JP5254662B2 - Vehicle shock absorber and vehicle bumper device - Google Patents

Description

  The present invention relates to a vehicle shock absorber and a vehicle bumper device.

Conventionally, as an impact absorber for vehicles, what was indicated, for example in patent documents 1 is known. This vehicle shock absorber is made of an extruded material of an aluminum alloy having a constant cross-sectional shape that is substantially U-shaped. For example, when the vehicle receives a compression impact load (axial compression load) in the axial direction of the extrusion due to a vehicle collision. Furthermore, the impact energy is efficiently absorbed by suppressing the Euler buckling and performing axial compression deformation, so-called bellows deformation. As shown in FIG. 6, in order to absorb the impact energy more efficiently, the radius of curvature (Ra) of the portion where the plurality of ribs formed on the inside are connected to the outer peripheral portion is equal to or less than ½ of the rib thickness. In addition, it has been proposed that the radius of curvature (Rb) of the portion where these ribs intersect is 1 mm or less.
Japanese Patent No. 3520959

By the way, in the impact absorber for vehicles of patent document 1, since each curvature radius (Ra, Rb) of each rib is constant, as shown with a broken line in FIG. Above, all the cross-sectional shapes are convexly deformed in the same direction. In this case, as shown by the broken line in FIG. 4 for the transition of the load with respect to the deformation amount (stroke), the load amplitude (fluctuation range) increases and the impact energy cannot be absorbed sufficiently efficiently. Therefore, the amount of deformation is forced to increase.

  An object of the present invention is to provide a vehicle shock absorber and a vehicle bumper device that can reduce load amplitude at the time of bellows deformation, absorb shock energy more efficiently, and reduce deformation amount. .

In order to solve the above-mentioned problems, the invention according to claim 1 is a quadrangular tubular main body in a vehicle shock absorber made of an extruded material that absorbs impact energy by absorbing axial compression load by bellows deformation. And a pair of inner ribs connected to the main body portion and intersecting each other, and the two first hollow portions arranged in one diagonal direction in the main body portion by the two ribs and the other diagonal direction Two second hollow portions arranged in parallel to each other have a constant cross-sectional shape, and a portion where the rib is connected to the main body portion is formed in a curved shape, and the rib in the first hollow portion Is set such that the radius of curvature and thickness of the portion connected to the main body portion are larger than the radius of curvature and thickness of the portion of the second hollow portion where the rib is connected to the main body portion, and the ribs are The intersecting part is formed in a curved shape, and the front The curvature radius and thickness of the portion where the ribs intersect in the first hollow portion are set larger than the curvature radius and thickness of the portion where the ribs intersect in the second hollow portion, and the main body portion The portion forming the corner of the main body is formed in a curved shape, the radius of curvature of the portion forming the corner of the main body in the first hollow portion, and the portion forming the corner of the main body in the second hollow portion And an outward flange projecting in parallel with one of the two ribs so as to face a portion forming the corner of the main body in the second hollow portion. the gist that you are.

According to this configuration, the radius of curvature and thickness of the portion rib is connected to the body portion in the first hollow portion, the curvature of the portion where the said ribs in the second hollow portion connected to said body portion radius and By setting the thickness larger than the wall thickness, the convex deformation of the cross-sectional shape at the portion of the first hollow portion is promoted, and the concave deformation of the cross-sectional shape at the portion of the second hollow portion that is relatively adjacent is promoted. Is done. Similarly, the radius of curvature and thickness of the portion where the ribs intersect in the first hollow portion are set larger than the radius of curvature and thickness of the portion where the ribs intersect in the second hollow portion. Thus, the convex deformation of the cross-sectional shape at the portion of the first hollow portion is promoted, and the concave deformation of the cross-sectional shape at the portion of the second hollow portion that is relatively adjacent is promoted. That is, in this vehicle shock absorber, convex deformation is promoted over the entire cross-sectional shape of each first hollow portion, and concave deformation is promoted over the entire cross-sectional shape of each second hollow portion, so that the cross-sectional shape is Convex deformation in alternate directions. Therefore, the load amplitude at the time of bellows deformation can be reduced to absorb the impact energy more efficiently, and the amount of deformation can be reduced accordingly. The radius of curvature of the portion forming the corner of the main body in the first hollow portion is set to be larger than the radius of curvature of the portion forming the corner of the main body in the second hollow portion, The convex deformation of the cross-sectional shape at the part of the first hollow part is promoted, and the concave deformation of the cross-sectional shape at the part of the second hollow part is relatively promoted. Therefore, the convex deformation of the entire cross-sectional shape of each first hollow portion and the concave deformation of the entire cross-sectional shape of each second hollow portion are further promoted, so that the load amplitude at the time of bellows deformation can be further reduced. . Furthermore, in the part which makes the corner | angular part of the said main-body part in a said 2nd hollow part, convex deformation of a cross-sectional shape is inhibited by the said outward flange, and a concave deformation is accelerated | stimulated relatively. Accordingly, the concave deformation of the entire cross-sectional shape of each second hollow portion is further promoted, so that the load amplitude at the time of bellows deformation can be further reduced.

According to a second aspect of the present invention, in the vehicle impact absorber according to the first aspect, the radius of curvature and the thickness of a portion of the second hollow portion connected to the main body portion of the flange are set to the second hollow portion. The gist of the present invention is that it is set to be larger than the radius of curvature and thickness of the portion forming the corner of the main body .

According to this configuration, the concave deformation is relatively promoted by inhibiting the convex deformation of the cross-sectional shape by the flange at the portion forming the corner of the main body portion in the second hollow portion.

A third aspect of the present invention is the vehicle impact absorber according to the first or second aspect, wherein the first hollow portions are arranged in parallel in one diagonal direction in the main body portion when the bellows is deformed. The gist is that the entire shape is convexly deformed, and the entire cross-sectional shape of the second hollow portions arranged side by side in the other diagonal direction is concavely deformed .

According to this configuration, convex deformation is promoted over the entire cross-sectional shape of each first hollow portion, and concave deformation is promoted over the entire cross-sectional shape of each second hollow portion, so that the cross-sectional shape is deformed in alternate directions. . Therefore, the load amplitude at the time of bellows deformation can be reduced to absorb the impact energy more efficiently, and the amount of deformation can be reduced accordingly.

  According to a fourth aspect of the present invention, a pair of bumper in hoses extending in the width direction of the vehicle is interposed between the bumper in hoses and the pair of side members extending in the front-rear direction of the vehicle. The vehicle bumper device provided with the crash box is characterized in that the impact absorber for vehicle according to any one of claims 1 to 3 is provided as the crash box.

  According to this configuration, it is possible to provide a vehicle bumper device including a crash box that can reduce the load amplitude during bellows deformation to absorb impact energy more efficiently and reduce the amount of deformation.

  According to the present invention, it is possible to provide a vehicle impact absorber and a vehicle bumper device that can reduce the load amplitude at the time of bellows deformation, absorb impact energy more efficiently, and reduce the deformation amount.

(First embodiment)
Hereinafter, a first embodiment of the present invention will be described with reference to the drawings.
FIG. 1 is a plan view showing a vehicle bumper device according to this embodiment applied to a front portion of a vehicle such as an automobile. As shown in the figure, on both sides in the vehicle width direction, a pair of side members 11 made of, for example, a metal plate and having a hollow structure with a substantially square cross section and extending in the vehicle front-rear direction are disposed. These side members 11 constitute a part of the body. Note that a substantially rectangular bracket 12 made of, for example, a metal plate is fixed to the front end of each side member 11 by welding in such a manner as to close the opening of the side member 11.

  The vehicle bumper device includes a crash box 13 as a vehicle shock absorber that is made of, for example, an aluminum alloy extruded material and extends in the vehicle front-rear direction and is attached to the front surface of each bracket 12. The pair of crash boxes 13 absorbs impact energy by absorbing, for example, an axial compression load accompanying a vehicle collision by bellows deformation. And each end part of the bumper inn hose 16 extended in the vehicle width direction is attached to the front end of each said crash box 13.

  FIG. 2 is a cross-sectional view (cross-sectional view taken along the line AA in FIG. 1) showing the crash box 13. As shown in the figure, the crash box 13 of the present embodiment includes a rectangular cylindrical main body portion 21 that forms the outer shape, and a pair of inner ribs 22 and 23 that are connected to the main body portion 21 and intersect each other. Prepare. The portion where the ribs 22 and 23 are connected to the main body 21, the portion where the ribs 22 and 23 intersect, and the portion forming the corner of the main body 21 are each formed into a curved shape.

  The crash box 13 includes two first hollow portions C1 and C2 arranged in parallel in one diagonal direction (the direction from the upper left to the lower right in FIG. 2) in the main body portion 21 by both ribs 22 and 23. The two second hollow portions C3 and C4 arranged side by side in a diagonal direction are sectioned and have a constant cross-sectional shape of a substantially square shape. The opening areas of the first and second hollow portions C1 to C4 are set substantially equal to each other.

  In the present embodiment, as shown in a range A1 in FIG. 2, the radius of curvature (Ra1) of the portion where the rib 22 is connected to the main body 21 in the first hollow portions C1 and C2 is the rib radius in the second hollow portions C3 and C4. 22 is set to be larger than the radius of curvature (Ra2) of the portion connected to the main body 21. That is, in the second hollow portions C3 and C4, the rib 22 is connected to the main body portion 21 at a substantially right angle, and the curvature radius (Ra2) of the portion is substantially zero. 2, the radius of curvature (Rb1) of the portion where the rib 23 is connected to the main body 21 in the first hollow portions C1 and C2, and the rib 23 is the main body in the second hollow portions C3 and C4. The radius of curvature (Rb2) of the portion connected to the portion 21 is set larger. That is, in the second hollow portions C3 and C4, the rib 23 is connected to the main body portion 21 at a substantially right angle, and the curvature radius (Rb2) of the portion is substantially zero. In this embodiment, the radius of curvature (Ra1) and the radius of curvature (Rb1) in the first hollow portions C1, C2 are set to be equal to each other, and the radius of curvature (Ra2) and the curvature in the second hollow portions C3, C4 are set. The radii (Rb2) are set to be equal to each other.

  Further, as shown in a range A3 in FIG. 2, the curvature radius (Rc1) of the portion where the ribs 22 and 23 intersect in the first hollow portions C1 and C2 is set as the radius of curvature (Rc1) in the second hollow portions C3 and C4. Is set to be larger than the radius of curvature (Rc2) of the portion where the two intersect. That is, in the second hollow portions C3 and C4, the ribs 22 and 23 intersect at a substantially right angle, and the curvature radius (Rc2) of the portion is substantially zero.

  As described above, the convex deformation of the cross-sectional shape in the respective portions of the first hollow portions C1, C2 is promoted, and the concave deformation of the cross-sectional shape in the respective portions of the relatively adjacent second hollow portions C3, C4 is promoted. .

  Further, as shown in a range A4 in FIG. 2, a radius of curvature (Rd1) is set at a portion that forms a corner of the main body 21 in the first hollow portions C1 and C2. In accordance with this, a radius of curvature (Re) is set outside the corner of the main body 21. And this curvature radius (Rd1) is set larger than the curvature radius (Rd2) of the site | part which makes the corner | angular part of the main-body part 21 in 2nd hollow part C3, C4, as shown to range A5 of FIG. . That is, in the second hollow portions C3 and C4, the portions forming the corners of the main body portion 21 intersect at a substantially right angle, and the curvature radius (Rd2) of the portions is substantially zero. Thereby, the convex deformation of the cross-sectional shape in the said part of 1st hollow part C1, C2 is accelerated | stimulated, and the concave deformation of the cross-sectional shape in the said part of 2nd hollow part C3, C4 is accelerated | stimulated relatively. The outer radius of curvature (Re) is set larger than the inner radius of curvature (Rd1).

  Further, as shown in the range A5 in FIG. 2, the crush box 13 (main body portion 21) has an outward flange facing the portion forming the corner of the main body portion 21 in the second hollow portions C3 and C4. 24 protrudes in parallel with the rib 22. A radius of curvature (Rf) is set at a portion where each flange 24 is connected to the main body 21. Thereby, in the site | part which makes the corner | angular part of the main-body part 21 in 2nd hollow part C3, C4, a concave deformation is accelerated | stimulated relatively by the convex deformation of a cross-sectional shape being inhibited by the flange 24.

  FIG. 3 is an explanatory diagram showing the characteristics of the cross-sectional shape of the crash box 13 in the present embodiment when the bellows is deformed. As shown by the broken line in the figure, at the time of bellows deformation, convex deformation is promoted over the entire cross-sectional shape of both first hollow portions C1, C2 arranged in parallel in one diagonal direction in the above-described manner, and other pairs It is confirmed that the cross-sectional shape (each side) is convexly deformed in a staggered direction by accelerating the concave deformation in the entire cross-sectional shape of both the second hollow portions C3 and C4 arranged side by side in the angular direction. In this case, as shown by the solid line in FIG. 4 for the transition of the load with respect to the deformation amount (stroke), the load amplitude at the time of the bellows deformation can be reduced and the impact energy can be absorbed more efficiently. The amount of deformation is reduced.

As described above in detail, according to the present embodiment, the following effects can be obtained.
(1) In this embodiment, the radii of curvature (Ra1) and (Rb1) of the portions where the ribs 22 and 23 are connected to the main body 21 in the first hollow portions C1 and C2 are 22 and 2 in the second hollow portions C3 and C4. 23 is set to be larger than the curvature radii (Ra2) and (Rb2) of the part connected to the main body part 21, respectively, and the convex deformation of the cross-sectional shape at the part of the first hollow part C1 and C2 is promoted. Thus, the concave deformation of the cross-sectional shape at the corresponding portion of the second hollow portions C3 and C4 adjacent to each other is promoted. Similarly, the curvature radius (Rc1) of the portion where both ribs 22, 23 intersect in the first hollow portions C1, C2 is the curvature radius (Rc2) of the portion where both ribs 22, 23 intersect in the second hollow portions C3, C4. ), The convex deformation of the cross-sectional shape at the corresponding portion of the first hollow portions C1, C2 is promoted, and the concave portion of the cross-sectional shape at the corresponding portion of the second hollow portions C3, C4 that are relatively adjacent to each other is promoted. Deformation is promoted. That is, in this crush box 13, convex deformation is promoted to the entire cross-sectional shape of each first hollow portion C1, C2, and concave deformation is promoted to the entire cross-sectional shape of each second hollow portion C3, C4. The shape is convexly deformed in alternate directions. Therefore, the load amplitude at the time of bellows deformation can be reduced to absorb the impact energy more efficiently, and the amount of deformation can be reduced accordingly. And since the crash box 13 can be shortened in the front-rear direction of the vehicle, the overall size can be further reduced, or the degree of freedom of design can be improved.

  (2) In the present embodiment, the radius of curvature (Re) is set outside the corner of the main body 21 and the radius of curvature (Rd1) of the portion forming the corner of the main body 21 in the first hollow portions C1 and C2. Is set to be larger than the radius of curvature (Rd2) of the portion forming the corner portion of the main body portion 21 in the second hollow portions C3 and C4, so that the convex deformation of the cross-sectional shape in the corresponding portions of the first hollow portions C1 and C2 Is promoted, and the concave deformation of the cross-sectional shape at the portion of the second hollow portions C3 and C4 is relatively promoted. Therefore, the convex deformation of the entire cross-sectional shape of each of the first hollow portions C1 and C2 and the concave deformation of the entire cross-sectional shape of each of the second hollow portions C3 and C4 are further promoted, thereby further reducing the load amplitude at the time of bellows deformation. can do.

  (3) In the present embodiment, in the second hollow portions C3 and C4, the portions that form the corners of the main body portion 21 are relatively concavely deformed by the convex deformation of the cross-sectional shape being inhibited by the outward flange 24. Is promoted. Accordingly, the concave deformation of the entire cross-sectional shape of each of the second hollow portions C3 and C4 is further promoted, so that the load amplitude at the time of bellows deformation can be further reduced.

(Second Embodiment)
Hereinafter, a second embodiment of the present invention will be described with reference to the drawings.
FIG. 5 is a cross-sectional view showing the crash box 30 of the present embodiment. As shown in the figure, the crush box 30 is made of, for example, an extruded material of an aluminum alloy, and has a rectangular cylindrical main body 31 forming an outer shape thereof, and a pair of inner sides connected to the main body 31 and intersecting each other. Ribs 32 and 33 are provided. The crash box 30 includes two first hollow portions C11, C12 and the like arranged in parallel in the diagonal direction (the direction from the upper left to the lower right in FIG. 5) in the main body 31 by the ribs 32, 33. The two second hollow portions C13 and C14 arranged side by side in a diagonal direction are partitioned and have a constant cross-sectional shape of a substantially square shape. The opening areas of the first and second hollow portions C11 to C14 are set substantially equal to each other.

  In the present embodiment, in the first and second hollow portions C11 to C14, the radii of curvature of the portions where the ribs 32 and 33 are connected to the main body portion 31 are set to be equal to each other. Moreover, in the 1st and 2nd hollow parts C11-C14, the curvature radius of the site | part which both ribs 32 and 33 cross | intersect is set mutually equivalent. Further, in the first and second hollow portions C11 to C14, the radii of curvature of the portions forming the corners of the main body 31 are set to be equal to each other.

  Then, as shown in range B of FIG. 5, the crash box 30 (main body portion 31) has an outward flange 34 facing the portion forming the corner of the main body portion 31 in the second hollow portions C <b> 13 and C <b> 14. Projecting in parallel with the rib 32. A radius of curvature (Rg) is set at a portion where each flange 34 is connected to the main body 31. This radius of curvature (Rg) is set to be larger than the radius of curvature of the portion forming the corner of the main body 31 in the second hollow portions C13 and C14. Thereby, in the site | part which makes the corner | angular part of the main-body part 31 in 2nd hollow part C13, C14, a concave deformation is accelerated | stimulated relatively because the flange 34 inhibits the convex deformation of a cross-sectional shape. Therefore, when the bellows of the crash box 30 is deformed, the convex deformation is promoted in the entire cross-sectional shape of the first hollow portions C11 and C12 arranged in one diagonal direction starting from this, and the crush box 30 is arranged in the other diagonal direction. The concave deformation is promoted in the entire cross-sectional shape of both the second hollow portions C13 and C14 provided, so that the cross-sectional shape (each side) is likely to be convexly deformed in alternate directions. In this case, the load amplitude when the bellows is deformed is the same as in the first embodiment.

As described above in detail, according to the present embodiment, the following effects can be obtained.
(1) In the present embodiment, in the second hollow portions C13 and C14, the portions forming the corners of the main body portion 31 are relatively concavely deformed by the convex flange shape being inhibited by the outward flange 34. Is promoted. Therefore, when the bellows of the crash box 30 is deformed, the convex deformation is promoted in the entire cross-sectional shape of the first hollow portions C11 and C12 arranged in one diagonal direction starting from this, and the crush box 30 is arranged in the other diagonal direction. The concave deformation is promoted in the entire cross-sectional shape of both the second hollow portions C13 and C14 provided, so that the cross-sectional shape (each side) is likely to be convexly deformed in alternate directions. In this case, the load amplitude at the time of bellows deformation can be reduced to absorb the impact energy more efficiently, and the amount of deformation can be reduced accordingly. And since the crash box 30 can be shortened in the front-rear direction of the vehicle, the overall size can be further reduced, or the degree of freedom of design can be improved.

In addition, you may change the said embodiment as follows.
In the first embodiment, the curvature radius (Rc1) may be equal to the curvature radius (Ra1). Similarly, the curvature radius (Rc2) may be equal to the curvature radius (Ra2).

In the first embodiment, the curvature radius (Rd2) may be equal to the curvature radius (Ra2).
In the first embodiment, the curvature radius (Re) may be equal to the curvature radius (Ra1). That is, the curvature radius (Rd1) may be smaller than the curvature radius (Ra1).

In the first embodiment, the flange 24 may be omitted.
In the first embodiment, the curvature radius (Re) outside the corner of the main body 21 may be omitted, and the curvature radius (Rd1) may be set equal to the curvature radius (Rd2).

In the second embodiment, the same radius of curvature (Re) as that of the first embodiment may be set outside the corner of the main body 21 in accordance with the first hollow portions C11 and C12.
-You may apply the shock absorber for vehicles which concerns on this invention to the flame | frame for other shock absorptions, such as the side member 11, for example. In this case, the crash box 13 may be omitted, and the bumper inhose 16 may be directly connected to the side member 11.

The present invention may be applied to the rear portion of the vehicle.
Next, the technical idea that can be grasped from the above embodiment and other examples will be described below.
-In a vehicle shock absorber made of an extruded material that absorbs impact energy by absorbing axial compression load by bellows deformation,
Two first hollow portions provided with a rectangular tube-shaped main body portion and a pair of inner ribs connected to the main body portion and intersecting each other, and arranged in a diagonal direction in the main body portion by the two ribs And two second hollow portions arranged side by side in a diagonal direction are sectioned and have a constant cross-sectional shape of a substantially square shape,
An impact absorber for a vehicle, wherein an outward flange projects from a portion forming a corner of the main body in the second hollow portion. According to the configuration, in the portion forming the corner portion of the main body portion in the second hollow portion, the concave deformation is relatively promoted by inhibiting the convex deformation of the cross-sectional shape by the outward flange. . Therefore, in this vehicle impact absorber, the concave deformation of the cross-sectional shape of each of the second hollow portions is promoted, and the convex deformation of the cross-sectional shape of each of the first hollow portions is relatively promoted, so that the cross-sectional shape However, it tends to be convexly deformed in alternate directions. Thereby, the load amplitude at the time of bellows deformation can be reduced and the impact energy can be absorbed more efficiently, and the amount of deformation can be reduced accordingly.

The top view which shows the 1st Embodiment of this invention. Sectional drawing which shows the same embodiment. Explanatory drawing which shows the characteristic of the cross-sectional shape at the time of a bellows deformation | transformation of the embodiment. The graph which shows the relationship between the deformation of the same embodiment, and a load. Sectional drawing which shows the 2nd Embodiment of this invention. Explanatory drawing which shows the characteristic of the cross-sectional shape at the time of a bellows deformation | transformation of a prior art form.

Explanation of symbols

  C1, C2, C11, C12 ... 1st hollow part, C3, C4, C13, C14 ... 2nd hollow part, 11 ... Side member, 13, 30 ... Crash box (vehicle shock absorber), 16 ... Bumper in Hose, 21, 31 ... main body, 22, 23, 32, 33 ... rib, 24, 34 ... flange.

Claims (4)

In a vehicle shock absorber made of an extruded material that absorbs impact energy by absorbing axial compression load by bellows deformation,
Two first hollow portions provided with a rectangular tube-shaped main body portion and a pair of inner ribs connected to the main body portion and intersecting each other, and arranged in a diagonal direction in the main body portion by the two ribs And having a constant cross-sectional shape in which two second hollow portions arranged in parallel in the other diagonal direction are partitioned,
The portion where the rib connects to the main body is formed in a curved shape, and the radius of curvature and the thickness of the portion where the rib connects to the main body in the first hollow portion are set in the second hollow portion. The rib is set to be larger than the radius of curvature and thickness of the portion connected to the main body, and
The part where the two ribs intersect is formed in a curved shape, and the radius of curvature and the thickness of the part where the two ribs intersect in the first hollow part, the part where the two ribs intersect in the second hollow part Greater than the radius of curvature and wall thickness of
The portion that forms the corner of the main body is formed in a curved shape, and the radius of curvature of the portion that forms the corner of the main body in the first hollow portion is the corner of the main body in the second hollow portion. And set larger than the radius of curvature of the part forming
A vehicle shock absorber characterized in that an outwardly facing flange projects in parallel with one of the ribs so as to face a portion forming a corner of the main body in the second hollow portion. . The vehicle impact absorber according to claim 1,
The radius of curvature and the thickness of the portion of the second hollow portion connected to the main body portion of the flange are set to be larger than the radius of curvature and the thickness of the portion of the second hollow portion forming the corner portion of the main body portion. A vehicle shock absorber. The vehicle impact absorber according to claim 1 or 2,
When the bellows is deformed, the entire cross-sectional shape of the first hollow portions arranged in one diagonal direction in the main body portion is convexly deformed, and the second hollow portions arranged in parallel in the other diagonal direction are deformed. A shock absorber for a vehicle, wherein the entire cross-sectional shape is deformed concavely . Bumper device for vehicle comprising a pair of crash boxes respectively interposed between the bumper inhose and a pair of side members extending in the front-rear direction of the vehicle at both ends of the bumper inhose extending in the width direction of the vehicle In
A vehicular bumper device comprising the vehicular shock absorber according to any one of claims 1 to 3 as the crash box.

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