JPH115564A - Side member structure of vehicle - Google Patents
Side member structure of vehicleInfo
- Publication number
- JPH115564A JPH115564A JP17650197A JP17650197A JPH115564A JP H115564 A JPH115564 A JP H115564A JP 17650197 A JP17650197 A JP 17650197A JP 17650197 A JP17650197 A JP 17650197A JP H115564 A JPH115564 A JP H115564A
- Authority
- JP
- Japan
- Prior art keywords
- side member
- vehicle
- collision
- rib
- thickness
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Withdrawn
Links
Landscapes
- Body Structure For Vehicles (AREA)
Abstract
Description
【0001】[0001]
【発明の属する技術分野】車両の衝突エネルギを吸収す
る車両のサイドメンバ構造に係り、特に、アルミニウム
押出し材の押出しにより中空軸状に成形された車両のサ
イドメンバ構造に関する。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle side member structure for absorbing vehicle collision energy, and more particularly to a vehicle side member structure formed into a hollow shaft by extruding an aluminum extruded material.
【0002】[0002]
【従来の技術】車両衝突時の安全性を増すため、図4に
示されるように、車体aの両サイドに配設され、衝突力
を圧縮で受けるサイドメンバb、bを高張力鋼板と比べ
てエネルギ吸収率が大きく、且つ軽量なアルミニウムで
形成したり、また、アルミニウム製のサイドメンバb,
bを角パイプ状に形成すると共に、内部にエネルギ吸収
量を増すためのリブを形成して、車両衝突時の衝突エネ
ルギをサイドメンバb、b、リブの座屈的な繰返し変形
により吸収するという構造が案出されている。2. Description of the Related Art As shown in FIG. 4, side members b and b, which are provided on both sides of a vehicle body a and receive a collision force by compression, as shown in FIG. Made of aluminum, which has a large energy absorption rate and is lightweight, and aluminum side members b,
b is formed in the shape of a square pipe, and a rib for increasing the amount of energy absorption is formed therein, so that the collision energy at the time of a vehicle collision is absorbed by buckling and repeated deformation of the side members b, b and the rib. The structure has been devised.
【0003】しかし、サイドメンバb、bの長手方向と
直交する断面の断面係数を衝突力に対して一定とする
と、全体の衝突エネルギ吸収力が確保されるものの、車
両衝突初期の最大荷重が大きすぎ、このとき生じる大き
な衝突反力がそのまま大きなショックとして乗員に作用
してしまうという問題がある。However, if the section modulus of a section orthogonal to the longitudinal direction of the side members b, b is made constant with respect to the collision force, the entire collision energy absorbing force is secured, but the maximum load in the initial stage of the vehicle collision is large. There is a problem that the large collision reaction force generated at this time acts on the occupant as a large shock.
【0004】そこで、図5に示すように、内部に幅方向
及び長手方向に沿わせてリブcを有するアルミニウム製
のサイドメンバbにおいて、リブcの衝突側端部c1に
のみ衝突初期の最大荷重のみ下げる切除を施し、この
分、乗員に対するショックを低減する提案(特開平5−
65076号)がなされている。Therefore, as shown in FIG. 5, in an aluminum side member b having a rib c along its width and length, the maximum load in the initial stage of the collision is applied only to the collision side end c1 of the rib c. A proposal to reduce the shock to the occupant by this amount
No. 65076).
【0005】[0005]
【発明が解決しようとする課題】しかし、上記提案のよ
うに、リブcに切除を施には加工が大変でコスト高とな
り、廉価に提供できないという問題がある。本発明は上
記事情に鑑みてなされたもので、その目的は全体の衝突
エネルギ吸収力の高いままで、車両衝突時の初期反力が
低いサイドメンバ構造を廉価に提供することにある。However, as described in the above proposal, there is a problem in that cutting the rib c requires a great deal of processing, increases the cost, and cannot be provided at low cost. The present invention has been made in view of the above circumstances, and an object of the present invention is to provide a low-cost side member structure having a low initial reaction force at the time of a vehicle collision while maintaining a high overall collision energy absorbing power.
【0006】[0006]
【課題を解決するための手段】このため本発明にかかる
サイドメンバは車両衝突時の衝突エネルギーを吸収すべ
くサイドメンバをアルミニウム押出し材の押出しにより
中空軸状に形成され、サイドメンバ及びリブの肉厚を車
両の前後方向端部から車室側に向かって順次増大するよ
うに形成されている。このため全体として衝突エネルギ
ー吸収力が大きいままで、初期の最大荷重を下げること
ができ、また同時に小型・軽量化をも達成できる。ま
た、上記サイドメンバは、車両衝突時の衝突エネルギー
を吸収すべくアルミニウム押出し材の押出しにより中空
軸状に形成され、かつサイドメンバの肉厚が車両の前後
方向端部から車室側に向かって順次増大するように形成
されている。このように押出しと同時にサイドメンバの
衝突力に対する断面係数を設定することができるので、
全体として初期衝突エネルギー吸収力を大きくしたまま
初期最大荷重だけを下げることができる。For this reason, in the side member according to the present invention, the side member is formed into a hollow shaft by extruding an aluminum extruded material so as to absorb the collision energy at the time of a vehicle collision. The thickness is formed so as to gradually increase from the front-rear end of the vehicle toward the cabin. For this reason, the initial maximum load can be reduced while the collision energy absorbing power is large as a whole, and the size and weight can be reduced at the same time. The side member is formed in a hollow shaft shape by extruding an aluminum extruded material to absorb collision energy at the time of a vehicle collision, and the thickness of the side member increases from the front-rear direction end of the vehicle toward the passenger compartment. It is formed so as to increase sequentially. In this way, since the section coefficient for the collision force of the side member can be set simultaneously with the extrusion,
As a whole, only the initial maximum load can be reduced while the initial collision energy absorbing power is kept large.
【0007】[0007]
【発明の実施の形態】以下に、本発明の実施の形態を添
付図面を参照して例示的に詳述する。図1は、車両の前
部あるいは後部の左右両側に配設されるサイドメンバの
構造を示す斜視図である。DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Embodiments of the present invention will be described below in detail with reference to the accompanying drawings. FIG. 1 is a perspective view showing the structure of side members disposed on the left and right sides of a front portion or a rear portion of a vehicle.
【0008】図1において、サイドメンバ2は、高張力
鋼板と比べて、軽く、エネルギ吸収量の大きいアルミニ
ウム押出し材(図示せず)の押出しにより、内部に衝突
エネルギ吸収のためのリブ3を有する断面ほぼ田字状に
形成される。この場合、サイドメンバ2、リブ3の肉厚
及びX、Y軸方向の断面二次半径は、車体衝突時の衝突
エネルギを吸収して、車室の変形を防止できれば充分で
あり、従って、リブ3の形態は、図1に示す断面ほぼ十
字型の形態に限定されるものではなく、格子状でも、ま
た、複数のリブ3がX軸又はY軸方向において複数のリ
ブ3が並ぶ形態でも、また、サイドメンバの外面に長手
方向に沿わせてリブ3を少なくとも一以上形成した形態
でも構わない。そして、リブ3の前端部2aの肉厚t
1、t2及びサイドメンバ3の前端部3aの肉圧t4,
t5は、サイドメンバ2の衝突初期の最大荷重のみ下げ
るために、その後端部側へ向かって順次増大するよう押
出し成形され、またこれら前端部2a,3aと連続する
サイドメンバ2及びリブ3の後端側2b,3bは、車両
衝突時の衝突エネルギを吸収して車室の変形を防止し得
る肉厚にt3,t6に形成される。In FIG. 1, the side member 2 has a rib 3 for absorbing collision energy inside by extruding an aluminum extruded material (not shown) which is lighter than a high-tensile steel plate and has a large energy absorption. The cross section is formed substantially in a letter shape. In this case, the thicknesses of the side members 2 and the ribs 3 and the cross-sectional secondary radii in the X and Y axis directions are sufficient as long as the collision energy at the time of the vehicle body collision can be absorbed and the deformation of the cabin can be prevented. The shape of the rib 3 is not limited to the cross-shaped shape shown in FIG. 1, but may be a lattice shape or a shape in which the plurality of ribs 3 are arranged in the X-axis or Y-axis direction. Further, at least one rib 3 may be formed on the outer surface of the side member along the longitudinal direction. The thickness t of the front end 2a of the rib 3
1, t2 and the wall pressure t4 of the front end 3a of the side member 3.
At time t5, in order to lower only the maximum load of the side member 2 at the initial stage of collision, it is extruded so as to gradually increase toward the rear end, and after the side member 2 and the rib 3 continuous with these front ends 2a, 3a. The end sides 2b and 3b are formed at thicknesses t3 and t6 so as to absorb collision energy at the time of a vehicle collision and prevent deformation of the cabin.
【0009】図2は、衝突力(衝突荷重)に対するサイ
ドメンバの変位量の変化を示す荷重−変位線図であり、
実線Aは断面田型で衝撃荷重に対するサイドメンバ及び
リブ断面が一定なサイドメンバの荷重−変位の変化を示
して、点線Bは本実施形態に係る断面田型のサイドメン
バ2の荷重−変位の変化を示している。図2のグラフに
示すように、サイドメンバ2は、リブ3及びサイドメン
バ2の肉厚が一様な場合(A)と比べ、衝突初期の最大
荷重を低くし、その後は荷重、変位とも同じように変化
する。従って、乗員にとって支障のないサイドメンバ2
が得られたことが認められる。FIG. 2 is a load-displacement diagram showing a change in the amount of displacement of the side member with respect to a collision force (collision load).
A solid line A indicates a change in load-displacement of the side member and the side member having a constant rib cross section with respect to an impact load in a cross-sectional shape, and a dotted line B indicates a load-displacement of the side member 2 of the cross-sectional shape according to the present embodiment. The change is shown. As shown in the graph of FIG. 2, the side member 2 lowers the maximum load at the initial stage of the collision as compared with the case (A) in which the thickness of the rib 3 and the side member 2 is uniform, and thereafter the load and the displacement are the same. To change. Therefore, the side member 2 that does not hinder the occupant
Is obtained.
【0010】ところで、上記田型のサイドメンバ2をア
ルミニウム押出し材の押出しで成形するには、特開平8
−192221号に開示されているように、押出し装置
(図示せず)の押出し口にダイスを配設し、このダイス
により、押出し口の形状を変更すれば良い。例えば、押
出し装置の押出し口(図示せず)に対し、図3に示すよ
うな上下一対のダイス4,4と左右一対のダイス5,5
とを並設し、一方の上下一対のダイス4,4には、上下
方向の互いの重ね合せの程度により、サイドメンバ2の
肉厚t4,t5,t6とリブ3の肉圧t1,t2,t3
を同時に調節するための第一可変押出し口6,6と、第
二可変押出し口7,7とを形成し、また、他方の左右一
対のダイス5,5には、左右方向の互いの重ね合せの程
度により、サイドメンバ2の肉厚t4,t5,t6とリ
ブ3の肉圧t1,t2,t3を同時に調節する第三可変
押出し口8,8と、第四可変押出し口9,9とを形成す
る。Incidentally, in order to form the side member 2 of the cross section by extruding an aluminum extruded material, Japanese Patent Laid-Open No.
As disclosed in JP-A-192221, a die is provided at an extrusion port of an extrusion device (not shown), and the shape of the extrusion port may be changed by the die. For example, a pair of upper and lower dies 4, 4 and a pair of right and left dies 5, 5 as shown in FIG.
The thicknesses t4, t5, and t6 of the side members 2 and the pressures t1, t2, and the thicknesses of the ribs 3 are arranged on one of the upper and lower dies 4 and 4 depending on the degree of overlap between the upper and lower dies. t3
The first variable extrusion port 6,6 and the second variable extrusion port 7,7 for simultaneously adjusting the width are formed, and the other pair of left and right dies 5,5 are overlapped with each other in the left and right direction. The third variable extrusion ports 8, 8 for simultaneously adjusting the wall thicknesses t4, t5, t6 of the side members 2 and the wall pressures t1, t2, t3 of the ribs 3 and the fourth variable extrusion ports 9, 9 according to the degree of Form.
【0011】従って、係る押出し装置によれば、上下一
対のダイス4,4及び左右一対のダイス5,5間でそれ
ぞれ第1可変押出し口6,6、第2可変押出し口7,
7、第三可変押出し口8,8及び第四可変押出し口9,
9の上下・左右の間隔をそれそぞれ調節すれば、サイド
メンバ2の肉厚、リブ3の肉厚を変更することができ、
また、これら上下・左右の間隔を、それぞれアルミニウ
ム押出し材の押出し量又は押出し時間に基づいて調節す
れば、サイドメンバ2の肉厚及びリブ3の肉厚をテーパ
ー状にも、また、一定の肉厚にも変更することができ
る。従って、上下一対のダイス4,4及び左右一対のダ
イス5,5の重ね程度をサイドメンバ2及びリブ3の最
小肉厚t1,t4に合わせて調節した後、押出し開始か
ら所定時間の間、上下一対ダイス4,4及び左右一対の
ダイス5,5間の間隔を順次増し、所定時間以後は、そ
の重ね程度をサイドメンバ2の最大肉厚t6及びリブ3
の最大肉厚t3に合わせて固定すれば上記した断面ほぼ
田型のサイドメンバ2を廉価に形成することができる。
なお、上記実施形態の説明にあって、断面田型のサイド
メンバ2について説明したが、リブ3のないサイドメン
バを形成することも勿論可能である。つまり、図1にお
いて、リブ3のない分、サイドメンバの幅B、高さHを
増して断面係数を上げ、サイドメンバの前端部2aの肉
厚t4,t5のみを衝突初期の衝突エネルギ吸収量が乗
員とって支障のない大きさまで低くなるように設定すれ
ば、断面田型のサイドメンバ2と同様に、衝突初期の最
大荷重が従来より低い車両のサイドメンバ2が得られ
る。Therefore, according to the extrusion apparatus, the first variable extrusion ports 6 and 6 and the second variable extrusion ports 7 and 7 are provided between the upper and lower dies 4 and 4 and the left and right dies 5 and 5 respectively.
7, the third variable extrusion port 8, 8 and the fourth variable extrusion port 9,
The thickness of the side members 2 and the thickness of the ribs 3 can be changed by adjusting the vertical and horizontal intervals of 9 respectively.
Further, by adjusting the vertical and horizontal intervals based on the extrusion amount or the extrusion time of the aluminum extruded material, the thickness of the side member 2 and the thickness of the rib 3 can be tapered, or can be constant. Thickness can also be changed. Therefore, after adjusting the overlapping degree of the pair of upper and lower dies 4 and 4 and the pair of right and left dies 5 and 5 according to the minimum thicknesses t1 and t4 of the side members 2 and the ribs 3, the vertical direction is maintained for a predetermined time from the start of extrusion. The distance between the pair of dies 4, 4 and the pair of left and right dies 5, 5 is sequentially increased, and after a predetermined time, the overlapping degree is determined by the maximum thickness t6 of the side member 2 and the rib 3
By fixing the side member 2 in accordance with the maximum thickness t3, the above-described side member 2 having a substantially cross section can be formed at a low cost.
In the description of the above embodiment, the side member 2 having a cross section is described. However, a side member without the rib 3 may be formed. That is, in FIG. 1, the width B and height H of the side member are increased to increase the section modulus by the absence of the rib 3, and only the thicknesses t4 and t5 of the front end portion 2a of the side member are determined by the collision energy absorption amount at the initial stage of the collision. Is set so as to reduce the size to a size that does not cause any trouble for the occupant, the side member 2 of the vehicle having the maximum load at the initial stage of the collision lower than the conventional one can be obtained similarly to the side member 2 having the cross section in the cross section.
【0012】[0012]
【発明の効果】以上、説明したことから明らかなように
本発明によれば、全体の衝突エネルギ吸収力の高いまま
で、車両衝突時の初期反力が低い車両のサイドメンバ構
造を廉価に提供でき(請求項1,請求項2)、しかも、
比較的、小形のサイドメンバを提供できる(請求項2)
という優れた効果を発揮する。As is apparent from the above description, according to the present invention, it is possible to provide a low-cost side member structure of a vehicle having a low initial reaction force at the time of a vehicle collision while maintaining a high overall collision energy absorbing power. (Claim 1 and claim 2)
A relatively small side member can be provided (claim 2)
It has an excellent effect.
【図1】本発明の一実施形態に係る車両のサイドメンバ
構造を示す斜視図である。FIG. 1 is a perspective view showing a vehicle side member structure according to an embodiment of the present invention.
【図2】本発明の一実施形態に係る車両のサイドメンバ
構造とその衝突荷重に対する衝突エネルギの吸収量の変
化を示す荷重−変位線図である。FIG. 2 is a load-displacement diagram showing a side member structure of a vehicle according to one embodiment of the present invention and a change in an absorption amount of collision energy with respect to a collision load.
【図3】本実施形態に係る田型のサイドメンバを形成す
るための押出し装置のダイスを示す図である。FIG. 3 is a view showing a die of an extrusion device for forming a rice-shaped side member according to the embodiment.
【図4】車両の前部構造とサイドメンバの構造及び取付
け位置を示す斜視図である。FIG. 4 is a perspective view showing a structure of a front part and a side member of a vehicle and a mounting position thereof.
【図5】車両衝突時の初期衝突エネルギのみ低下させる
ためにリブの一部を加工により除去した従来のサイドメ
ンバ構造の要部を示す斜視図である。FIG. 5 is a perspective view showing a main part of a conventional side member structure in which a part of a rib is removed by processing in order to reduce only an initial collision energy at the time of a vehicle collision.
1 車両 2 サイドメンバ 2a 前端部 3 リブ t1,t2,t3 リブの肉厚 t4,t5,t6 サイドメンバの肉厚 DESCRIPTION OF SYMBOLS 1 Vehicle 2 Side member 2a Front end 3 Rib t1, t2, t3 Thickness of rib t4, t5, t6 Thickness of side member
Claims (2)
サイドメンバをアルミニウム押出し材の押出しにより中
空軸状に形成した車両のサイドメンバ構造において、 上記押出しにより、上記サイドメンバにその長手方向に
沿ってリブを少なくとも一以上形成するとともに、 該リブ及び上記サイドメンバの肉厚を車両の前後方向端
部から車室側に向かって順次増大させたことを特徴とす
る車両のサイドメンバ構造。1. A side member structure for a vehicle in which a side member is formed into a hollow shaft by extruding an aluminum extruded material in order to absorb a collision energy at the time of a vehicle collision. A side member structure of the vehicle, wherein at least one or more ribs are formed, and the thicknesses of the rib and the side member are sequentially increased from the front-rear end of the vehicle toward the cabin.
サイドメンバをアルミニウム押出し材の押出しにより中
空軸状に形成するとともに、 該サイドメンバの肉厚を車両の前後方向端部から車室側
に向かって順次増大させたことを特徴とする車両のサイ
ドメンバ構造。2. A side member is formed into a hollow shaft by extruding an aluminum extruded material in order to absorb a collision energy at the time of a vehicle collision, and a thickness of the side member is increased from a front-rear direction end of the vehicle to a vehicle interior side. A side member structure of a vehicle, wherein the side member structure is sequentially increased.
Priority Applications (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP17650197A JPH115564A (en) | 1997-06-17 | 1997-06-17 | Side member structure of vehicle |
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP17650197A JPH115564A (en) | 1997-06-17 | 1997-06-17 | Side member structure of vehicle |
Publications (1)
Publication Number | Publication Date |
---|---|
JPH115564A true JPH115564A (en) | 1999-01-12 |
Family
ID=16014756
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
JP17650197A Withdrawn JPH115564A (en) | 1997-06-17 | 1997-06-17 | Side member structure of vehicle |
Country Status (1)
Country | Link |
---|---|
JP (1) | JPH115564A (en) |
Cited By (7)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JP2002155981A (en) * | 2000-11-21 | 2002-05-31 | Aisin Seiki Co Ltd | Impact absorbing member and bumper |
DE4236551B4 (en) * | 1991-11-01 | 2004-06-09 | Murata Mfg. Co., Ltd., Nagaokakyo | Production of barium titanate thin films |
EP1426271A1 (en) * | 2002-12-06 | 2004-06-09 | HONDA MOTOR CO., Ltd. | Vehicle body frame |
JP2004168218A (en) * | 2002-11-21 | 2004-06-17 | Hitachi Ltd | Energy absorbing member |
US6889617B2 (en) | 2001-04-20 | 2005-05-10 | Kawasaki Jukogyo Kabushiki Kaisha | Collision energy absorbing structure of vehicle |
CN100435289C (en) * | 2003-12-01 | 2008-11-19 | 胜高股份有限公司 | Manufacturing method of silicon wafer |
CN103091004A (en) * | 2011-11-08 | 2013-05-08 | 精工爱普生株式会社 | Sensor element, force detecting device and robot |
-
1997
- 1997-06-17 JP JP17650197A patent/JPH115564A/en not_active Withdrawn
Cited By (8)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE4236551B4 (en) * | 1991-11-01 | 2004-06-09 | Murata Mfg. Co., Ltd., Nagaokakyo | Production of barium titanate thin films |
JP2002155981A (en) * | 2000-11-21 | 2002-05-31 | Aisin Seiki Co Ltd | Impact absorbing member and bumper |
US6889617B2 (en) | 2001-04-20 | 2005-05-10 | Kawasaki Jukogyo Kabushiki Kaisha | Collision energy absorbing structure of vehicle |
US6951176B2 (en) | 2001-04-20 | 2005-10-04 | Kawaski Jukogyo Kabushiki Kaisha | Collision energy absorbing structure of vehicle |
JP2004168218A (en) * | 2002-11-21 | 2004-06-17 | Hitachi Ltd | Energy absorbing member |
EP1426271A1 (en) * | 2002-12-06 | 2004-06-09 | HONDA MOTOR CO., Ltd. | Vehicle body frame |
CN100435289C (en) * | 2003-12-01 | 2008-11-19 | 胜高股份有限公司 | Manufacturing method of silicon wafer |
CN103091004A (en) * | 2011-11-08 | 2013-05-08 | 精工爱普生株式会社 | Sensor element, force detecting device and robot |
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