JPH10123009A - Honeycomb barrier face for impact test - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a honeycomb barrier face which, firstly, can be constituted so as to surely satisfy a required characteristic and a required performance in an impact, which, secondly, is prevented from being separated, exfoliated and fallen in the impact so as to surely satisfy the required characteristic and the required performance regarding the points and which, thirdly, can realize the required characteristic and the required performance simply and easily. SOLUTION: A honeycomb barrier face 9 is constituted in such a way that honeycomb cores 3 are laminated so as to make their strength high as that are situated on the rear side, that a surface plate 11, an intermediate plate 12 and a rear plate 13 are bonded to them, that this assembly is used as one block 10 and that respective blocks 10 are arranged side by side at the upper part and the lower part as well as on the right and the left. In addition, the honeycomb cores 3 in an L-direction as a ribbon direction are directed up and down, their upper end parts and their lower end parts are buckled in advance, every surface plate 11 is used in common at every upper block 10 and every lower block 10m, and every rear plate 13 is used in common in every block 10. Then, the honeycomb cores 3 are buckled and displaced due to an impact load.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

The present invention relates to a honeycomb barrier face for a crash test. That is, the present invention relates to a honeycomb barrier face which is used, for example, in a side collision test with an automobile and is arranged at a front portion of a test cart on the side of a collision vehicle.

[0002]

2. Description of the Related Art A side impact test on a door or the like on the side of an automobile is necessary to obtain data for securing the safety of a vehicle or an occupant on the side of an impacted vehicle, that is, measurement data for improving the strength of the side. In particular, its importance is increasing in view of recent revisions of security standards and ECE standards proposed by Europe. In such a side collision test on a vehicle to be impacted, a test vehicle assuming the collision vehicle side is used, and a honeycomb barrier face is arranged at the front of the test vehicle. That is, the front part of the test bogie is required to have the strength and shape close to the front part on the assumption of the collision vehicle side, but recently, the honeycomb barrier that is most likely to match such required characteristics and performance is required. In many cases, a face is adopted, and a honeycomb barrier face is provided at a front portion of a test trolley on the side of a collision vehicle.

FIG. 8 shows a conventional honeycomb barrier face for a side impact test of this type, in which (1) is a perspective view and (2) is a plan view of a main part. The honeycomb barrier face 1 of this type in the related art takes into consideration the required characteristics of load and displacement, the absorption of impact energy, the amount of deformation, and the like required in the side impact test.
In order to satisfy the required performance, a conventional two-layer structure has been used. First, the front layer 2 is divided into six blocks arranged vertically and horizontally (three blocks on the top and three blocks on the bottom). It consisted of a rectangular parallelepiped sandwich panel in which face materials 4 were adhered to both front and rear surfaces of one honeycomb core 3 in the front-back direction B. Similarly, the rear layer 5 was formed of the honeycomb core 3 having the cell axis direction A directed in the front-rear direction B and having substantially triangular wave-shaped irregularities. Then, for each independent block of the front layer 2, that is, for each rear face member 4, the top 6 of the substantially triangular wave-like unevenness of the rear layer 5 is 2
It was adhered individually. The honeycomb cores 3 constituting the front layer 2 and the rear layer 5 are made of aluminum having the same specifications, type, and strength, such as the same cell dimensions. In the figure, reference numeral 7 denotes a back plate.
Was adhered to the rear surface of the honeycomb core 3 of the rear layer 5.
In the figure, C indicates the horizontal direction, and D indicates the vertical direction.

[0004] In the side collision test, the honeycomb barrier face 1 is caused to collide with a door or the like on the side of the vehicle to be impacted from the front side, that is, the front layer 2 side. Then, the honeycomb core 3 of the front layer 2 is subjected to an impact load applied in this case in the front-rear direction B.
The cell wall 8 of the honeycomb core 3 of the rear layer 5 gradually buckles and displaces from the top 6 side of the unevenness, thereby absorbing the impact energy. Was. That is, the honeycomb barrier face 1 of the conventional example of this type is provided with the honeycomb core 3 of the rear layer 5 upon collision.
However, by gradually buckling from the top 6 on the front side of the substantially triangular wave-shaped irregularities to the rear, the pressure receiving area and the compressive load received gradually increase in response to the impact load that increases in the latter half of the collision. Therefore, at the time of the collision described above,
The required characteristics and functions were not satisfied.

[0005]

The following problems have been pointed out in such a conventional example. First, it has not been easy to construct a structure that satisfies the required characteristics and required performance at the time of a side collision. That is, FIG. 7 (3) is a plan explanatory view of a main part of the honeycomb barrier face 1 of this type of conventional example, that is, a main part of the honeycomb core 3 having a substantially triangular waveform of the rear layer 5, and FIG. 4) FIG. 4 is a graph showing a relationship between an applied impact load F and a displacement due to buckling of the honeycomb core 3. In the figure, R indicates the upper limit of the corridor, which is the required characteristic band, and S indicates the lower limit of the corridor, which is the required characteristic band.

As shown in these drawings, in the honeycomb barrier face 1 of this type of the related art, the honeycomb core 3 of the later layer 5 gradually buckles and displaces due to an applied impact load. As shown by the solid line in FIG. 7 (4), in the latter half of the collision, the displacement amount is insufficient relative to the load, or conversely, the displacement amount is too large. There were many. That is,
In many cases, the above-mentioned required characteristics of load and displacement, and further, required characteristics and required performance such as impact energy absorption and deformation amount are not satisfied. This is because the honeycomb barrier face 1 of this type in the prior art relies on the substantially triangular wave-shaped unevenness of the honeycomb core 3 of the rear layer 5 to cope with the impact load, and thus is determined in advance by standards or standards. This is because it was not easy to set the concavo-convex shape that satisfies the required characteristics and performance under the overall external dimensions. In other words, it is not easy to set an appropriate shape while taking into account the strength of the honeycomb core 3 itself, such as the material, cell dimensions, and the thickness of the cell wall 8, and errors may occur due to slight differences in the inclination of the uneven shape. Arising in the event of a side collision,
In many cases, the required characteristics and required performance cannot be satisfied, which has been a problem.

Second, separation, peeling, falling down, and the like are likely to occur during a side collision. That is, the honeycomb barrier face 1 of the conventional example of this type has a two-layer structure of a front layer 2 and a rear layer 5, and each block of the front layer 2 and the substantially triangular wave-shaped top 6 of the rear layer 5 are respectively formed. It was bonded only at two places, the bonding area between the two was extremely small, and almost two points were supported. Therefore, when an impact load is applied at the time of collision, the bonding portion between the blocks of the front layer 2 and the rear layer 5 is easily separated and peeled off, and it is easy to fall in the left-right direction C and the up-down direction D. In particular, when a local impact load is applied due to the curvature of the door or the like on the side surface of the collision vehicle, the presence of projections such as the door knob or the mirror, etc., these are remarkable.

FIG. 9 is provided for explanation of such a conventional example.
FIG. 1A is an explanatory plan view of a main part of an example in which an impact load is applied to an end portion, FIG. 2B is an explanatory plan view of an example in which an impact load is applied to a central portion, and FIG. It is a side explanatory view of the example of the fall in the up-down direction when a load is applied. First, FIG. 9 (1) shows an example in which an impact load F is locally applied to the end of the honeycomb barrier face 1. According to the principle of leverage,
The block at the end of the front layer 2 is separated from the other blocks and the rear layer 5 and peeled off, and is in a state of falling in the left-right direction C. FIG. 9 (2) shows an example in which an impact load F is locally applied to the central portion of the honeycomb barrier face 1, particularly to the boundary between the blocks of the front layer 2. Are in a state of being separated and peeled off from each other and between the rear layers 5, and are in a state of falling in the left-right direction C. Further, FIG. 9 (3) shows a state in which the rear layer 5 has entirely fallen in the vertical direction D due to the impact load F.

As described above, the conventional honeycomb barrier face 1 of this type is liable to be separated, peeled, or fall down at the time of a side collision.
However, in many cases, the required characteristics and required performance cannot be satisfied. That is, if such separation, peeling, falling down, etc. occur, the buckling of the honeycomb core 3, particularly the honeycomb core 3 of the rear layer 5, does not progress stably, and the whole and uniform Can not be obtained. Therefore, the required characteristics of the load and the displacement cannot be obtained, so that there are many cases where the required values of the impact energy and the amount of deformation cannot be obtained because they do not fall within the corridor upper limit R and the corridor lower limit S. Was. In addition, the data of the deformation amount itself may not be measured and grasped, and further, it has been pointed out that adverse effects on various measurement data such as an injury value of a dummy doll of a collision vehicle are caused.

The present invention has been made in view of such circumstances, and has been made to solve the above-mentioned problems of the conventional example. In the present invention, honeycomb cores are laminated so that the strength increases toward the rear side.
A top plate, an intermediate plate, a back plate, and the like are bonded to this, such blocks are arranged vertically and horizontally, and the ribbon direction of the honeycomb core is turned up and down. By making the face plate common for each of the upper and lower blocks and the back plate for each block, etc.
First, it can be reliably configured to satisfy required characteristics and required performance at the time of collision, and secondly, separation, peeling,
Thirdly, it is an object of the present invention to propose a honeycomb barrier face for a collision test which can satisfy the required characteristics and required performance at the time of collision from this aspect and can easily and easily realize them. .

[0011]

The technical means of the present invention for solving such a problem is as follows. First, claim 1 is as follows. That is, this claim 1
Is used in a collision test of an automobile or the like. A honeycomb core is used, which is formed of a planar aggregate of hollow columnar cells defined by cell walls, and the cell walls are buckled and displaced by an impact load. A plurality of the honeycomb cores are used, each of which is oriented in the cell axial direction to the front and rear load acting directions, and is laminated in a plurality of stages in the cell axial direction, and is laminated in the order of lower strength toward the front side and higher strength toward the rear side. , Is characterized.

Next, claim 2 is as follows. That is, the honeycomb barrier face for a collision test according to the second aspect is the same as the honeycomb barrier face for a collision test according to the first aspect, wherein a surface plate is bonded to a front surface of the foremost honeycomb core. Intermediate plates having front and rear air permeability are interposed and bonded therebetween, and a rear plate having front and rear air permeability is bonded to the rear surface of the rearmost honeycomb core. Claim 3 is as follows. That is, the honeycomb barrier face for a collision test according to the third aspect is the same as the honeycomb barrier face for a collision test according to the first aspect, wherein each of the stacked honeycomb cores constitutes one block, and a plurality of rectangular parallelepipeds are formed. Are arranged side by side vertically and horizontally.

Next, claim 4 is as follows. That is, the honeycomb barrier face for a collision test according to claim 4 is the honeycomb barrier face for a collision test according to claim 1, wherein the honeycomb cores are arranged with the ribbon direction directed up and down. Features. Claim 5 is as follows. That is, the honeycomb barrier face for a collision test according to the fifth aspect is the honeycomb barrier face for a collision test according to the first aspect,
The honeycomb core is characterized in that a front end or a rear end is buckled in advance. Claim 6 is as follows. That is, the honeycomb barrier face for a collision test according to claim 6 is the same as the honeycomb barrier face for a collision test described in claim 3, wherein the front surface of the front face of the honeycomb core is bonded to the front face plate, and The face plate is composed of one common to each of the upper blocks and one common to each of the lower blocks, and a rear plate having front and rear air permeability is bonded to the rear surface of the last honeycomb core. In addition, the back plate is provided in common for each of the blocks.

The honeycomb barrier face for the collision test is configured as described above. In the case of a side collision test or the like, the stacked honeycomb cores are caused to collide with the side surface of the vehicle to be crushed, and due to the applied impact load, buckling progresses in order from the front side with low strength and is displaced. Absorb energy. Claims 2, 3, 4, 5, 6
Further, a predetermined surface plate, intermediate plate, back plate and the like are bonded to the honeycomb core, and the blocks made of such honeycomb cores are arranged vertically and horizontally, and the ribbon direction of the honeycomb core is oriented vertically. In addition, the front end or the rear end of the honeycomb core is buckled in advance, and the front plate is shared by the upper and lower blocks, and the back plate is shared by the blocks. Accordingly, the honeycomb barrier faces of claims 2, 3, 4, 5, and 6 also have the honeycomb cores of the respective blocks buckled and displaced from the surface plate side in a side collision test or the like, as described above, Absorbs shock energy.

[0015]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Hereinafter, the present invention will be described in detail based on embodiments of the invention shown in the drawings. FIG. 1, FIG. 2,
FIGS. 3, 4, 5, 6, and 7 (1) and (2) are provided for describing the embodiment of the present invention.

FIG. 1 is an exploded perspective view, FIG. 2 (1) is a perspective view, and FIG. 2 (2) is a side view at the time of collision. FIG. 3A is an explanatory perspective view of a main part, and FIG.
FIG. 2B is a perspective explanatory view of the honeycomb core, and FIG. 3C is a plan view of the intermediate plate and the back plate. FIG. 4 (1) is a perspective explanatory view of a honeycomb core whose front end is pre-buckled, and FIG. 4 (2) is a perspective explanatory view of a honeycomb core whose rear end is pre-buckled. FIG. 4 (3) is a perspective explanatory view of an example of buckling of a honeycomb core that has not been buckled in advance. FIG. 5A is an explanatory plan view of a main part of an example in which the number of stacked honeycomb cores is large, FIG. 5B is a graph showing the relationship between the load and the displacement, and FIG. FIG. 5 is an explanatory plan view of a main part of an example in which the number of stacked honeycomb cores is small, and FIG. 5D is a graph showing the relationship between the load and the displacement. FIG. 6 (1) is a plan view of a main part of an example in which an impact load is applied to an end, and FIG. 6 (2) is a plan view of a main part of an example in which an impact load is applied to a center. FIG. 6 and FIG. 6 (3) are graphs showing the relationship between load and displacement. FIG. 7A is an explanatory plan view of a main part of one example, and FIG. 7B is a graph showing the relationship between the load and the displacement. FIG. 10 is a perspective view of a honeycomb core.

First, a description will be given with reference to FIGS. 1 and 2 (1) and FIG. 3 (1). In the honeycomb barrier face 9 for the collision test, the stacked honeycomb cores 3 constitute one block 10, and a plurality of blocks 10 each having a rectangular parallelepiped shape are arranged side by side vertically and horizontally. The front plate 11 is adhered to the front surface of the frontmost honeycomb core 9, and the front plate 11 is composed of one common to the upper blocks 10 and one common to the lower blocks 10. . An intermediate plate 12 having front and rear air permeability is interposed and bonded between the respective honeycomb cores 9. Further, a back plate 13 having front and rear air permeability is adhered to the back surface of the rearmost honeycomb core 3, and the back plate 13 is provided commonly to each block 10.

Each of the blocks 10, the surface plate 11,
The intermediate plate 12, the back plate 13, and the like will be described in further detail. First, this honeycomb barrier face 9 is composed of six identically shaped rectangular parallelepiped blocks 10 arranged vertically and horizontally, three blocks 10 on the upper side and three blocks 10 on the lower side. , Arranged adjacent to each other,
Thus, one block 10 is arranged in the front-back direction B, three blocks 10 are arranged in the left-right direction C, and two blocks 10 are arranged in the up-down direction D. The external dimensions are defined in specifications by standards and standards, and are, for example, as shown in FIG. That is, the width of the horizontal direction C is 500 mm and the length of the vertical direction D is 250 mm, and the depth of the upper three blocks 10 in the front-rear direction B is 440 mm and the lower three
The depth of each of the blocks 10 in the front-back direction B is set to 500 mm. Thus, as a whole, the honeycomb barrier face 9 has a horizontal dimension of 1500 mm in the horizontal direction C, a vertical dimension of 500 mm in the vertical direction D, and a depth of 44 mm in the longitudinal direction B.
It is 0 mm and the lower side is 500 mm, the front part is lower than the upper part, and the lower part protrudes forward, and all other planes are flush with each other, assuming a front part on the side of the collision vehicle.

Each of the blocks 10 is formed by firstly stacking a plurality of honeycomb cores 3 with the cell axis direction A in the front-back direction B. One horizontally long surface plate 11 is commonly used for the upper blocks 10, and the front plate 11 is an open end surface on the front surface of the frontmost honeycomb core 3 in the front-rear direction B of each block 10. Is adhered to. Also, a single horizontally long surface plate 11 is commonly used for the lower blocks 10.
Are bonded to the front open end faces of the frontmost honeycomb core 3 in the front-rear direction B of each block 10. As such a surface plate 11, a relatively thin aluminum flat plate or another metal flat plate is used.

Next, for each block 10, an intermediate plate 12 having air permeability in the front-back direction B is interposed and bonded between the open end faces of the stacked honeycomb cores 3 respectively. As such an intermediate plate 12, for example, as shown in FIG. 3 (3), a thin aluminum plate or a metal plate as a punching plate having a large number of ventilation holes 14 is used. Can be This intermediate plate 12
Is provided with air permeability in the front-back direction B, so that when the honeycomb core 3 buckles E and is deformed at the time of collision, the air inside the honeycomb core 3 is provided with the front-back air permeability as described below. It functions so that buckling E and deformation are smoothly carried out through the back plate 13 to the outside. In addition, one back plate 13 is commonly used for each block 10.
Is bonded to the opening end face on the rear surface of the honeycomb core 3 on the rear side. As such a back plate 13, for example, FIG.
As shown in FIG. 3 (3), an aluminum flat plate as a punching plate having a large number of air holes 14 and having a large wall thickness, or another metal flat plate is used. The function of the back plate 13 is the same as that of the intermediate plate 12 described above. The blocks 10, the surface plate 11, the intermediate plate 12, the back plate 13, and the like of the honeycomb barrier face 9 are configured as described above.

Next, the honeycomb core 3 will be described. In the honeycomb barrier face 9, honeycomb cores 3 stacked for each block 10 are used, and a plurality of the honeycomb cores 3 are used, each of which is in the cell axis direction A.
Are oriented in the load application direction in the front-rear direction B, and are stacked in a plurality of stages in the cell axis direction A, and are stacked in order of decreasing strength toward the front side and increasing strength toward the rear side.

Such a honeycomb core 3 will be described in more detail. As shown in FIG. 10, the honeycomb core 3 is formed of a planar aggregate of a large number of hollow columnar cells 15 partitioned into independent spaces by cell walls 8. The cross-sectional shapes of the cell wall 8 and the cell 15 are typically hexagonal, but may be trapezoidal, triangular, quadrangular, or various other shapes. It is known that the honeycomb core 3 is excellent in weight ratio strength, is lightweight, has high rigidity and strength, and is excellent in plane accuracy, heat retention, heat insulation, sound insulation, and the like. At the same time, when the honeycomb core 3 further receives an impact load F exceeding the compressive strength in the cell axis direction A, the cell wall 8 buckles E, and the dimensions in the cell axis direction A are compressed and reduced, thereby displacing. And has the property of absorbing the impact energy. As a base material of the honeycomb core 3 and the cell wall 8, an aluminum foil or another metal foil is used.

Such honeycomb cores 3 are stacked on each block 10 of the honeycomb barrier face 9 with the cell axis direction A facing the front-back direction B. Each of the stacked honeycomb cores 3 has a width of 500 mm in the horizontal direction C and a length of 250 mm in the vertical direction D, and has a substantially thick plate shape, that is, a relatively thin rectangular parallelepiped shape. The layers are laminated in the order of the one having the lower strength, that is, the compressive strength, and the one having the higher compressive strength toward the rear. The strength and impact energy absorption performance of the stacked honeycomb cores 3 are determined by the dimensions (diameter) of the cell 15, the thickness of the cell wall 8, the material of the base material of the cell wall 8, and the longitudinal direction B thereof. The thickness and the like are appropriately set and changed between the honeycomb cores 3 so that the strength and the impact energy absorbing performance are made different.

Next, the front end or the rear end of the honeycomb core 3 of the honeycomb barrier face 9 is buckled E in advance. First, as shown in FIG. 4A, except for the stacked honeycomb cores 3 on the last side in the front-back direction B, the front ends of the honeycomb cores 3 in the front-back direction B are subjected to buckling E processing in advance. ing. Then, since the buckling E is formed at the front end portion in advance and pre-crashed, when the impact load F is applied, the initial peak load is removed and a high initial load is not required. The buckling E proceeds stably as a whole from the front end to the rear as expected. On the other hand, if the buckling E is not formed in advance in this way, as shown in FIG.
A high initial load is required due to the overall buckling E of the honeycomb core 3, which is contrary to the required characteristics, and the buckling E does not progress stably from the front side to the rear side as expected. .

As shown in FIG. 4 (2), the rear end of the stacked honeycomb cores 3 in the front-back direction B is buckled E in advance. As described above, the rearmost honeycomb core 3 has the buckling E formed at the rear end portion in advance and is pre-crashed, so that the bonding area with the back plate 13 is increased by that amount, and the mutual bonding force is improved. I will be.

Next, as shown in each figure, the honeycomb core 3 of the honeycomb barrier face 9 is arranged with the ribbon direction L being directed in the vertical direction D. The honeycomb core 3 may be formed by applying an adhesive line to a sheet-shaped base material, overlapping by a half-pitch shift, bonding, and following a step of expanding, or by corrugating the sheet-shaped base material, It is manufactured by the corrugated method that follows the cutting, laminating, and bonding processes. In any case, the stacking / extending direction and the laminating direction are referred to as the W direction, and the ribbon direction perpendicular to the same plane as the W direction is referred to as the L direction (see also FIG. 10). As is well known, the honeycomb core 3 has a higher rigidity in the L direction than in the W direction. However, the honeycomb core 3 of the honeycomb barrier face 9 has a higher rigidity in the L direction, But in the vertical direction D.

Next, the number of stacked honeycomb cores 3 will be described. In the honeycomb barrier face 9, the honeycomb cores 3 are stacked in a plurality of layers for each block 10, and a specific number of stacked layers is appropriate.

First, the required characteristics as a premise will be described. FIG. 5 (2), FIG. 5 (4), FIG. 6 (3), FIG. 7 (2) and the like show the impact load F applied,
4 is a graph showing the relationship with the progress of displacement due to buckling E of the stacked honeycomb cores 3 over time. In each figure, the corridor, which is a required characteristic band at that time, is a straight line rising to the right between a corridor upper limit R indicated by an imaginary line in the figure and a corridor lower limit S indicated by an imaginary line in the figure. Is the most ideal required characteristic. That is, the honeycomb barrier face 9
When the impact load F is applied due to the collision of the vehicle, the relationship between the load represented by the solid line in the figure and the displacement due to the buckling E is required to fall between the corridor upper limit R and the corridor lower limit S. It is ideal to approach the value T.

Now, considering the required characteristics, the number of stacked honeycomb cores 3 will be examined. First, as shown in FIG. 5A, the honeycomb core 3 having a different strength as described above.
Are stacked in as many layers as possible within the dimension in the front-rear direction B specified in the specifications by standards or standards (8 in the illustrated example).
About (dan), it is as follows. In this case, as shown by the solid line in FIG. 5B, there is an advantage that the relationship between the load and the displacement can be obtained, which is close to the median T of the corridor and almost ideal, but the cost is increased due to the large number of layers. There is a disadvantage that it becomes.

On the other hand, as shown in FIG. 5 (3), a case where honeycomb cores 3 having different strengths are laminated with a small / small number of steps within the specified dimensions (three steps in the illustrated example). Is as follows: In this case, although the cost is excellent, due to the large difference in strength between the honeycomb cores 3, the relationship between the load and the displacement is reduced as shown by the solid line in FIG. 5 (4). There is a possibility that a large wave may occur, and the situation may not be set between the upper corridor upper limit R and the lower corridor lower limit S. The possibility that the required characteristics cannot be obtained is more likely to occur when considering that inconsistency in strength is inevitable when manufacturing the honeycomb core 3. Furthermore, if the number of stacked layers is small, there is a curved or uneven surface of a door or the like on the side surface of the collision vehicle 17 (see FIG. 2 (2)) and a projection such as a door knob or a mirror. For example, when the impact load F is locally received from a side direction or the like, there is a disadvantage that the stacked honeycomb cores 3 are easily broken or fall down.

As to the number of stacked honeycomb cores 3, as described above, if the number is large, the cost increases, but if the number is small, the required characteristics cannot be obtained, and there is a possibility that the honeycomb core 3 may be broken or fall. Considering these comprehensively, the three blocks 10 on the upper side of the honeycomb barrier face 9 and the one block 10 on the lower center are about three to five steps (four steps in the example of FIG. 1). Is appropriate, and for the lower left and right blocks 10, an appropriate number of layers is about 5 to 7 (6 in the example of FIG. 1).

Here, the required characteristics and required performance will be described in detail with reference to FIG. 6 (3), FIG. 7 (1), FIG. 7 (2) and the like. For example, in a side impact test, it is required to satisfy required characteristics and required performances such as required characteristics of load and displacement, absorptivity of impact energy, deformation amount, and the like as described above in standards and standards. These are usually defined for the entire honeycomb barrier face 9 and each block 10 constituting the same. Regarding the amount of deformation, the central cross section (in the vertical direction D) of the lower one block 10 is particularly large. (A transverse cross section along the front-rear direction B at the center position). The amount of deformation (the amount of displacement in the cell axis direction A due to the buckling E of the honeycomb core 3) is, for example, 330 mm plus or minus 20 mm with respect to the original dimension of 500 mm.

Regarding the corridor which is a required characteristic band of load and displacement, the corridor upper limit R and the corridor lower limit S are not set as direct limit values, but are set so that the actual limit values fall within the respective limits. The honeycomb barrier face 9 is set. That is, as described above, considering that the variation in strength is inevitable when manufacturing the honeycomb core 3, when designing the honeycomb barrier face 9, in order to surely clear the required characteristics, the corridor upper limit R and It is preferable to set the relationship between the load and the displacement so as to fall within a range narrower than the corridor lower limit S.

The three required characteristics and required performances such as required characteristics of load and displacement, absorption of impact energy, deformation amount, etc. are mutually related values, but these are specified individually. . Therefore, it is necessary to satisfy both of the required characteristics and required performance of these elements. Even if they are within the corridor upper limit R and the corridor lower limit S, if they deviate too much from the corridor median T, the impact energy absorption and deformation will be reduced. It may not be possible to meet the quantity requirements. Therefore, when designing the honeycomb barrier face 9, as shown by the solid lines in FIG. 6 (3) and FIG. It is set so as to pass through the vicinity of the median value T of the corridor T which rises to the right and to minimize the steps (the steps are caused by the stacked honeycomb cores 3) as much as possible. Care should be taken to be satisfied. From such a viewpoint, the compressive strength, the thickness in the front-back direction B, the number of layers, and the like of each of the stacked honeycomb cores 3 are determined.

The present invention is configured as described above. Then, it becomes as follows. The honeycomb barrier face 9 for the collision test is disposed at the front of a test vehicle 16 assuming a collision vehicle, as shown in FIG. From the front side, the vehicle is collided with a door or the like on the side of the vehicle 17 to be impacted. Accordingly, each block 10 shown in FIG. 1, FIG.
The honeycomb core 3 laminated in the front-back direction B having low strength
From the front side to the rear side with high strength, as shown in FIG. 6 (3) and FIG. 7 (1), FIG.
Progresses and displaces, and absorbs the applied impact energy.

Further, in the illustrated example, as shown in FIGS. 1 and 3 (1) and (3), a predetermined surface plate 11, each intermediate plate 12, a back plate 13 and the like are provided on the honeycomb core 3. Are adhered, and as shown in FIGS. 1 and 2 (1),
Each block 10 composed of the honeycomb cores 3 stacked in this way is arranged in the vertical direction D and the horizontal direction C. Further, as shown in FIG. 3 (2) and others, the ribbon direction L direction of the honeycomb core 3 is oriented in the vertical direction D, and as shown in FIG. 4 (1) and FIG. The front end or the rear end of the honeycomb core 3 is buckled E in advance, and as shown in FIG. 1 and FIG.
The upper and lower blocks 10 are commonly used, and the back plate 13 is commonly used by the blocks 10. So,
As for the honeycomb barrier face 9 for a collision test in the illustrated example, in the side collision test, the honeycomb cores 3 stacked on each block 10 are respectively directed from the surface plate 11 side to the rear plate 13 side in the same manner as described above. It buckles and displaces in order, absorbing the impact energy. Then, in the honeycomb barrier face 9 for the collision test, the following first, second, and third are performed.

First, this honeycomb barrier face 9
In the side impact test, the stacked honeycomb cores 3 buckle E in order from the front side with low strength and are displaced by the impact load F applied while gradually increasing, thereby absorbing the applied impact energy. .

In the honeycomb barrier face 9, since the honeycomb cores 3 are laminated, the honeycomb core 3 may be manufactured and cut, that is, it may have a substantially thick plate shape (a relatively thin rectangular parallelepiped shape). There is no need to process it.
Then, by adopting a configuration in which the layers are laminated while changing the strength, the required characteristics of the load and the displacement are surely satisfied at the time of the side collision test, and are shown in FIG. 6 (3) and FIG. 7 (2). Thus, while falling within the corridor upper limit R and the corridor lower limit S, required characteristics and required performance such as impact energy absorption and deformation can be satisfied.

Second, this honeycomb barrier face 9
In the side collision test, the honeycomb cores 3 stacked in a substantially thick plate shape (relatively thin rectangular parallelepiped) are sequentially buckled and deformed. That is, in the honeycomb barrier face 9, the space between the honeycomb cores 3 is laminated, and the intermediate plate 12
Are in surface contact with each other and adhered to the entire surface. Therefore, when the impact load F is applied at the time of collision, occurrence of separation, peeling, falling in the left-right direction C, falling in the vertical direction D, and the like between the stacked honeycomb cores 3 is prevented.

For example, the end of the block 10 of the honeycomb barrier face 9 in the left-right direction C or the up-down direction D due to the presence of a bend or unevenness such as a door on the side surface of the collision vehicle 17 or the presence of a projection such as a door knob or a mirror. The case where a local impact load F is applied to the part and the central part is as follows. That is, as shown in FIG. 6A, even when the end of the block 10 receives the impact load F, the stacked honeycomb cores 3
The space is adhered and laminated without change and falling in the left-right direction C without peeling off (compared with FIG. 9 (1) of FIG. 9 of the above-described conventional example). Similarly, even if an impact load F is applied to the central portion of the block 10 and the boundary between the blocks 10 as shown in FIG. 6B, the stacked honeycomb cores 3 may be separated and peeled off. It does not fall in the left-right direction C, and is entirely adhered and laminated without change (compare with FIG. 9 (2) of FIG. 9 of the above-described conventional example). Further, the block 10 and the honeycomb core 3 are not entirely collapsed in the vertical direction D due to the impact load F, and the honeycomb cores 3 are bonded and laminated without change as they are positioned in the vertical direction D as predetermined. ((3) of FIG. 9 of the above-mentioned conventional example of this type)
And control).

As described above, by preventing separation, peeling, falling down, etc., in the honeycomb barrier face 9, the stacked honeycomb cores 3 of the respective blocks 10 are directed from the front side to the rear side as expected. Buckling E stably
Progresses, and an overall and uniform displacement is realized. Therefore, from this aspect, as shown in FIG. 6 (3) and FIG. 7 (2), the required characteristics of load and displacement are satisfied, and the requirements of the absorption of impact energy, the amount of deformation, etc. Satisfies characteristics and required performance.

Incidentally, the honeycomb barrier face 9 in the illustrated example is used.
In this embodiment, the upper surface block 11 and the upper surface plate 11 which are common to the upper and lower blocks 10, the intermediate plate 12 provided with air permeability, the rear surface plate 13 which is common to each block 10 and the like are bonded to the honeycomb core 3 and used. The above-mentioned buckling E and displacement of the honeycomb core 3 are performed more stably and smoothly. or,
Each block 10 composed of such a honeycomb core 3 is
By arranging them up, down, left, and right under predetermined external dimensions, they conform to the standards and standards.

Further, the stacked honeycomb cores 3 are configured such that the L direction, which is the direction of the ribbon having high rigidity, is oriented in the vertical direction D. That is, in the side collision test, as shown by the imaginary line in FIG. 2 (2), a pressing force acting on the test carriage 16 so as to escape in the vertical direction D acts on the test carriage 16 and the front part thereof. The honeycomb barrier face 9 disposed in the vertical direction easily falls in the vertical direction D. However, by directing the L direction, which is the ribbon direction having high rigidity, in such a vertical direction D as described above,
The stacked honeycomb core 3 and the blocks 10 and the honeycomb barrier face 9 are reliably prevented from falling in the vertical direction D.

Further, by buckling the front end portion of the stacked honeycomb cores 3 in advance (pre-crash), the above-described overall buckling E and displacement can be performed more stably and smoothly. Become like Also, by buckling (pre-crash) the rear end portion of the rearmost honeycomb core 3 in advance (pre-crash), the bonding area with the back plate 13 is increased, and the bonding strength is improved. The buckling E and the displacement described above can be stably and smoothly performed from this surface. In particular, at the time of collision, a moment acts in a direction in which the bonded honeycomb core 3 is peeled off from the back plate 13, but the peeling is prevented because the bonding force is improved in this way.

Third, this honeycomb barrier face 9
Has a configuration in which the honeycomb cores 3 are laminated for each block 10 and the strengths thereof are different. And the strength and impact energy absorption performance of each honeycomb core 3 are as follows:
The thickness in the front-rear direction B, the size of the cell 15, the thickness of the cell wall 8, the material, and the like are appropriately selected and changed, so that the setting can be easily and reliably performed. Further, the processing of the accompanying surface plate 11, the intermediate plate 12, the back plate 13 and the like is also easy, and the processing of forming each of the blocks 10 is also easy, and the ribbon direction of the honeycomb core 3 is the L direction. Can be easily set in the vertical direction D. Furthermore, the honeycomb core 3
It is also easy to partially buckle the front end and the rear end in advance. As described above, the honeycomb barrier face 9 is easily processed as a whole.

[0046]

As described above, in the honeycomb barrier face for a collision test according to the present invention, the honeycomb core is laminated so that the strength becomes higher toward the rear side. A face plate or the like is adhered, such blocks are arranged vertically and horizontally, the ribbon direction of the honeycomb core is turned up and down, the end of the honeycomb core is buckled in advance, and the face plate is shared by the upper and lower blocks. In addition, the following effects are exhibited by using a common back plate for each block.

First, it is possible to reliably configure the apparatus so as to satisfy required characteristics and required performance at the time of collision. In the honeycomb barrier face for the collision test, the stacked honeycomb cores buckle and displace in order from the front side with lower strength, and absorb the impact energy due to an applied impact load in a side impact test or the like. Therefore, as described in the above-described conventional example, the honeycomb core is made to have a substantially triangular wave-shaped uneven shape to cope with a gradually increasing impact load. As a result, it is not easy to set the uneven shape, and a slight inclination is required. A situation in which an error occurs due to the difference between the two is avoided.

That is, in this honeycomb barrier face,
Honeycomb cores may remain thick plate-like (relatively thin rectangular parallelepiped) shape, and by changing the strength, they are stacked so that the load and displacement requirements can be ensured during a side impact test. It satisfies the characteristics, and can satisfy the required characteristics and performance such as the absorption of impact energy and the amount of deformation.

Secondly, separation, peeling, falling down, and the like at the time of impact are also prevented, and from this aspect, the required characteristics and required performance at the time of collision can be surely satisfied. That is, in the honeycomb barrier face for the collision test, the honeycomb cores stacked in a thick plate shape (relatively thin rectangular parallelepiped) are sequentially buckled and displaced in a side collision test or the like. Therefore, as in the above-described conventional example, the honeycomb core of each block of the front layer and the top of the honeycomb core of the rear layer on which the substantially triangular wave-shaped irregularities are formed are bonded at two places, and approximately 2 As a result of being in the point support state, when impact load was applied, separation, peeling, falling, etc. were likely to occur.
Be avoided.

That is, in this honeycomb barrier face, the honeycomb cores are stacked and are in surface contact and are adhered to each other. Thus, for example, even when a local impact load is applied due to the curvature of the side surface of the vehicle to be impacted, the presence of bumps, and the like, separation, peeling, falling down, etc. between the stacked honeycomb cores are prevented. . As a result, each honeycomb core buckles stably as expected, and is displaced as a whole and uniformly.From this aspect, the required characteristics of load and displacement, the absorption of impact energy, The required characteristics and required performance such as the amount can be satisfied. Of course, the deformation amount data itself can be measured and grasped reliably, and adverse effects on various measured data such as an injury value of a dummy doll of a collision vehicle are also avoided.

In particular, in the second aspect, the buckling and displacement of the honeycomb core can be performed more stably and smoothly by bonding the surface plate, the intermediate plate having air permeability, the back plate, and the like.
A honeycomb barrier face is obtained. According to the third aspect of the present invention, by disposing the blocks made of such honeycomb cores vertically and horizontally, the honeycomb barrier face can be applied to the definition of standards and standards. Claim 4
Thus, a honeycomb barrier face is obtained in which the ribbon direction in which the rigidity of the honeycomb core is high is directed up and down, whereby the collapse in the up and down direction is reliably prevented. In claim 5, by buckling the front end of the honeycomb core in advance,
The overall buckling and displacement are performed more stably and smoothly, and the rear end of the rearmost honeycomb core is buckled in advance, increasing the contact area with the back plate and improving the adhesive strength. Accordingly, a honeycomb barrier face is obtained in which peeling is prevented and buckling and displacement are stably and smoothly performed from this surface. Furthermore, in the sixth aspect, the top plate is shared by the upper and lower blocks, and the back plate is shared by each block, so that it can be applied to the definition of standards and standards, and buckling and displacement can be further stabilized. It becomes a honeycomb barrier face that is performed smoothly.

Third, they are easily and easily realized. That is, the honeycomb barrier face has a configuration in which the strength of each of the stacked honeycomb cores is merely different, and thus the above-described first and second points are easily realized. That is, as in the above-described conventional example of this type, the honeycomb core is laminated without changing the shape of the substantially triangular wave, which requires fine and high precision, on the honeycomb core without changing the thickness of the honeycomb core. It suffices to do so and the processing is simple.

Further, the structure of the front plate, the intermediate plate, the back plate, etc. of the second embodiment is simple, and the structure of the block is simple as in the third embodiment. You can easily set the configuration for. Further, a configuration in which a part is buckled in advance can be easily prepared as in claim 5,
The structure in which the front plate and the rear plate of claim 6 are shared is also simple. Therefore, even when the configuration of the second, third, fourth, fifth, and sixth aspects is adopted, the first and second points described above can be easily realized. As described above, the effects exhibited by the present invention are remarkable and large, for example, all the problems existing in this type of conventional example are solved.

[Brief description of the drawings]

FIG. 1 is an exploded perspective view for explaining an embodiment of a honeycomb barrier face for a collision test according to the present invention.

FIGS. 2A and 2B are explanatory views of an embodiment of the present invention, in which FIG. 1A is a perspective explanatory view and FIG. 2B is a side view at the time of a collision.

FIGS. 3A and 3B are views for explaining the embodiment of the present invention, in which FIG. 1A is a perspective view of a main part, FIG. 3B is a perspective view of a honeycomb core, and FIG. FIG.

FIGS. 4A and 4B are perspective explanatory views for explaining the embodiment of the present invention. FIG. 4A is a perspective view of a honeycomb core whose front end is buckled in advance, and FIG. FIG. 3C shows an example of a buckled honeycomb core that has not been buckled in advance.

5A and 5B are views for explaining the embodiment of the present invention, and FIG. 5A is an explanatory plan view of a main part of an example in which the number of stacked honeycomb cores is large;
(2) Figure is a graph showing the relationship between the load and the displacement,
FIG. 3 (3) is a plan explanatory view of a main portion of an example in which the number of stacked honeycomb cores is small, and FIG. 4 (4) is a graph showing the relationship between the load and the displacement.

FIG. 6 is provided for describing the embodiment of the present invention, and FIG. 6A is an explanatory plan view of a main part of an example in which an impact load is applied to an end;
FIG. 2B is an explanatory plan view of a main part of an example in which an impact load is applied to a central portion, and FIG. 3C is a graph illustrating a relationship between a load and a displacement.

FIGS. 7A and 7B are views for explaining the embodiment of the present invention, wherein FIG. 1A is a plan explanatory view of a main part of one example, FIG. 7B is a graph showing the relationship between the load and the displacement, and FIG. FIG. 1 is an explanatory plan view of a main part of a conventional example of this kind, and FIG. 4D is a graph showing the relationship between the load and the displacement.

FIG. 8 shows a conventional honeycomb barrier face for a collision test of this kind, wherein FIG. 8 (1) is a perspective explanatory view, and FIG.
It is a plane explanatory view of a principal part.

9A and 9B show a conventional example of this type, in which FIG. 1A is a plan explanatory view of a main part of an example in which an impact load is applied to an end portion, and FIG.
Plane explanatory view of an example in which an impact load is applied to the central portion, and FIG. 3C is a side explanatory view of an example of the case where the impact load is applied, and the case falls in the vertical direction.

FIG. 10 is a perspective view of a honeycomb core.

[Explanation of symbols]

 REFERENCE SIGNS LIST 1 Honeycomb barrier face (conventional example) 2 Front layer 3 Honeycomb core 4 Face material 5 Back layer 6 Top 7 Back plate 8 Cell wall 9 Honeycomb barrier face (of the present invention) 10 Block 11 Surface plate 12 Intermediate plate 13 Back Face plate 14 Ventilation hole 15 Cell 16 Test cart 17 Collision vehicle A Cell axial direction B Front and rear direction C Left and right direction D Vertical direction E Buckling F Impact load L direction R Corridor upper limit S Corridor lower limit T Corridor median W direction

Claims (6)

[Claims] 1. A honeycomb barrier face used in a collision test of an automobile or the like, comprising a planar aggregate of hollow columnar cells defined by cell walls, wherein the cell walls buckle due to an impact load. A plurality of honeycomb cores are used, each of which is oriented in the cell axis direction in the forward and backward load acting directions, and is stacked in a plurality of stages in the cell axis direction, and has a strength closer to the front side. A honeycomb barrier face for a collision test, characterized in that the honeycomb barrier face is stacked in order from lower to higher on the rear side. 2. The honeycomb barrier face for a collision test according to claim 1, wherein a surface plate is bonded to a front surface of the foremost honeycomb core, and an intermediate plate having front and rear air permeability between the honeycomb cores. A rear face plate having front and rear air permeability is bonded to the rear face of the rearmost honeycomb core, and a honeycomb barrier face for a collision test is provided. 3. The honeycomb barrier face for a collision test according to claim 1, wherein each of the stacked honeycomb cores constitutes one block, and a plurality of blocks each having a rectangular parallelepiped shape are arranged side by side vertically and horizontally. is being done,
A honeycomb barrier face for a crash test characterized by the following. 4. The honeycomb barrier face for a collision test according to claim 1, wherein the honeycomb cores are arranged with a ribbon direction facing up and down. 5. The collision barrier according to claim 1, wherein the honeycomb core has a front end or a rear end that is buckled in advance. face. 6. The honeycomb barrier face for a collision test according to claim 3, wherein a front surface plate is bonded to a front surface of the frontmost honeycomb core, and the front surface plate is common to each of the upper blocks. A back plate having front and rear air permeability is adhered to the rear surface of the honeycomb core on the rear side, which is made of a material common to each of the blocks on the lower side.
The rear face plate is provided commonly to each of the blocks, and the honeycomb barrier face for a crash test is characterized.