JP6089993B2 - Shock absorbing member - Google Patents
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- JP6089993B2 JP6089993B2 JP2013126777A JP2013126777A JP6089993B2 JP 6089993 B2 JP6089993 B2 JP 6089993B2 JP 2013126777 A JP2013126777 A JP 2013126777A JP 2013126777 A JP2013126777 A JP 2013126777A JP 6089993 B2 JP6089993 B2 JP 6089993B2
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Description
本発明は、自動車の衝突時の衝突エネルギーを吸収する自動車の車体用の衝撃吸収部材に関する。 The present invention relates to an impact absorbing member for an automobile body that absorbs collision energy at the time of automobile collision.
自動車の衝突事故に際して客室の生存空間を確保するため、自動車の車体には、軸方向に圧壊しながら衝突時の衝突エネルギーを吸収する衝撃吸収部材が取り付けられている。 In order to secure a living space in the passenger compartment in the event of a car crash, an impact absorbing member that absorbs the collision energy at the time of collision is attached to the body of the car while collapsing in the axial direction.
例えば特許文献1には、安定した状態で座屈変形して衝突の際のエネルギー吸収量を高めた衝撃吸収部材が開示されている。この衝撃吸収部材は、内径が略一定に形成されたストレート筒部と、テーパ状に形成されたテーパ状筒部と、ストレート筒部とテーパ状筒部の他端部との間に介在されて両者が同軸上に連結された中間筒部とを有している。 For example, Patent Document 1 discloses an impact absorbing member that is buckled and deformed in a stable state to increase the amount of energy absorbed during a collision. The shock absorbing member is interposed between a straight tube portion having a substantially constant inner diameter, a tapered tube portion formed in a tapered shape, and the other end portion of the straight tube portion and the tapered tube portion. Both have the intermediate cylinder part connected on the same axis.
特許文献1に記載の衝撃吸収部材は、然しながら、複数の部材を溶接して製造しなければならず、そのため、構造が複雑で製造コストが増加する問題がある。また、特許文献1に記載の衝撃吸収部材は、中間筒部から圧壊し始めるため、中間筒部よりも先端側に取り付けられているテーパー状筒部の圧壊の開始が、衝撃吸収部材の圧壊プロセスの最終段階まで遅れてしまい、その分吸収される衝撃エネルギーが低下する。 However, the impact absorbing member described in Patent Document 1 must be manufactured by welding a plurality of members. Therefore, there is a problem that the structure is complicated and the manufacturing cost increases. In addition, since the shock absorbing member described in Patent Document 1 starts to be crushed from the intermediate tube portion, the start of the crushing of the tapered tube portion attached to the tip side of the intermediate tube portion is the crushing process of the shock absorbing member. The impact energy absorbed is reduced accordingly.
本発明は、こうした従来技術の問題を解決することを目的としており、衝撃吸収部材の全体に亘って軸方向に安定して圧壊させることによって、吸収される衝撃エネルギー量を高めた衝撃吸収部材を提供することを目的としている。 An object of the present invention is to solve such a problem of the prior art, and an impact absorbing member having an increased amount of impact energy absorbed by stably collapsing in the axial direction over the entire impact absorbing member. It is intended to provide.
上述の目的を達成するために、本発明によれば、先端から衝撃エネルギーを受けて軸方向に圧壊する自動車の衝撃吸収部材において、前記衝撃吸収部材は、自動車の客室を形成する車体部分に結合される基端部から長さ方向で全長の47〜50%までは、任意の垂直断面で同一断面2次モーメント及び同一最大座屈耐力を有する第1部材と、該第1部材と連続的に接続する、前記基端部とは反対側の衝撃荷重を受ける先端部を有した第2部材からなる中空の柱状部材であって、該第2部材の先端部における垂直方向の断面a、該第1部材の基端部での垂直方向の断面b、前記先端部と、第1部材と第2部材が接続する部位までの間の第2部材の任意の垂直断面を断面ciとしたとき、断面2次モーメントMが、Ma<Mci、かつ、Ma<0.80Mbの関係を有し、更に、最大座屈耐力FがFa<Fci、かつ、Fa<0.85Fbの関係を有していることを特徴とした衝撃吸収部材が提供される。 In order to achieve the above-mentioned object, according to the present invention, in an automobile impact absorbing member that receives impact energy from a tip and is crushed in the axial direction, the impact absorbing member is coupled to a vehicle body portion that forms an automobile cabin. The first member having the same moment of inertia and the same maximum buckling strength in an arbitrary vertical cross section from 47 to 50% of the total length in the length direction from the base end portion to be continuously formed with the first member connecting, and said proximal portion a hollow columnar member made of a second member having a distal portion for receiving the impact load on the opposite side, cross a vertical direction in the front end portion of the second member, said A cross section when a vertical cross section b at the base end portion of one member and an arbitrary vertical cross section of the second member between the distal end portion and a portion where the first member and the second member are connected are defined as a cross section ci. The second moment M is Ma <Mci and Ma <0. Has a relationship of 80 Mb, further, the maximum buckling force F Fa <Fci, and the shock absorbing member characterized by having a relationship of Fa <0.85Fb is provided.
本発明によれば、先端部から安定して座屈しながら、衝撃吸収部材の全体に亘って圧壊できる衝撃吸収部材が提供される。 ADVANTAGE OF THE INVENTION According to this invention, the impact-absorbing member which can be crushed over the whole impact-absorbing member while buckling stably from a front-end | tip part is provided.
以下、図1、2を参照して、本発明の好ましい実施の形態を説明する。
図1に示す第1の実施形態による衝撃吸収部材10は、四角柱状の部材であり、自動車の客室を形成する車体100に溶接される基端部10bを有する第1部材と、基端部10bの反対側の先端部10aを有する第2部材とを有している。特に、図1において、衝撃吸収部材10は、その基端部10bにおいて、自動車の客室を形成する車体100の前縁部に直接結合されている。自動車の正面衝突に際しては、衝撃吸収部材10は、先端部10aから圧壊が開始して、軸方向に安定的に圧壊プロセスが進行するようになっている。衝撃吸収部材10は車体100の後縁部に結合してもよい。
A preferred embodiment of the present invention will be described below with reference to FIGS.
A shock absorbing member 10 according to the first embodiment shown in FIG. 1 is a quadrangular prism-shaped member, and includes a first member having a base end portion 10b welded to a vehicle body 100 forming a passenger compartment of an automobile, and a base end portion 10b. And a second member having a tip portion 10a on the opposite side. In particular, in FIG. 1, the shock absorbing member 10 is directly coupled to the front edge portion of the vehicle body 100 forming the passenger compartment of the automobile at the base end portion 10b. In the frontal collision of the automobile, the impact absorbing member 10 starts to be crushed from the tip portion 10a, and the crushing process proceeds stably in the axial direction. The shock absorbing member 10 may be coupled to the rear edge of the vehicle body 100.
図2に示す第2の実施形態による衝撃吸収部材20もまた四角柱状の部材であるが、本実施形態では、衝撃吸収部材20は、自動車の客室を形成する車体100、特に車体100の前縁部に溶接されたベース部材24と、自動車の幅方向に斜めに延設された中間部材22とを介して、自動車の幅方向に内側にオフセットされて、自動車の客室を形成する車体100に結合されている。衝撃吸収部材20は、中間部材22に溶接される基端部20bを有する第1部材と、基端部20bの反対側の先端部20aを有する第2部材とを有している。自動車の正面衝突に際しては、衝撃吸収部材20は、先端部20aから圧壊が開始して、軸方向に安定的に圧壊プロセスが進行するようになっている。衝撃吸収部材20は車体100の後縁部に結合してもよい。 The impact absorbing member 20 according to the second embodiment shown in FIG. 2 is also a quadrangular prism-like member. In this embodiment, the impact absorbing member 20 is a vehicle body 100 that forms a passenger compartment of an automobile, particularly the front edge of the vehicle body 100. The base member 24 welded to the vehicle part and the intermediate member 22 extending obliquely in the width direction of the automobile are offset inward in the width direction of the automobile and coupled to the vehicle body 100 forming the passenger compartment of the automobile Has been. The shock absorbing member 20 includes a first member having a base end portion 20b welded to the intermediate member 22, and a second member having a tip end portion 20a opposite to the base end portion 20b. At the time of a frontal collision of the automobile, the impact absorbing member 20 starts to be crushed from the front end portion 20a, and the crushing process proceeds stably in the axial direction. The shock absorbing member 20 may be coupled to the rear edge of the vehicle body 100.
本発明によれば、第1と第2の実施形態による衝撃吸収部材10、20は、基端部から長さ方向で全長の47〜50%までは、任意の垂直断面で同一断面2次モーメント及び同一最大座屈耐力を有する第1部材と、該第1部材と連続的に接続する、前記基端部とは反対側の衝突端を形成する先端部10a、20aを有した第2部材からなる中空の柱状部材であって、該第2部材の先端部における垂直方向の断面a、該第1部材の基端部10b、20bでの垂直方向の断面b、先端部10a、20aと、第1部材と第2部材が接続する部位までの間の第2部材の任意断面を断面ciとしたとき、断面2次モーメントMが、Ma<Mci、かつ、Ma<0.80Mbの関係を有し、更に、最大座屈耐力FがFa<Fci、かつ、Fa<0.85Fbの関係を有している。 According to the present invention, the impact absorbing members 10 and 20 according to the first and second embodiments have the same moment of inertia in an arbitrary vertical cross section from 47 to 50% of the total length in the length direction from the base end. And a first member having the same maximum buckling strength, and a second member having distal end portions 10a and 20a that are continuously connected to the first member and form a collision end opposite to the base end portion. A hollow columnar member comprising a vertical section a at the distal end of the second member , a vertical section b at the proximal ends 10b and 20b of the first member , the distal sections 10a and 20a , When the arbitrary cross section of the second member between the first member and the second member is defined as the cross section ci, the cross sectional secondary moment M has a relationship of Ma <Mci and Ma <0.80 Mb. Furthermore, the maximum buckling strength F has a relationship of Fa <Fci and Fa <0.85Fb. The
以下、断面二次モーメントと最大座屈耐力とを変更した様々な衝撃吸収部材について行ったシミュレーション(数値解析)結果について説明する。
先ず、4つの衝撃吸収部材T0、T1、T3、T4について、圧壊の挙動をシミュレーションした。4つの衝撃吸収部材T0、T1、T3、T4の断面二次モーメントと最大座屈耐力は、図3、4に示す通りである。図5は、図3、4に示す断面二次モーメントと最大座屈耐力のグラフの横軸の座標を衝撃吸収部材に投影した位置を示している。
Hereinafter, simulation (numerical analysis) results of various impact absorbing members in which the cross-sectional secondary moment and the maximum buckling strength are changed will be described.
First, the crushing behavior was simulated for the four shock absorbing members T0, T1, T3, and T4. The sectional moment of inertia and the maximum buckling strength of the four shock absorbing members T0, T1, T3, and T4 are as shown in FIGS. FIG. 5 shows a position where the horizontal axis coordinates of the graph of the sectional moment of inertia and the maximum buckling strength graph shown in FIGS.
シミュレーション結果である図6を参照すると、4つの衝撃吸収部材T0、T1、T3、T4の先端部に衝撃荷重を与えた時の圧壊開始位置が明らかである。図6から、本発明の条件を満たす衝撃吸収部材T1、T3は、先端部から圧壊が開始していることが理解されよう。 Referring to FIG. 6, which is a simulation result, the crush start position when an impact load is applied to the tip portions of the four impact absorbing members T0, T1, T3, and T4 is apparent. It will be understood from FIG. 6 that the impact absorbing members T1 and T3 that satisfy the conditions of the present invention start crushing from the tip.
更に、2つの衝撃吸収部材T6、T7について、圧壊の挙動をシミュレーションした。4つの衝撃吸収部材T6、T7の断面二次モーメントと最大座屈耐力は、図7、8に示す通りである。図7、8に示す断面二次モーメントと最大座屈耐力のグラフの横軸の座標は、図5に示す通りである。 Furthermore, the crushing behavior was simulated for the two shock absorbing members T6 and T7. The cross-sectional secondary moments and the maximum buckling strength of the four shock absorbing members T6 and T7 are as shown in FIGS. The coordinates of the horizontal axis of the graph of the sectional moment of inertia and the maximum buckling strength shown in FIGS. 7 and 8 are as shown in FIG.
シミュレーション結果である図9、10は、2つの衝撃吸収部材T6、T7の各々の先端部に衝撃荷重を与えた時の圧壊プロセスを示している。図9、10から、本発明の条件を満たさない衝撃吸収部材T6は、先端部から圧壊が開始しているが、斜めに座屈しており、不安定な圧壊プロセスとなっているが、本発明の条件を満たす衝撃吸収部材T7は、先端部から周方向に均等に座屈しており、安定した圧壊プロセスとなっていることが理解されよう。 9 and 10, which are simulation results, show the crushing process when an impact load is applied to the tip of each of the two shock absorbing members T6 and T7. 9 and 10, the impact absorbing member T6 that does not satisfy the conditions of the present invention starts crushing from the tip portion, but is buckled obliquely, resulting in an unstable crushing process. It will be understood that the shock absorbing member T7 that satisfies the above condition is buckled evenly in the circumferential direction from the tip, and is a stable crushing process.
図11に、圧壊プロセス中の変位に対する、反力の変化を、そして図12に吸収される衝撃エネルギー量の変化を示す。図11からは、安定した圧壊プロセスを呈する衝撃吸収部材T7では、圧壊プロセスが進行するにつれ反力が高くなっているが、圧壊プロセスが不安定な衝撃吸収部材T6では、衝撃吸収部材T6の基端部が座屈し始めるときから反力が急激に低下していることが理解されよう。また、図12からは、圧壊プロセスの途中まで衝撃吸収部材T6、T7は同じように衝撃吸収エネルギーを吸収しているが、やはり衝撃吸収部材T6の基端部が座屈し始めるときから、吸収される衝撃エネルギー量が低くなっていることが理解されよう。 FIG. 11 shows the change in the reaction force with respect to the displacement during the crushing process, and FIG. 12 shows the change in the amount of impact energy absorbed. From FIG. 11, in the impact absorbing member T7 exhibiting a stable crushing process, the reaction force increases as the crushing process proceeds. However, in the shock absorbing member T6 in which the crushing process is unstable, the base of the shock absorbing member T6 is shown. It will be appreciated that the reaction force has fallen sharply since the end begins to buckle. Also, from FIG. 12, the shock absorbing members T6 and T7 absorb the shock absorbing energy in the same way until the middle of the crushing process, but are also absorbed from the time when the base end of the shock absorbing member T6 starts to buckle. It will be understood that the amount of impact energy is low.
更に、表1は、長手方向に衝撃吸収部材の断面二次モーメントおよび最大座屈荷重を変更した複数の衝撃吸収部材N0〜N9について、十分な衝撃エネルギーを吸収できるか否かを示した表である。表1には、衝撃吸収部材の基端からの距離が0mm(基端)、310mm、460mm、660mmにおける断面二次モーメントおよび最大座屈荷重が、基端部における断面二次モーメントおよび最大座屈荷重に対する比で示されている。また、表1において、○は、十分なエネルギー吸収量が確認できる先端(衝突端)から変形が開始される衝撃吸収部材を示しており、×は先端(衝突端)以外から変形し十分なエネルギー吸収量が確保できなかった衝撃吸収部材を示している。
表1からは、本発明によれば、衝撃吸収部材が、そうではない衝撃吸収部材に比べて高い衝撃吸収エネルギーを吸収できていることが理解されよう。 From Table 1, it will be understood that according to the present invention, the impact absorbing member can absorb higher impact absorbing energy than the impact absorbing member that is not.
本発明は、自動車の衝撃吸収部材に用いることができる。 The present invention can be used for an impact absorbing member of an automobile.
10 衝撃吸収部材
10a 先端部
10b 基端部
20 衝撃吸収部材
20a 先端部
20b 基端部
100 車体
DESCRIPTION OF SYMBOLS 10 Shock absorption member 10a Tip part 10b Base end part 20 Shock absorption member 20a Tip part 20b Base end part 100 Car body
Claims (4)
前記衝撃吸収部材は、自動車の客室を形成する車体部分に結合される基端部から長さ方向で全長の47〜50%までは、任意の垂直断面で同一断面2次モーメント及び同一最大座屈耐力を有する第1部材と、該第1部材と連続的に接続する、前記基端部とは反対側の衝撃荷重を受ける先端部を有した第2部材からなる中空の柱状部材であって、
該第2部材の先端部における垂直方向の断面a、該第1部材の基端部での垂直方向の断面b、前記先端部と、第1部材と第2部材が接続する部位までの間の第2部材の任意の垂直断面を断面ciとしたとき、断面2次モーメントMが、Ma<Mci、かつ、Ma<0.80Mbの関係を有し、更に、最大座屈耐力FがFa<Fci、かつ、Fa<0.85Fbの関係を有していることを特徴とした衝撃吸収部材。 In the impact absorbing member of an automobile that receives impact energy from the tip and collapses in the axial direction,
The shock absorbing member has the same moment of inertia and the same maximum buckling in an arbitrary vertical section up to 47 to 50% of the total length in the longitudinal direction from the base end portion coupled to the vehicle body part forming the passenger compartment of the automobile. A hollow columnar member composed of a first member having a proof stress and a second member having a distal end portion that receives an impact load opposite to the base end portion and is continuously connected to the first member ,
A vertical section a at the distal end of the second member , a vertical section b at the proximal end of the first member, and between the distal end and the portion where the first member and the second member are connected . When an arbitrary vertical cross section of the second member is a cross section ci, the cross sectional secondary moment M has a relationship of Ma <Mci and Ma <0.80 Mb, and the maximum buckling strength F is Fa <Fci. And the impact-absorbing member characterized by having the relationship of Fa <0.85Fb.
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