no shrinkage at the time of shaping | molding, a highly accurate product can be obtained compared with the steel front side member. Further, by changing the laminated structure according to the function of each part, the material can be used without waste, and the weight of the automobile can be reduced.

(Second Embodiment)
5 and 6 show a second embodiment of an automobile energy absorbing structure to which the present invention is applied, FIG. 5 is a plan view of the automobile energy absorbing structure, and FIG. 6 is a radiator core mounting on the front end side of the energy absorbing portion. It is sectional drawing of a part and a bumper reinforcement attachment part. In this embodiment, the absorption stroke of an energy absorption part is expanded. 1 to 4 are denoted by the same reference numerals, and description thereof is omitted or simplified.

  As shown in FIG. 5, the energy absorbing structure for an automobile of the present embodiment includes a support portion 1 that is integrally fixed to a hood ridge panel FR and a strut housing that constitute an engine compartment, and a bumper that is disposed at the tip of the support portion 1. The front side member SM which consists of the energy absorption part 2 which supports Reinforce BR by the front end and supports the radiator core support RS in the middle part is provided. The energy absorbing part 2 and the support part 1 of the front side member SM are configured by integral molding, as in the first embodiment.

  The energy absorbing part 2 is an energy absorbing unit instead of fixing a radiator core support to the front end and fixing a bumper reinforcement to the front end via a bumper stay like a front side member of a general steel structure. The part 2 is extended forward of the vehicle, and the bumper reinforcement BR is supported directly at the front end of the energy absorbing part 2. For this reason, the radiator core support RS in the middle part of the vehicle is fixed by adhering the mounting flange 10 to the middle part of the energy absorbing unit 2, and the radiator core support RS is fixed to the mounting flange 10. .

  Specifically, for example, as shown in FIG. 6, an L-shaped flange 10 is fixed to the energy absorbing portion 2 by bonding, and the L-shaped flange 10 and the radiator core support RS are fixed with bolts or the like. Yes. For this reason, the radiator core support RS is formed with a hole through which the energy absorbing portion 2 penetrates, and the energy absorbing portion 2 is configured to penetrate the radiator core support RS and extend the front end thereof. Since the through hole of the radiator core support RS is normally configured in the frame body so as to support the radiator core, the hole formed by this frame body can be used. The upper end of the radiator core support RS is fixed to, for example, the front end of the hood ridge panel FR. The bumper reinforcement BR is also fixed to the front end of the energy absorbing portion 2 by, for example, an L-shaped flange 11 by bonding or the like, and fixed to the flange 11 using a bolt or the like.

  In the energy absorption structure of the automobile having the above-described configuration, the energy absorption part 2 and the support part 1 are integrally formed, and the energy absorption part 2 extends integrally to the front of the radiator core RS, and the bumper reinforcement BR is formed. Can directly support the energy absorption zone. For this reason, at the time of a collision, the energy absorbing portion 2 at the tip can absorb energy by compressive fracture using the entire length of the energy absorbing portion 2 immediately after the bumper reinforcement BR.

  In addition, although the cross-sectional shape of the energy absorption part 2 demonstrated uniformly what was comprised over the full length of the energy absorption part 2 in the said embodiment, although not shown in figure, since it has a sufficiently long energy absorption zone By partially changing the cross-sectional shape of the energy absorbing portion 2, for example, the energy absorption capacity such as a light collision zone and a large collision zone can be changed from the front end.

  In the present embodiment, in addition to the effect (a) in the first embodiment, the following effects can be achieved.

  (A) Since the energy absorption part 2 supports the radiator core support RS in the middle part and the front end is connected to the bumper reinforcement BR, the energy absorption zone can be increased. Therefore, at the time of a collision, the energy absorbing portion 2 at the tip can absorb energy by compressive fracture using the entire length of the energy absorbing portion 2 immediately after the bumper reinforcement BR. In addition, since the energy absorption zone is sufficiently long, the energy absorption capacity is changed, for example, from the front end, such as a light collision zone and a large collision zone, by partially changing the cross-sectional shape of the energy absorption portion 2. It can also be done.

(Third embodiment)
FIG. 7 is a perspective view of an energy absorbing portion showing a third embodiment of the energy absorbing structure for an automobile to which the present invention is applied. In the present embodiment, an energy absorbing structure capable of absorbing energy even when an impact load is input from an oblique direction is provided. The same devices as those in FIGS. 1 to 6 are denoted by the same reference numerals, and description thereof is omitted or simplified.

  As shown in FIG. 7, the energy absorbing structure of the present embodiment is configured such that the energy absorbing portion 2 and the support portion 1 are integrally formed as in the first embodiment. The trapezoidal shape is formed so that the shape gradually decreases from the boundary portion 2A with the support portion 1 toward the tip. For this reason, the breaking load at the tip of the energy absorbing part 2 at the time of collision is relatively small, and the breaking load increases as it moves to the supporting part 1 side, and the largest breaking at the boundary part 2A with the supporting part 1 It becomes a load. For example, the cross-sectional shape (lateral dimension X1 = 40 mm, longitudinal dimension Y1 = 80 mm) of the energy absorbing part 2 and the sectional shape (lateral dimension X2 = 60 mm, longitudinal dimension Y2 = 120 mm) at the boundary part 2A between the support part 1 are as follows. When the length of the energy absorbing portion 2 (L = 200 mm) is provided, the breaking load at the tip of the energy absorbing portion 2 is W1 = 50 kN, and the breaking load at the boundary portion 2A with the support portion 1 is W2. = 100 kN was obtained. This is because, when a collision load is applied in the axial direction of the energy absorption part 2, the collision load is continuously changed from W = 50 kN to W = 100 kN, and the collision energy is absorbed over the length of the energy absorption part 2. It means to do.

  The energy absorbing portion 2 having the above structure has a boundary with the support portion 1 of the energy absorbing portion 2 even when a collision load is applied from the direction inclined by θ = 30 ° toward the vehicle side with respect to the axis of the energy absorbing portion 2. Since the portion 2A has a trapezoidal shape so that the section modulus is larger than the tip of the energy absorbing portion 2, the portion 2A is not broken from the boundary portion 2A, and can absorb energy in the same manner as in the axial direction input. Incidentally, in the energy absorbing part 2 having the shape exemplified above, in the oblique impact test in which a collision load is applied from the direction inclined by θ = 30 ° to the side of the vehicle, the supporting part 1 to which the maximum bending stress is applied in the energy absorbing part 2. The boundary portion 2A was subjected to a bending stress of about 220 MPa, and the bending strength of the member did not exceed 250 MPa.

  Incidentally, in order to obtain the same energy absorption in the energy absorption part having a uniform cross section without making the trapezoidal shape, a laminated structure having a breaking load of 75 kN is necessary. However, the cross sectional shape of the energy absorption part is defined as the support part. When the cross-section is uniform with the same cross-sectional shape, the maximum bending stress applied to the boundary portion is 330 MPa, which exceeds the bending strength of the member, and can be broken without absorbing energy.

  As described above, according to the present embodiment, it is possible to absorb energy without breaking the energy absorbing portion 2 even when the input is from an oblique direction.

  In the above embodiment, the FRP plate thickness of the energy absorption unit 2 and the support unit 1 is made constant and the outer shape of the energy absorption unit 2 is changed to a trapezoidal shape. The outer shape of the energy absorbing portion may be a constant shape similar to the boundary portion with the support portion, and the section modulus may be increased instead by increasing the plate thickness of the energy absorbing portion toward the boundary portion.

  In the present embodiment, in addition to the effect (a) in the first embodiment, the following effects can be achieved.

  (C) Since the energy absorbing portion 2 changes the plate thickness or the cross-sectional shape from the boundary portion 2A to the tip with the support portion 1 to reduce the cross-section coefficient, the energy absorbing portion 2 also supports input from an oblique direction. The energy absorption part 2 can absorb the collision energy without breaking the boundary part 2A with the part 1.

(Fourth embodiment)
FIG. 8 is a perspective view of an energy absorption structure showing a fourth embodiment of the energy absorption structure of an automobile to which the present invention is applied. In the present embodiment, the energy absorbing portions of the left and right front side members are connected to each other to form an energy absorbing structure capable of absorbing energy even when an impact load is input from an oblique direction in front of the vehicle. 1 to 7 are denoted by the same reference numerals, and description thereof is omitted or simplified.

  As shown in FIG. 8, in the energy absorbing structure of the present embodiment, the energy absorbing portion 2 and the support portion 1 are formed by integral molding as in the first embodiment. The energy absorbing portions 2 are also connected and integrated by the left and right connecting structural members 7.

  In the above-described configuration, first, the left and right FRP front side members SM including the energy absorbing portion 2 and the support portion 1 are individually manufactured by RTM molding according to the manufacturing procedure of the first embodiment. Further, a preform material is manufactured by laminating in a shape to be the left and right connecting structural member 7. Next, the preform material and at least the connecting portion of the FRP front side member SM at least the connecting portion of the energy absorbing portion 2 are molded and sealed, and RTM molded, so that the left and right connecting structural member 7 and the front side member SM are molded. And are integrally molded. Thereby, the front-end | tip of the energy absorption part 2 can be connected with the other energy absorption part 2 by adhesion | attachment by the left-right connection member 7, and integral molding. Reference numeral 12 in the figure denotes a suspension member that is coupled to the support portions 1 of the left and right front side members SM by fastening means and supports the engine and the suspension.

  In the energy absorbing structure having the above configuration, when a collision load is input in the axial direction of the energy absorbing portion 2, the energy absorbing portion 2 breaks from the tip with the designed breaking load and absorbs the collision energy. At this time, since the attachment portion with the left and right connecting members 7 is attached by adhesion by integral molding, the adhesion portion peels off with the destruction of the energy absorption portion 2 and does not hinder the destruction of the energy absorption portion 2.

  Further, when a collision load is input from a direction inclined by 30 ° to the side of the vehicle with respect to the axis of the energy absorbing portion 2, the energy absorbing portions 2 support each other via the left and right connecting members 7. The input to the energy absorbing portion 2 in the bending direction is dispersedly supported by the other energy absorbing portion 2 via the left and right connecting members 7 and is broken at the boundary portion 2A where the maximum bending stress is generated. Suppress. For this reason, similarly to the case where a collision load is input in the axial direction of the energy absorption unit 2, the collision can be absorbed by breaking from the tip with the designed breaking load.

  Here, the attachment length of the left and right connecting members 7 and the energy absorbing portion 2 is set to the length of the remaining energy absorbing portions 2 where the energy absorbing portion 2 is broken from the tip and is not connected to the left and right connecting members 7. By setting in advance so as to be able to withstand the bending load generated in this way, even when the left and right connecting portions 7 of the energy absorbing portion 2 are broken by energy absorption due to collision failure, bending failure of the boundary portion with the support portion 1 occurs. The collision energy can be absorbed without being compressed.

  In the above-described embodiment, the left and right front side members SM are integrally connected to each other, and the ends of the energy absorbing portions 2 are connected to each other by the left and right connecting members 7. A front side member system with high dimensional accuracy is also obtained by connecting the rear end side of the portion 1 to the integrated structure in the same manner as the left and right connecting members 7 by the vehicle body dash panel 8 constituting the rear portion of the engine compartment. Can be obtained.

  In the present embodiment, in addition to the effect (a) in the first embodiment, the following effects can be achieved.

  (D) Since the energy absorption part 2 is integrally connected by the connecting member 7 between the left and right front side members SM, both the left and right front side members against the collision load input from the oblique direction. Since the SM receives a collision load, the energy absorbing portion 2 can absorb energy without breaking.

(Fifth embodiment)
FIG. 9 is a perspective view of an energy absorption structure showing a fifth embodiment of the energy absorption structure of an automobile to which the present invention is applied. In this embodiment, the energy absorbing member is attached to the engine so as to perform the collision energy absorbing operation. 1 to 8 are denoted by the same reference numerals, and the description thereof is omitted or simplified.

  As shown in FIG. 9, the energy absorbing structure of this embodiment is configured such that an energy absorbing member 16 is attached in front of the engine 15. As in the first embodiment, the energy absorbing member 16 is formed by stacking and winding a prepreg in which fibers are oriented in the axial direction of the energy absorbing member 16 and a direction perpendicular to the axis around the core, and molding the prepreg into a molding die. It is formed by forming into FRP by molding. The energy absorbing member 16 is fixed to the mounting bracket 17 by adhesion or a mounting flange, and is fixed to the engine 15 by mounting the mounting bracket 17 on the side surface (front surface) of the engine 15.

  There are two energy absorbing members 16 arranged on the mounting bracket 17 one each in the front front direction of the vehicle, one diagonally forward of the vehicle, for example, 30 ° laterally with respect to the vehicle longitudinal axis. The total of 4 is desirable. When the vehicle receives a collision from the front, the two energy absorbing members 16 directed toward the front front direction of the vehicle are crushed and compressed and broken in the energy absorption mode, thereby absorbing the collision energy. The two energy absorbing members 16 directed diagonally forward of the vehicle have one energy absorbing member 16 attached in that direction when the vehicle is subjected to a collision from a diagonally forward direction tilted by 15 degrees or more from the longitudinal axis. By being crushed and compressed and broken in energy absorption mode, collision energy is absorbed.

  An energy absorption structure with higher energy absorption performance can be obtained by operating in cooperation with the energy absorption operation of the energy absorption part 2 of the front side member SM at the time of any collision in the front direction of the vehicle and the diagonally forward direction. Can do. Moreover, the energy absorption part which comprises the front side member in this case also has the characteristic which can be made into the simple thing which absorbs only the collision energy from a vehicle front direction.

  In the above-described embodiment, the energy absorbing member 16 is disposed in front of the engine 15. However, although not illustrated, for example, the energy is disposed behind the engine so as to face the partition (dash panel) side between the passenger area and the engine room. An absorption member may be attached, and the energy may be absorbed by crushing the energy absorption member between the dash panel and the engine by retreating the engine at the time of a collision.

  In the energy absorbing structure having the above configuration, the location where the energy absorbing member 16 is attached is not limited to the front end portion of the front side member SM, so that a mounting surface is provided on the side surface of the engine 15 even in the oblique impact direction. Thus, the energy absorbing member 16 can be disposed, and the energy can be effectively absorbed even from a collision from an oblique direction.

  In the present embodiment, in addition to the effect (a) in the first embodiment, the following effects can be achieved.

  (E) The energy absorbing portion 2 is disposed as an energy absorbing member 16 in front of or behind the engine 15 independently of the support portion 1 of the front side member SM, and the radiator core support RS or the Pamper Reinforce BR and the engine 15 are arranged. In order to absorb the collision energy between the dash panel 8 and the engine 15, it is possible to attach the energy absorbing member 16 by providing a mounting surface on the side surface of the engine 15 even in the oblique impact direction. Thereby, energy can be absorbed even with respect to a collision from an oblique direction.

1 is a perspective view of a front frame structure of a vehicle body including an automobile energy absorption structure showing a first embodiment of the present invention. The side view of the front side member similarly provided with the energy absorption structure of a motor vehicle. Explanatory drawing explaining the fiber orientation of 1st Example which similarly comprises each part of a front side member. Explanatory drawing explaining the fiber orientation of 2nd Example which similarly comprises each part of a front side member. The top view of the energy absorption structure of the motor vehicle which shows 2nd Embodiment of this invention. Sectional drawing of the radiator core attachment part and bumper reinforcement attachment part of the front end side of an energy absorption part similarly. The perspective view of the energy absorption part of the energy absorption structure of the motor vehicle which shows 3rd Embodiment of this invention. The perspective view of the energy absorption structure of the motor vehicle which shows 4th Embodiment of this invention. The perspective view of the energy absorption structure of the motor vehicle which shows 5th Embodiment of this invention.

Explanation of symbols

SM front side member 1 support part 2 energy absorption part 3-6 prepreg 7 left and right connecting member 8 dash panel 15 engine 16 energy absorption member

Claims (4)

A fiber-reinforced plastic energy absorbing part with a cylindrical cross section made of reinforcing fibers and resin so as to cause successive crushing from the input end side due to an input load from the axial direction, and a fiber reinforced plastic connected to the energy absorbing part made of fiber reinforced plastic. A front side member formed of a support portion formed and joined to a vehicle body part;
The energy absorbing portion is oriented with reinforcing fibers equally in the longitudinal direction of the front side member and the direction perpendicular thereto with respect to the internal molding core,
The support member is oriented at the same weight ratio in steps of equal angles including the longitudinal direction of the front side member with respect to the inner molding core, so that the rigidity and strength are in any angle in the plane direction of the support member. Is also oriented to have pseudo- isotropic uniformity ,
The reinforcing fiber oriented in the energy absorbing portion and the reinforcing fiber oriented in the support member are arranged to overlap each other at the boundary between the energy absorbing portion and the support portion,
The energy of an automobile, wherein the molding core material in the energy absorbing portion and a part of the molding core material in the support member connected to the reinforcing fiber after being molded by resin impregnation into the reinforcing fiber are extracted and formed in a space. Absorbing structure.   The energy absorption structure for an automobile according to claim 1, wherein the energy absorption part supports a radiator core support in the middle part, and a front end thereof is connected to a bumper reinforcement.   The energy of the automobile according to claim 1 or 2, wherein the energy absorption part changes a plate thickness or a cross-sectional shape from a boundary part with a support part to a tip to reduce a cross-section coefficient. Absorbing structure.   The energy of the automobile according to any one of claims 1 to 3, wherein the energy absorbing portion is integrally connected by a connecting member between left and right front side members. Absorbing structure.

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