JP5724769B2 - Pedestrian protection core - Google Patents

Description

  The present invention relates to a pedestrian protection core that is provided in a bumper and protects a pedestrian by deformation at the time of collision.

  As one of the indexes representing the performance of the pedestrian protection core, there is a deformation proof indicating the magnitude of energy that can be absorbed in the event of a collision. The deformation strength is schematically represented by an integral of a deformation load that deforms the pedestrian protection core and a deformation stroke that is a deformation amount of the pedestrian protection core.

The deformation load depends on factors such as the material and thickness of the pedestrian protection core.
The deformation stroke is restricted by the design of the vehicle such as a bumper.
The deformation strength needs to be set so that the pedestrian is protected. Therefore, if this constraint is emphasized, it is necessary to adjust the deformation load in order to adjust the deformation resistance. As a technique capable of adjusting the deformation load, a technique for selecting the material of the pedestrian protection core is known (for example, see [Patent Document 1]).

JP 2008-44507 A

  However, when selecting the material, it is assumed that it is difficult to adjust the deformation load to a desired value. The same applies to the adjustment of the deformation load by adjusting the thickness.

In view of pedestrian protection, it is desirable that the deformation load is small. In this respect, the deformation stroke is usually larger in the vehicle width direction central portion than in the end portion. Therefore, even in the vehicle width direction central portion, even if the deformation load is smaller than the end portion, deformation resistance is ensured. That is, it is preferable to secure deformation resistance by reducing the deformation load and using up the deformation stroke in a portion where the deformation stroke is large.
As a measure to achieve this, for example, the material and thickness of the pedestrian protection core can be changed in the vehicle width direction. However, as already mentioned, there is a limit to the adjustment of deformation load by adjusting the material and thickness. It is thought that there is.

  In addition, from the viewpoint of disclosure of information on vehicle safety, it is desirable to adjust the deformation load at a predetermined position in the vehicle width direction to a desired value. It is expected to be difficult to adjust.

  As described above, there is a need for a technique that can adjust the deformation load according to the position in the vehicle width direction without requiring adjustment of the material and thickness.

  An object of this invention is to provide the core for a pedestrian protection which can adjust a deformation load according to the position in a vehicle width direction, without adjusting a material and thickness.

In order to achieve the above-mentioned object, the invention according to claim 1 is provided in the vehicle width direction in order to adjust the bending strength provided along the vehicle width direction and bent at the time of collision and the deformation resistance of the pedestrian protection core. provided in a part of the slow衝用hole that reduces the deformation load at the time of collision in the installation position in the vehicle width direction, a base which is fixed to the vehicle body side, at the time of collision shock impact receiving A connecting portion that connects the base portion and the receiving portion, and the bent portion includes a midway portion of the connecting portion in the vehicle front-rear direction, and a boundary portion between the base portion and the connecting portion. The plurality of holes are provided along the vehicle width direction, and a part of the plurality of holes is arranged such that one end thereof is positioned at the boundary portion in the vehicle front-rear direction. The other part of the plurality of holes is provided in front of the vehicle. In the direction, in the pedestrian protection core, characterized in that both ends are provided so as not located in the boundary portion.

  A second aspect of the present invention is the pedestrian protection core according to the first aspect, wherein the hole is disposed so as to make the deformation resistance uniform in the vehicle width direction.

  According to a third aspect of the present invention, the deformation stroke at the time of a collision is different in the vehicle width direction, and the hole is arranged so that the deformation resistance is uniform in the vehicle width direction regardless of the deformation stroke. The pedestrian protection core according to claim 2.

According to a fourth aspect of the present invention, the base portion is provided in a pair of upper and lower sides, and the connecting portion is provided in a pair of upper and lower portions by connecting the base portion and the receiving portion. It is in the core for pedestrian protection as described in.

  According to a fifth aspect of the present invention, when the bent portion is provided in each of the pair of upper and lower connecting portions, the hole is provided in at least one of the bent portions. However, when it is provided in one of the pair of upper and lower connecting portions, the pedestrian protection core according to claim 4 is provided in the bent portion.

According to a sixth aspect of the present invention, the plurality of holes have two types of holes having different lengths in the vehicle front-rear direction, and some of the holes are long in the vehicle front-rear direction. a long length hole of is, the other part of the holes of the plurality of holes, any one of claims 1 to 5, characterized in that said a short short hole lengths in the longitudinal direction of the vehicle 1 in the pedestrian protection core as claimed in One.

  A seventh aspect of the present invention is the pedestrian protection core according to any one of the first to sixth aspects, wherein the core is integrally formed by bending a plate having a constant thickness.

  The present invention is provided in a part of the vehicle width direction in order to adjust the bending strength provided along the vehicle width direction and bent at the time of collision, and the deformation resistance of the pedestrian protection core. In the pedestrian protection core having a buffering hole disposed in the bent portion, which reduces the deformation load at the time of collision at the disposed position in Even without adjusting the thickness, the deformation load can be adjusted according to the position in the vehicle width direction, the deformation resistance can be adjusted appropriately, and a pedestrian protection core with sufficient consideration for safety is provided with a simple configuration can do.

  If the holes are arranged so that the deformation resistance is uniform in the vehicle width direction, the deformation load can be applied to the vehicle width by adjusting the material and thickness by providing a buffering hole. To provide a pedestrian protection core that can be adjusted according to the position in the vehicle width direction so as to be uniform in the direction, the deformation resistance can be adjusted appropriately, and has a simple structure and sufficiently considers safety. it can.

  If the holes are arranged so that the deformation resistance is made uniform in the vehicle width direction regardless of the deformation stroke, the material and thickness are not adjusted by providing a buffering hole. Both can be adjusted according to the position in the vehicle width direction so that the deformation load is made uniform in the vehicle width direction regardless of the deformation stroke, the deformation resistance can be adjusted appropriately, and a simple configuration is sufficient for safety Considerable pedestrian protection cores can be provided.

  A pair of upper and lower bases fixed to the vehicle body side, an impact receiving part that receives an impact at the time of a collision, and a pair of upper and lower connection parts that connect the base and the impact receiving part, Assuming that at least one of the pair of upper and lower connecting parts is provided in the middle part in the vehicle front-rear direction, by providing a buffering hole in the bent part provided in the connecting part, the material and thickness can be reduced. To provide a pedestrian protection core that can adjust the deformation load according to the position in the vehicle width direction without any adjustment, can adjust the deformation resistance appropriately, and has a simple structure with sufficient consideration for safety. Can do.

  When the bent portion is provided in each of the pair of upper and lower connecting portions, the hole is provided in at least one of the bent portions, and the bent portion is the pair of upper and lower connecting portions. If it is provided in the bent portion, the material and thickness can be reduced by providing a buffering hole in the bent portion provided in the connecting portion as necessary. To provide a pedestrian protection core that can adjust the deformation load according to the position in the vehicle width direction without any adjustment, can adjust the deformation resistance appropriately, and has a simple structure with sufficient consideration for safety. Can do.

  The bent portion is also formed by a boundary portion between the base portion and the connecting portion, and a plurality of the holes provided in the bent portion provided in the midway portion are provided along the vehicle width direction. In addition, if some of the plurality of holes are provided so that one end thereof is located at the boundary portion in the vehicle front-rear direction, the buffer holes are connected. By providing one end of the bent portion at the boundary and positioning it at the boundary, the deformation load can be adjusted according to the position in the vehicle width direction without adjusting the material and thickness, and the deformation strength Can be adjusted appropriately, and can be stably bent at such a boundary portion, so that a pedestrian protection core can be provided that has a simple configuration and sufficiently considers safety.

  If it is formed integrally by bending a plate with a certain thickness, the deformation load can be adjusted according to the position in the vehicle width direction without adjusting the material and thickness by providing a buffer hole. Thus, it is possible to provide a pedestrian protection core that is capable of appropriately adjusting the deformation resistance and sufficiently considering safety with a simple configuration in which a plate having a certain thickness is bent.

It is the perspective view which looked at an example of the core for pedestrian protection to which the present invention is applied from the upper left front of the vehicle. It is the disassembled perspective view which looked at an example of the structure of the front part of the vehicle provided with the core for pedestrian protection shown in FIG. 1 from the upper left front. FIG. 3 is a front view of the configuration shown in FIG. 2. It is a state transition diagram when an impact is added to the core for pedestrian protection shown in FIG. In the pedestrian protection core shown in FIG. 1, it is a schematic conceptual diagram for explaining that the deformation resistance is adjusted by forming a hole.

FIG. 1 shows a pedestrian protection core to which the present invention is applied.
FIG. 1 is a perspective view of the pedestrian protection core 100 as viewed from the upper left front of a vehicle (not shown).
FIG. 2 is an exploded perspective view of the front portion of the vehicle including the pedestrian protection core 100 as viewed from the upper left front.
FIG. 3 is a front view of the front portion of the vehicle including the pedestrian protection core 100.
FIG. 4 is a state transition diagram when an impact is applied to the pedestrian protection core 100.

  In these drawings, the illustration of the bumper facial covering the pedestrian protection core 100 from the front is omitted. In these drawings, the arrow X indicates the left-right direction of the vehicle body, that is, the vehicle width direction, the arrow Y indicates the front-rear direction of the vehicle body, and the arrow Z indicates the vertical direction of the vehicle body.

  As shown in FIG. 1, the pedestrian protection core 100 is disposed so as to extend in the X direction. The pedestrian protection core 100 is disposed in a bumper facial of a front bumper (not shown) arranged to extend in the X direction in front of the vehicle in the Y direction.

  The pedestrian protection core 100 is supported by the front portion of this configuration by the configuration provided in the front portion of the vehicle shown in FIGS.

  Specifically, the vehicle has a pair of left and right side members 11 extending in the Y direction, a U-shaped front end cross member 12 in which front ends of the side members 11 are integrated, A pair of left and right crash boxes 13 integrated with the front end portions of the side members 11 and the front end cross member 12, and a front side of the crash box 13 extending in the X direction and fixed over the front end portions of the crash boxes 13 A bumper beam 14 as a front bumper reinforcement having a pedestrian protection core 100 fixed thereto, and an auxiliary member 15 that is a pair of left and right pedestrian protection auxiliary members positioned on both ends of the pedestrian protection core 100 in the X direction; have.

  In FIG. 2, each crash box 13 and the bumper beam 14 are shown in an exploded manner. The parts constituting each crash box 13 and bumper beam 14 are integrated by welding to form each crash box 13 and bumper beam 14.

Each side member 11 and front end cross member 12 are integrated by welding, and each crash box 13 and bumper beam 14 are integrated by welding, and these are further integrated by bolting. ing.
The bumper beam 14, each auxiliary member 15, and the pedestrian protection core 100 are integrated by welding.

  Each side member 11, front end cross member 12, each crash box 13, bumper beam 14, each auxiliary member 15, and pedestrian protection core 100 are substantially symmetrical with respect to the YZ plane passing through the center in the X direction. The shape is symmetrical.

  A radiator (not shown) is accommodated in a space formed by the side members 11, the front end cross members 12, the crash boxes 13, and the bumper beams 14.

  Therefore, the radiator is covered and protected from the side by each side member 11 and each crash box 13, and is covered and protected from below by the front end cross member 12, and is covered from the front by the bumper beam 14. Protected.

  Each side member 11, each crash box 13, etc. is deformed at the time of a collision with another vehicle or the like, thereby absorbing the energy at the time of the collision and securing a space in the vehicle etc. to protect the passengers of the vehicle, etc. It is supposed to be. However, each side member 11, front end cross member 12, each crash box 13, and bumper beam 14 are higher in rigidity than the pedestrian protection core 100, and are about the time of a pedestrian collision as described later. In the collision, only the pedestrian protection core 100 is deformed, and these keep the shape.

  As shown in FIG. 1 or FIG. 4, the pedestrian protection core 100 is welded and fixed to the bumper beam 14 to be fixed to the vehicle main body side, and a pair of upper and lower base portions 21 and the foremost position of the vehicle. An impact receiving portion 22 that receives an impact at the time of a collision from the front, a pair of upper and lower connecting portions 23 that connect each base portion 21 and the impact receiving portion 22, a weight reduction hole 24 formed in the impact receiving portion 22, It has a buffer hole 25 formed in each connecting portion 23. In FIG. 4, the illustrations of the reference numerals are omitted as appropriate for FIGS.

The pedestrian protection core 100 is integrally formed by bending a sheet metal plate having a certain thickness.
Each base part 21, the receiving part 22, and each connection part 23 are extended in the X direction.

The impact receiving portion 22 is rounded so that the central portion in the X direction is convex toward the front of the vehicle, as required by the design of the vehicle. Therefore, the distance from the impact receiving portion 22 to each base portion 21 in the Y direction, that is, the length of each connecting portion 23 is longer at the center portion in the X direction than at the end portion.
A plurality of holes 24 and 25 are formed by drilling along the X direction.

  As already described, the pedestrian protection core 100 has a symmetrical shape that is substantially symmetric with respect to the YZ plane passing through the center in the X direction. Moreover, the pedestrian protection core 100 has a vertically symmetrical shape that is substantially symmetric with respect to the XY plane passing through the center in the Z direction, except for the points described below.

  The pedestrian protection core 100 includes a first bent portion 31 formed by a boundary portion between the impact receiving portion 22 and each connecting portion 23, each connecting portion 23, and each base portion 21 as a bent portion that is bent at the time of collision. The second bent portion 32 formed by the boundary portion and the third bent portion 33 formed in the middle portion of each connecting portion 23 in the Y direction are provided along the X direction.

  Each bent portion 31 and each bent portion 33 are convex toward the outside of the pedestrian protection core 100, in other words, have a mountain fold shape that becomes a ridgeline, and each bent portion 32 is a pedestrian protection core 100. It has a concave shape toward the outside, in other words, a valley fold shape that becomes a valley. The ridge line portion and the valley portion serve as a base point for the bending described below.

  Each bent portion 31 is deformed in such a manner that the bent portion 31 is bent so as to be obtuse by collision, in other words, to be folded and spread. Each of the bent portions 32 and each of the bent portions 33 are deformed in such a manner that the bent portions 32 and the bent portions 33 are bent so as to have an acute angle upon collision, in other words, to be folded.

  Therefore, as shown in FIG. 4, the pedestrian protection core 100 is bent into a pantograph shape by a collision from the front. And by this bending, if it is about the energy of a pedestrian's collision, it will absorb and protect a pedestrian. In addition, a leg part is assumed as a site | part of a pedestrian collision.

  This figure is described as follows. In FIGS. 4A to 4D, reference numeral 40 denotes an impactor that is a colliding object that collides with the pedestrian protection core 100 from the left in front of the vehicle, assuming a pedestrian leg. . After the time has elapsed in the order of (a) to (d) in the figure, after the impactor 40 collides with the pedestrian protection core 100, the bent portions 31, 32, 33 are gradually folded in the above-described manner. It is shown that the amount of deformation is increased by bending, and the pedestrian protection core 100 is deformed into a pantograph and is crushed. By being crushed into a pantograph shape, the pedestrian protection core 100 is stably deformed to stably absorb the pedestrian's collision energy.

  Of each bent portion 31, both end portions of the bent portion 31 below the XY plane described above have a C-plane cut shape according to the requirements of the vehicle design. In this respect, the shape of the pedestrian protection core 100 is asymmetric with respect to the XY plane.

  The holes 24 are formed at substantially equal intervals along substantially the entire width of the impact receiving portion 22 along the X direction.

  The holes 25 are disposed in the central portion in the X direction of the bent portion 33 at substantially equal intervals along the X direction. There are two types of lengths of the holes 25 in the Y direction, and the holes 25 having the respective lengths are alternately arranged in the X direction. The front end of the hole 25 occupies almost the same position in the Y direction regardless of the type, but the rear end of the hole 25 is located in the bent portion 32 only for the long hole 25.

  Thus, since one end of a part of the holes 25 of the holes 25 is located at the boundary portion between each connecting portion 23 and each base portion 22, each connecting portion 23 is halfway in the Y direction at the time of a collision. It bends in each bending part 33, without bending at a part. The reason why the length of some of the holes 25 in the Y direction is shortened is to secure the deformation resistance described below.

  The hole 25 is provided in a part of the X direction in order to adjust the deformation resistance of the pedestrian protection core 100, that is, the magnitude of energy that can be absorbed in the event of a collision. When the hole 25 is formed, the strength of the pedestrian protection core 100 is reduced at the position where the hole 25 is disposed in the X direction, and the deformation load at the time of collision is reduced.

With reference to FIG. 5, it will be described that the deformation resistance is adjusted by reducing the deformation load.
In the figure, the area E of the hatched portion indicated by reference numerals E1, E2, and E3 corresponds to the deformation resistance. In addition, conditions, such as a material of a pedestrian protection core, thickness, and a shape, shall be constant.

  As shown in the figure, the deformation resistance E is roughly represented by the integral of the deformation load G and the deformation stroke L. In the pedestrian protection core 100, the deformation stroke L corresponds to the distance from the receiving portion 22 to each base portion 21 in the Y direction, that is, the length of each connecting portion 23.

  If the deformation load G is the same in the case where the deformation stroke is L1 and in the case of L2 (<L1), the deformation load resistance in the case where the deformation stroke is L1 is larger. The smaller G is better.

  Here, if the deformation resistance E is sufficient when E2 = G1 × L2, the deformation resistance E3 at the deformation load G1 in the deformation stroke L1 is excessive. Therefore, it is preferable that the deformation load is reduced from G1 to G2 as indicated by the arrow in the figure, and the deformation resistance is changed from E3 to E1 (= E2).

  When this is applied to the pedestrian protection core 100, the bent portion 33 is easily bent at the position where the hole 25 is provided in the X direction, and the deformation resistance is reduced. Further, the deformation stroke in the pedestrian protection core 100 corresponds to the distance from the receiving portion 22 to each base portion 21 in the Y direction, that is, the length of each connecting portion 23, and the central portion in the X direction is the end. It is longer than the part. In addition, the pedestrian protection core 100 is integrally formed by bending a sheet metal plate having a certain thickness.

  Based on these conditions, the pedestrian protection core 100 has a material and plate thickness that can provide sufficient deformation resistance at both ends in the X direction according to the required design, and a central portion in the X direction. In FIG. 2, the deformation load is reduced by forming the holes 25 within a range in which such deformation strength can be obtained.

  Thus, while ensuring the required deformation resistance, the deformation load in the X direction center part with a large deformation stroke is reduced by the hole 25, and the pedestrian's protection is improved by using up the deformation stroke. In order to adjust the deformation strength, the hole 25 may be formed, and adjustment of the material, thickness, and shape is not essential, so that the deformation strength can be easily adjusted. Since the position, size, shape, distribution, density, and the like of the holes 25 that are formed in the adjustment of the deformation strength can be easily changed, such adjustment can be performed with high accuracy so that the deformation load and the deformation strength become desired values. It is possible to do.

  In particular, the shape of the pedestrian protection core 100 is subject to design restrictions, and the deformation stroke is also subject to this restriction, but by adjusting the position of the hole 25 and the like even after the deformation stroke is determined, Necessary and sufficient deformation load and deformation strength can be obtained regardless of the deformation stroke. In addition, the high degree of freedom in adjusting the deformation load and the deformation strength by the holes 25 is advantageous in disclosing information on vehicle safety.

  The preferred embodiments of the present invention have been described above. However, the present invention is not limited to the specific embodiments, and the present invention described in the claims is not specifically limited by the above description. Various modifications and changes are possible within the scope of the above.

  For example, the position, size, shape, distribution, density, and the like of the buffer holes are not limited to those shown in this embodiment. That is, for example, this hole may be provided in the entire vehicle width direction of the pedestrian protection core.

  As long as the hole is a bent portion, the hole may be disposed not in the third bent portion but in any other bent portion, or in an appropriate combination with a plurality of bent portions such as the third bent portion. Therefore, it may be arranged.

  In the above example, a hole is provided in a portion where the deformation stroke is large. However, such a hole may be provided in a part in the vehicle width direction in order to adjust the deformation resistance of the pedestrian protection core. The installation position is not limited to a portion with a large deformation stroke. In other words, such a hole may be formed for a purpose different from equalizing the deformation resistance in the vehicle width direction as long as it is provided for adjusting the deformation resistance.

  In the above-described example, the third bent portion provided with such a hole is formed so as to form a ridge line, but may form a valley. However, when the third bent portion forms a valley, the tip of the third bent portion may come into contact with another part inside the pedestrian protection core, and the deformation of the pedestrian protection core may be distorted. The bent portion 3 is preferably formed to form a ridgeline.

  In the above example, there are two types of holes, long and short, and one end of the longer hole is arranged to reach the second bent portion. You may arrange | position so that the end of a hole may reach a 2nd bending part by staggering by making it differ alternately.

  In the above example, since the shape of the pedestrian protection core is vertically symmetrical, the holes are also provided vertically symmetrical. However, when the shape of the pedestrian protection core is vertically asymmetric, for example, in the above example When the vertical asymmetry due to the C-plane cut shape or the like gives a difference in the vertical deformation load and deformation strength, the hole may be provided in the vertical asymmetry or in only one of the upper and lower sides.

  For the same reason, the third bent portion may be provided vertically symmetrically as in the above-described example, but may be provided on either one of the upper and lower sides. Not only the third bent portion, but if the bent portion is provided on either the upper or lower side, such a hole will be provided in this bent portion, but if the bent portion is provided vertically, These holes may be provided in either or both of them as necessary.

  The formation of such holes is suitable for the case where the pedestrian protection core is integrally formed with a fixed thickness plate. However, the pedestrian protection core has different plate thicknesses and materials, for example, in the vehicle width direction. It may be formed by a plurality of members in the vehicle width direction.

  The pedestrian protection core is not limited to the front bumper but may be used for the rear bumper. When the pedestrian protection core is used for the rear bumper and one end of the hole is formed so as to reach the second bent portion, the one end is an end on the vehicle front side.

  The effects described in the embodiments of the present invention are only the most preferable effects resulting from the present invention, and the effects of the present invention are limited to those described in the embodiments of the present invention. is not.

DESCRIPTION OF SYMBOLS 21 Base 22 Receiving part 23 Connection part 25 Buffering hole 31, 32, 33 Bending part 32 Bending part formed by boundary part of base part and connecting part 33 Bending part provided with buffering hole, vehicle Bending part provided in the middle part of the connecting part in the front-rear direction 100 Pedestrian protection core E, E1, E2, E3 Deformation strength G, G1, G2 Deformation load L, L1, L2 Deformation stroke X Vehicle width direction Y Vehicle front-rear direction

Claims (7)

A bent portion provided along the vehicle width direction and bent at the time of a collision;
In order to adjust the deformation resistance of the pedestrian protection core, provided in a part of the vehicle width direction,
And slow衝用hole that reduces the deformation load at the time of collision in the installation position in the vehicle width direction,
A base fixed to the vehicle body side;
An impact receiving part that receives impact during a collision,
A connecting portion connecting the base and the receiving portion;
The bent portion is provided at a midway portion of the connecting portion in the vehicle front-rear direction and a boundary portion between the base portion and the connecting portion,
A plurality of the holes are provided along the vehicle width direction, and some of the plurality of holes are provided such that one end thereof is located at the boundary portion in the vehicle front-rear direction,
The other part of the plurality of holes is provided so that both ends thereof are not positioned at the boundary portion in the vehicle front-rear direction . The pedestrian protection core according to claim 1, wherein the hole is disposed so as to make the deformation resistance uniform in a vehicle width direction. The deformation stroke at the time of collision is different in the vehicle width direction,
The pedestrian protection core according to claim 2, wherein the holes are arranged so that the deformation resistance is uniform in the vehicle width direction regardless of the deformation stroke. The base is provided in a pair of upper and lower sides,
4. The pedestrian protection core according to claim 1 , wherein the connecting portion is provided in a pair of upper and lower portions by connecting the base portion and the receiving portion . 5. When the bent portion is provided in each of the pair of upper and lower connecting portions,
It is provided in at least one of the bent portions, and when the bent portion is provided in one of the pair of upper and lower connecting portions, the bent portion is provided in the bent portion. 4. A core for protecting pedestrians according to 4. The plurality of holes have two types of holes having different lengths in the vehicle longitudinal direction,
A part of the plurality of holes is a long hole having a long length in the vehicle front-rear direction,
The other part of the plurality of holes is a short hole having a short length in the vehicle front-rear direction, and is for protecting pedestrians according to any one of claims 1 to 5 . core. The core for pedestrian protection according to any one of claims 1 to 6, wherein the core is integrally formed by bending a plate having a constant thickness.

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