JPH08188174A - Collision shock absorber for vehicle - Google Patents

Abstract

PURPOSE: To stabilize the collapse deformation of a shock absorber such as a collision shock absorbing member by the shock collapse when a vehicle is collided by extending the pitch between collapse parts successively from the front part of the shock absorber to the rear part according to the collapse pitch by shock collapse peculiar to the shock absorber. CONSTITUTION: Two U-shaped sectional steel plates 33, 35 are connected to form a collision shock absorbing member 31 having a hollowed rectangular section. A pair of opposed holes 37, 39 are vertically provided on both sides of the collision shock absorbing member 31, or the webs 33a, 35a of' each steel plate 33, 35, respectively, to form collapse parts 41, 43, 45, 47, 49 in five points successively from the top end side of the collision shock absorbing member 31. The pitch (a)-(e) between each collapse part 41, 43, 45, 47, 49 from the top end of the collision shock absorbing member 31 is successively extended from the front part to the rear part according to the collapse pitch by the shock collapse peculiar to the collision shock absorbing member 31. Thus, a driver can be surely protected.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle shock absorber.

[0002]

2. Description of the Related Art The frontal collision control at a speed of 50 km / h, which is currently applied to ordinary passenger cars, is planned to be expanded to small cabover trucks. Therefore, as a countermeasure, the collision buffer member 1 having a hollow rectangular cross section as shown in FIG. 6 is attached to the tip of the frame 5 of the truck 3 as shown in FIG. 7, and the bumper 7 is mounted on the frame 5 via the collision buffer member 1. A collision damping device for a vehicle has been proposed.

The collision buffering member 1 absorbs collision energy by protecting the driver by collapsing and deforming by a shock load F at the time of collision as shown in FIGS. 8 and 9, and side rails constituting the frame 5. It is made of steel or aluminum that is thinner than 9, and its cross-sectional shape, length L, and plate thickness M
It is possible to adjust the impact absorption characteristics and the amount of energy absorbed at the time of collision by changing the above.

In order to promote the crushing deformation of the collision cushioning member, there has been recently been disclosed in Japanese Unexamined Patent Publication No. 2-175452 or FIG.
As shown in FIG. 0 and FIG. 11, holes 15 and 17 are formed in the opposing side surfaces 11 and 13 in accordance with the static crushing pitch of the collision damping member.
Alternatively, there has been proposed a collision cushioning member 19 in which crushed portions composed of beads and notches (not shown) are arranged facing each other at equal pitches.

On the other hand, as described above, the frontal collision regulation at the speed of 50 km / h has already been applied to the ordinary passenger car. Therefore, JP-A-5-105110 or FIG.
As shown in 2, the outer panel 21 and the inner panel 23
On the front side members 29, concave beads 25 and 27 are arranged at equal intervals and are shifted by a half pitch, respectively, and the front side members 29 are crushed and deformed by an impact load at the time of collision to absorb collision energy. At this time, each bead 25, 27 promotes crushing deformation of the front side member 29.

[0006]

However, when the shock absorbers such as the shock absorbing members and the front side members are statically crushed, that is, when the shock absorbers are slowly crushed from the front side in a bench test or the like, these are Although it is crushed and deformed at an equal pitch, the actual collision of the vehicle occurs at a high speed.

Crushing of the collision cushioning member and the front side member at such a high speed is called impact crushing. The crushing pitch of the collision cushioning member and the like due to this impact crushing goes from the front to the back. It has the characteristic of becoming longer. Therefore, if the holes 15 and 17 and the beads 25 and 27 are provided in the collision cushioning member 19 and the front side member 29 at equal pitches as shown in FIGS. 10 and 12, the collapse deformation due to the impact collapse is not stable, and the collision energy absorption. There is a risk that it may not be possible to reliably carry out.

The present invention has been devised in view of the above circumstances, and provides a vehicle shock absorbing device in which the crushing deformation of the shock absorbing body such as the shock absorbing member due to the shock crushing when the vehicle collides is stabilized. The purpose is to

[0009]

In order to achieve such an object, the invention according to claim 1 is such that at least one of the facing side surfaces is provided with a crushing portion consisting of a hole or a bead and a notch sequentially in the front-rear direction of the vehicle. In a vehicle shock absorber in which the formed shock absorber having a hollow rectangular cross section is arranged at the front of the vehicle,
It is characterized in that the pitch between the crushed portions is gradually increased from the front part to the rear of the shock absorber in accordance with the crushing pitch due to the shock crushing peculiar to the shock absorber.

The invention according to claim 2 is the invention according to claim 1.
In the vehicle shock absorbing device according to the present invention, the shock absorbers are shock absorbing members that are respectively fixed to the tips of the left and right side rails that form the frame of the truck. In the vehicle shock absorber according to claim 1, the shock absorber is a front side member of an automobile including an outer panel and an inner panel.

[0011]

According to the first aspect of the present invention, when the vehicle collides, the shock absorber collapses and deforms in a bellows shape to absorb the collision energy. However, each crushing portion is caused by the shock crushing peculiar to the shock absorber. Since each crushing portion is provided according to the crushing pitch, each crushing portion promotes reliable crushing deformation of the shock absorber.

Therefore, the crushing deformation of the shock absorber due to the shock crushing is more stable than the conventional one, and the shock absorber absorbs the shock at the time of collision with the desired shock absorbing characteristics. And
According to the second and third aspects of the present invention, when a truck or a passenger car collides, the collision cushioning member and the front side member collapse and deform in a bellows shape to absorb the collision energy. Since it is provided in accordance with the crushing pitch due to the impact crushing peculiar to the collision buffering member and the front side member, each crushing portion promotes reliable crushing deformation of the collision buffering member.

Therefore, the collapsing deformation of the collision cushioning member and the front side member due to the impact collapsing becomes stable as compared with the conventional case.
Therefore, the shock absorbing member and the front side member absorb the shock at the time of the collision with the desired shock absorbing characteristics.

[0014]

Embodiments of the present invention will now be described in detail with reference to the drawings. FIG. 1 shows a first embodiment of a vehicle shock absorber according to claim 1 and claim 2, wherein 31 is a pair of U-shaped steel plates 33, 35 having a plate thickness of about 3.2 mm. 6 is a collision buffering member formed in a hollow rectangular cross section.
Similar to the collision buffering member 1 shown in FIG. 2, the rear end is fixed to the tip of the side rail forming the frame of the truck by welding, and the bumper is attached to the frame via the collision buffering member 31.

As shown in FIGS. 1 and 2, the collision buffer member 31 has a pair of holes 3 facing each other on both side surfaces thereof, that is, on the webs 33a and 35a of the steel plates 33 and 35, respectively.
7, 39 are provided on the upper and lower sides, and the crushing portions 41, 43, 45
47 and 49 are sequentially formed. When the vehicle collides, each of the crushing portions 41, 43, 45, 47, 49 promotes the crushing deformation of the collision cushioning member 31 to absorb the collision energy. From the tip of the member 31 to the crushed portions 41, 43, 45, 47, 49
The pitches “a”, “b”, “c”, “d”, and “e” are set to 25 according to the crushing pitch due to the impact crushing peculiar to the collision buffering member 31, respectively.
mm, 45 mm, 55 mm, 65 mm, and 75 mm, and become progressively longer toward the rear of the collision buffer member 31 (a <b <c <d
<E) It is characterized in that it is set.

Since the collision cushioning member 31 in this embodiment is constructed in this way, the rear end of the collision cushioning member 31 is welded to the tips of the left and right side rails of the truck (not shown) to cause the collision. By attaching a bumper to the tip of the cushioning member 31, the vehicle collision cushioning device according to this embodiment is formed. And when a vehicle collides, like the conventional
The entire collision buffering member 31 collapses and deforms like a bellows to absorb the collision energy, but as described above, the respective collapse parts 41, 4
Since 3, 45, 47, and 49 are provided in accordance with the crushing pitch due to the impact crushing unique to the collision buffer member 31,
The crushing portions 41, 43, 45, 47, 49 promote the reliable crushing deformation of the collision buffer member 31.

Therefore, according to the present embodiment, the crushing deformation due to the impact crushing is more stable than that of the conventional collision cushioning member 19 shown in FIG. 10, and as a result, the collision cushioning member 31 collides with the desired impact absorption characteristics. It has become possible to absorb the shock of time and protect the driver etc. reliably. FIG. 3 shows a second embodiment of the invention according to claim 1 and claim 2, in which 51, like the collision buffer member 31, has two steel plates 5 having a U-shaped cross section.
3 shows a collision cushioning member formed by stacking 3, 55 into a hollow rectangular cross section.

In this embodiment, both sides of the collision buffer member 51, that is, the webs 53a and 55 of the steel plates 53 and 55, are used.
In a, elongated holes 57 and 59 are provided to face each other in the vertical direction, and four crushed portions 61, 63, 65 and 67 are sequentially formed from the tip end side (left side in the figure) of the collision damping member 51. However, also in this embodiment, pitches f, g between the crushing portions 61, 63, 65, 67 from the tip of the collision damping member 31 are adjusted to the crushing pitch due to the shock crushing peculiar to the shock absorber 51.
Each of h and i is set to be sequentially longer (f <g <h <i) from the front of the shock absorber 51 toward the rear.

Since the collision cushioning member 51 in this embodiment is constructed in this manner, the rear end of the collision cushioning member 51 is welded to the tips of the left and right side rails, like the collision cushioning member 31 described above. By attaching a bumper to the tip of the collision damping member 51, the collision damping device for a vehicle according to the present embodiment is formed. When the vehicle collides, the entire collision cushioning member 51 collapses and deforms into a bellows shape to absorb the collision energy. However, the crushing portions 61, 63, 65, 67 have crushing pitches due to the impact crushing unique to the shock absorber 51. Therefore, the crushing portions 61, 63, 65, 67 promote the reliable crushing deformation of the collision damping member 51.

Therefore, also in the present embodiment, as in the first embodiment, the crushing deformation due to the impact crushing is more stable than the collision damping member 19 shown in FIG. With the shock absorption characteristics, it is possible to absorb the shock at the time of a collision and reliably protect the driver. FIG. 4 shows a first embodiment of the invention according to claim 1 and claim 3, in which 69 is a flat inner panel 71 and a substantially U-shaped cross section, like the front side member 29 shown in FIG. A front side member of an ordinary passenger car including an outer panel 73, a web 73a of the outer panel 73 and both gibs 73b.
At the corners of and, concave bead 75 is provided on the same line up and down respectively, and four crushed portions 77, 79, 81, 8 from the tip side (left side in the figure) of front side member 69 are provided.
3 are sequentially formed.

When the vehicle collides, each crushing section 7
Although the reference numerals 7, 79, 81 and 83 promote the collapse deformation of the front side member 69 to absorb the collision energy, the front side member 69 is also used in this embodiment.
The pitch j, k, m, n between the crushing portions 77, 79, 81, 83 from the tip end of the front side member gradually increases toward the rear of the front side member 69 in accordance with the crushing pitch due to the impact crushing peculiar to the front side member 69. (J <k <m <n)
It is set.

Front side member 6 in this embodiment
Since 9 is configured in this manner, when the vehicle collides, the front side member 69 collapses and deforms into a bellows shape to absorb the collision energy as in the conventional example shown in FIG. Since 79, 81, 83 are provided in accordance with the crushing pitch due to the impact crushing peculiar to the front side member 69, the crushing parts 77, 79, 81, 83 are provided.
Will promote the reliable collapse deformation of the front side member 69.

Therefore, according to this embodiment, the crushing deformation due to the impact crushing is more stable than that of the front side member 29 shown in FIG. It becomes possible to absorb the shock and reliably protect the driver and the like. FIG. 5 shows a second embodiment of the invention according to claim 1 and claim 3, in which:
Similar to the front side member 69, reference numeral 85 denotes a front side member including a flat inner panel 87 and an outer panel 89 having a substantially U-shaped cross section. The outer panel 89 has corners between the web 89a and both gibs 89b, respectively. , Notches 91 are provided on the upper and lower sides on the same line.

Corresponding to the notches 91, the inner panel 87 is provided with elongated holes 93 in the up-down direction, and the notches 91 and the elongated holes 93 form the tip side of the front side member 85. 4 crushing parts 9 from the left side in the figure
5, 97, 99, 101 are sequentially formed. Then, when the vehicle collides, each crushing portion 95, 97, 99,
Although 101 is designed to promote the crushing deformation of the front side member 85 to absorb the collision energy, in the present embodiment as well, between the crushing portions 95, 97, 99, 101 from the tip of the front side member 85. Pitches o, p, q,
r correspond to the crushing pitch due to the impact crushing peculiar to the front side member 85, respectively.
5 from the front part to the rear part, the length gradually increases (o <p <q <
r) It is set.

Front side member 8 in this embodiment
Since 5 is configured in this way, when the vehicle collides, the front side member 85 collapses and deforms in a bellows shape to absorb the collision energy as in the case of the front side member 29 shown in FIG. 95,97,99,1
Since 01 is provided in accordance with the crushing pitch due to the impact crushing peculiar to the front side member 85, each crushing part 9
5,97,99,101 promotes reliable collapse deformation of the front side member 85.

Therefore, according to the present embodiment as well, similarly to the front side member 69, the crushing deformation due to the impact crushing is stable, and as a result, the front side member 85 absorbs the shock at the time of collision with the desired shock absorbing characteristics. It is possible to reliably protect the driver and the like.

[0027]

As described above, according to the vehicle collision damping device of each claim, when the vehicle collides, the shock absorber collapses and deforms like a bellows to absorb the collision energy. Since the crushing portions are provided according to the crushing pitch due to the impact crushing peculiar to the absorber, each crushing portion promotes reliable crushing deformation of the impact absorber.

Therefore, the crushing deformation of the shock absorber due to the shock crushing is more stable than the conventional one, and as a result, the shock absorber absorbs the shock at the time of collision with the desired shock absorbing characteristics and reliably protects the driver and the like. It is possible to Similarly, according to the inventions according to claims 2 and 3, when the vehicle collides, the collision cushioning member and the front side member collapse and deform in a bellows shape to absorb the collision energy. Since the crushing portions are provided in accordance with the crushing pitch due to the impact crushing peculiar to the members, each crushing portion promotes these reliable crushing deformations.

Therefore, according to these inventions as well, the collapse deformation of the collision cushioning member and the like due to the impact crushing is more stable than in the conventional case, and as a result, the collision cushioning member and the like absorb the impact at the time of collision with the desired impact absorption characteristics. However, it becomes possible to reliably protect the driver and the like.

[Brief description of drawings]

FIG. 1 is a side view of a collision damping member used in a first embodiment of a vehicle collision damping device according to claims 1 and 2. FIG.

FIG. 2 is a sectional view taken along line II-II in FIG.

FIG. 3 is a perspective view of a collision damping member used in the second embodiment of the vehicle collision damping device according to the first and second aspects.

FIG. 4 is a perspective view of a front side member in a first embodiment of the vehicle shock absorber according to the first and third aspects.

FIG. 5 is a perspective view of a front side member in a second embodiment of the vehicle shock absorber according to the first and third aspects.

FIG. 6 is a perspective view of a conventional collision buffer member.

FIG. 7 is an explanatory view showing a mounting position of a collision buffer member.

FIG. 8 is a perspective view of a crash cushioning member that is crushed and deformed.

FIG. 9 is a partially cutaway side view of the collision buffer member that has been deformed by crushing.

FIG. 10 is a side view of another conventional collision cushioning member.

11 is a sectional view taken along line XI-XI of FIG.

FIG. 12 is a perspective view of a conventional front side member.

[Explanation of symbols]

31, 51 Collision buffer member 33, 35, 53, 55 Steel plate 37, 39 Hole 41, 43, 45, 47, 49, 61, 63, 65, 6
7, 77, 79, 81, 83, 95, 97, 99, 10
1 Crushed portion 57, 59, 93 Long hole 69, 85 Front side member 71, 87 Inner panel 73, 89 Outer panel 75 Bead 91 Notch

Claims (3)

[Claims] 1. A vehicle in which a shock absorber having a hollow rectangular cross section in which a crushing portion including a hole, a bead, and a notch is sequentially formed in at least one of opposing side surfaces in a front-rear direction of the vehicle is arranged in a front portion of the vehicle. The shock absorbing device for a vehicle according to claim 1, wherein the pitch between the crushing parts is sequentially increased from the front part to the rear part of the shock absorbing part in accordance with the crushing pitch due to the shock crushing peculiar to the shock absorbing part. . 2. The shock absorbing device for a vehicle according to claim 1, wherein the shock absorbing member is a shock absorbing member fixed to respective ends of the left and right side rails constituting the frame of the truck. 3. The shock absorbing device for a vehicle according to claim 1, wherein the shock absorber is a front side member of an ordinary passenger vehicle including an outer panel and an inner panel.