JPWO2015155889A1 - 衝撃吸収構造及びこれを備えた車両用外板部材 - Google Patents
衝撃吸収構造及びこれを備えた車両用外板部材 Download PDFInfo
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Abstract
Description
図1は、本発明の第1実施形態にかかる衝撃吸収構造S1を備えたフード1の斜視図であり、図2は、フード1の断面図である。
インパクタFが、フード1の表面に衝突すると、まず、表側部材11及び中間部材13が、インパクタFとの接触点(以下、荷重点)Pにおける変位量が最も大きくなるように弾性変形する。この間、中間部材13は、表側部材11及び裏側部材12に沿って延び、かつ、それらに挟持されているため、表側部材11と一体的に変形する。一方、第2の中間部材14は、上述のように表側部材11よりも低い強度を有しているため、表側部材11及び中間部材13に対して弾発力を付与しつつそれらの変形を受容するように厚さ方向につぶれ変形する(厚さ方向に圧縮される)。荷重入力開始後初期は、荷重点Pにおける変位量は小さく、第2の中間部材14の弾発力は相対的に小さい。そのため、インパクタFには、主として表側部材11及び中間部材13の復元力(弾性力)が反力として付与される。また、この時点では、表側部材11、中間部材13、第2の中間部材14及び裏側部材12の一体性が保持されており、これら表側部材11、裏側部材12、中間部材13及び第2の中間部材14で形成される断面積の大きさによって、全体の曲げ剛性が保持されている。このため、G−T曲線上の加速度は、図3に示すように、時間の経過とともに(表側部材11及び中間部材13の変位の増加とともに)単調に増加する傾向を示す。
中間部材13にクラックが生じると、インパクタFにかかる反力のうち中間部材13の弾性力に由来する分が減少する。このため、G−T曲線上の加速度は、図3に示すように、中間部材13にクラックが生じた時点において最初の極大値G1をとった後、時間の経過とともに減少するようになる。
やがて、第2の中間部材14の変形量がある程度まで大きくなり、その弾発力が相対的に大きくなると、インパクタFから入力された荷重のより多くの部分が、表側部材11及び中間部材13の荷重点P近傍部位と第2の中間部材14のつぶれ変形部とを介して、裏側部材12にも伝達されるようになる(図4(b)中の矢印参照)。このためインパクタFには、主として表側部材11、第2の中間部材14及び裏側部材12の復元力(弾性力)が反力として付与されるようになる。
表側部材11にクラックが生じると、インパクタFにかかる反力のうち表側部材11の弾性力に由来する分が減少する。このため、G−T曲線上の加速度は、図3に示すように、表側部材11にクラックが生じた時点において2つ目の極大値G2をとった後、時間の経過とともに減少していく。
次に、本発明の第2実施形態について説明する。本実施形態にかかる衝撃吸収構造S2は、主として以下の2点において、第1実施形態にかかる衝撃吸収構造S1と異なる。すなわち、フード1の表面層Eと裏面層Iとに挟持された中間層M(エネルギー吸収層)が第1実施形態における中間部材13のみによって構成されていて、第2の中間部材14に相当する部分が中間層Mに存在しないという点、及び、フード1の裏面層Iを構成する裏側部材12が炭素繊維強化プラスチック製ではなくガラス繊維強化プラスチック製であり、そのため裏側部材12が表側部材11よりも伸びやすいという点である。他の構成要素は、第1実施形態の対応する構成要素と同等であるので、同一の符号を付けて詳細な説明を省略する。
インパクタFが、フード1の表面に衝突すると、まず、インパクタFとの接触点(以下、荷重点)Pにおける変位量が最も大きくなるように弾性変形する。この間、中間部材13は、表側部材11及び裏側部材12に沿って延び、かつ、それらに挟持されている状態を保持する。すなわち、中間部材13は、表側部材11及び裏側部材12と一体的に変形し、これら表側部材11、裏側部材12及び中間部材13で形成される断面積の大きさによって、全体の曲げ剛性は保持される。そのため、インパクタFには、表側部材11、中間部材13及び裏側部材12全体の復元力(弾性力)が反力として付与され、G−T曲線上の加速度は、図6に示すように、時間の経過とともに(上記変位の増加とともに)単調に増加する傾向を示す。
中間部材13にクラックが生じると、インパクタFにかかる反力のうち中間部材13の弾性力に由来する分が減少する。このため、G−T曲線上の加速度は、図6に示すように、中間部材13にクラックが生じた時点において最初の極大値G3をとった後、時間の経過とともに減少するようになる。
中間部材13の破断が進み、荷重点Pの変形量がある程度まで大きくなると、表側部材11及び裏側部材12の個々の復元力(弾性力)が大きくなってきて、インパクタFには、それらの合力が反力として付与されるようになる。そのため、G−T曲線上の加速度は、図6に示すように、極小値をとった後、再び時間の経過とともに増加するようになる。
表側部材11にクラックが生じると、インパクタFにかかる反力のうち表側部材11の弾性力に由来する分が減少する。このため、G−T曲線上の加速度は、図6に示すように、表側部材11にクラックが生じた時点において2つ目の極大値G4をとった後、時間の経過とともに減少していく。
11 表側部材
12 裏側部材
13 中間部材
14 第2の中間部材
Claims (4)
- 第1の繊維強化複合材料からなる表側部材と、
第2の繊維強化複合材料からなる裏側部材と、
前記表側部材と前記裏側部材とに沿って延び、かつ、それらに挟持された中間部材と、を備え、
前記中間部材は、前記表側部材よりも低い伸び率を有し、かつ、前記表側部材よりも低い強度を有していることを特徴とする衝撃吸収構造。 - 前記中間部材と前記裏側部材との間に介在する第2の中間部材を更に備え、
該第2の中間部材は、前記表側部材よりも低い強度を有していることを特徴とする請求項1に記載の衝撃吸収構造。 - 前記表側部材と前記中間部材と前記第2の中間部材と前記裏側部材とが互いに面接合されていることを特徴とする請求項2に記載の衝撃吸収構造。
- 請求項1乃至3のいずれか1項に記載の衝撃吸収構造を備えた車両用外板部材。
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