WO2013105438A1 - Structure absorbant les impacts pour un véhicule - Google Patents

Structure absorbant les impacts pour un véhicule Download PDF

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Publication number
WO2013105438A1
WO2013105438A1 PCT/JP2012/083662 JP2012083662W WO2013105438A1 WO 2013105438 A1 WO2013105438 A1 WO 2013105438A1 JP 2012083662 W JP2012083662 W JP 2012083662W WO 2013105438 A1 WO2013105438 A1 WO 2013105438A1
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WO
WIPO (PCT)
Prior art keywords
shock absorbing
absorbing member
vehicle
bottom plate
axial direction
Prior art date
Application number
PCT/JP2012/083662
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English (en)
Japanese (ja)
Inventor
修久 奥田
Original Assignee
トヨタ車体株式会社
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Filing date
Publication date
Application filed by トヨタ車体株式会社 filed Critical トヨタ車体株式会社
Publication of WO2013105438A1 publication Critical patent/WO2013105438A1/fr

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R19/00—Wheel guards; Radiator guards, e.g. grilles; Obstruction removers; Fittings damping bouncing force in collisions
    • B60R19/02—Bumpers, i.e. impact receiving or absorbing members for protecting vehicles or fending off blows from other vehicles or objects
    • B60R19/24—Arrangements for mounting bumpers on vehicles
    • B60R19/26—Arrangements for mounting bumpers on vehicles comprising yieldable mounting means
    • B60R19/34—Arrangements for mounting bumpers on vehicles comprising yieldable mounting means destroyed upon impact, e.g. one-shot type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D21/00—Understructures, i.e. chassis frame on which a vehicle body may be mounted
    • B62D21/15—Understructures, i.e. chassis frame on which a vehicle body may be mounted having impact absorbing means, e.g. a frame designed to permanently or temporarily change shape or dimension upon impact with another body
    • B62D21/152—Front or rear frames

Definitions

  • the present invention relates to an impact absorbing structure for a vehicle that absorbs impact energy at the time of a vehicle collision, and in particular, absorbs impact energy by compressing and deforming in an axial direction between a bumper member and a hollow tubular vehicle skeleton member.
  • the present invention relates to a shock absorbing structure for a vehicle in which a shock absorbing member is arranged.
  • an impact absorbing member is disposed between the bumper-in hose and the hollow cylindrical side member.
  • the impact absorbing members of the documents 1 and 2 are formed of a hollow cylindrical body (frame body) having an outer dimension of a plane cross section orthogonal to the axial direction, which is the same as that of the side member. Are connected to each other by bolts at flange portions provided on the outer circumferences of both end faces.
  • the shock absorbing member is arranged so that its axial direction is parallel to the collision load direction so that the shock absorbing member compresses in the axial direction and efficiently absorbs impact energy at the time of a vehicle collision. It is arranged in the direction.
  • the vehicle does not always collide with the object to be collided, and as shown in FIG. 6A, depending on the collision direction, the impact absorbing member 100 may receive a collision load F from an oblique direction.
  • the left and right ends of the bumper inn hose may be inclined, and if the shock absorbing member is disposed so as to contact the inclined surfaces of the left and right ends, the collision direction itself is the axis of the shock absorbing member.
  • a load in an oblique direction acts on the shock absorbing member.
  • a load that acts on the shock absorbing member in an oblique direction with respect to the axial direction regardless of the collision direction is referred to as an “oblique load”.
  • the shock absorbing member 100 is broken in the middle of the axial direction, falls over, or is compressed obliquely as shown in FIG. These are collectively referred to as “side-down”), resulting in a problem that the shock absorbing performance is deteriorated.
  • the impact absorbing member is a hollow cylinder having a special shape to cope with a lateral fall due to an oblique load.
  • reference numeral 101 denotes a side member
  • reference numerals 100a and 101a denote flange portions extending to the outer periphery of the end surfaces of the shock absorbing member 100 and the side member 101
  • reference numeral 102 denotes a bolt.
  • the shock absorbing member is constituted only by a hollow cylinder as in the above-mentioned documents 1 and 2, but a solid columnar wood inside the hollow cylinder (frame body).
  • Stable impact absorption performance means that the reaction force (compression load) exerted when the impact absorption member is subjected to a compression load and undergoes compressive deformation is stabilized, that is, fluctuations in the reaction force are suppressed.
  • the shock absorbing member and the side member are only arranged in a state where the end faces are in contact with each other, there is a high possibility of the side-down due to the oblique load.
  • the shock absorbing member has a special shape to cope with an oblique load.
  • the shock absorbing member is composed only of a hollow cylinder, the absolute shock absorbing performance is limited in the first place.
  • the columnar body inside the hollow cylinder as in the above-mentioned document 3, but in the connection structure in which the end surface of the frame body and the end surface of the side member are merely abutted, the column body is accurately positioned. The shock cannot be received and the shock absorption by the column cannot be expected.
  • an impact absorbing structure in which an impact absorbing member is arranged between a bumper member and a hollow cylindrical vehicle skeleton member is obtained.
  • the impact absorbing member includes a hollow cylindrical frame and a solid column disposed inside the frame, and absorbs impact energy by compressing and deforming in the axial direction when the vehicle collides.
  • a bottom plate fixed to the vehicle skeleton member supports an end surface of the shock absorbing member on the vehicle skeleton member side.
  • the outer dimension of the cross section perpendicular to the axial direction of the impact absorbing member is smaller than the inner dimension of the hollow cylindrical shape of the vehicle skeleton member.
  • the end of the shock absorbing member in the axial direction is inserted into the hollow cylindrical shape from the end of the vehicle skeleton member, and the shock absorbing member and the vehicle skeleton member partially overlap in the axial direction.
  • the shock absorbing member since the shock absorbing member includes the hollow cylindrical frame and the columnar body disposed therein, the shock absorbing performance is higher than that of the shock absorbing member constituted only by the conventional frame. Excellent and stable. And since the vehicle skeleton member side end surface of the shock absorbing member is supported by the bottom plate fixed to the vehicle skeleton member, the collision load can be accurately received by the column body when the collision load is applied. it can. Thereby, the impact absorption performance by the column can be obtained with certainty.
  • the end portion of the shock absorbing member and the end portion of the vehicle skeleton member partially overlap in the axial direction in a state where the axial end portion of the shock absorbing member is immersed in the hollow interior of the vehicle skeleton member. Even if a load is applied, the rollover is prevented. Thus, even in a situation where an oblique load is applied to the impact absorbing member, the impact absorbing member is compressed in the axial direction and can reliably absorb the impact energy.
  • FIG. 3 is an enlarged cross-sectional view of a main part of the first embodiment.
  • 10 is an enlarged cross-sectional view of a main part of Embodiment 2.
  • FIG. 10 is an enlarged cross-sectional view of a main part of Embodiment 3.
  • FIG. 6B is a front view when an oblique load is applied to the structure of FIG. 6A. It is a schematic diagram which shows the test method of shock absorption performance.
  • FIG. 6 is a graph showing the test results of the shock absorbing performance of the structure according to the first embodiment. It is a graph which shows the test result of the shock absorption performance of the structure by Embodiment 2. It is a graph which shows the test result of the shock absorption performance by a prior art.
  • An impact absorbing structure in which an impact absorbing member is disposed between a bumper member and a hollow tubular vehicle skeleton member, and is applied to a vehicle such as an automobile.
  • an impact absorbing member 10 is disposed between the bumper inhose 1 and the side member 2.
  • the bumper-in hose 1 is a panel member made of synthetic resin, and is arranged in the vehicle width direction (left-right direction) on the front and rear surfaces of the vehicle. As shown in FIG. 1, the bumper rein hose 1 of Embodiment 1 has a flat central portion in the longitudinal direction (left-right direction) and both end portions in the longitudinal direction are inclined inward, but is flat across both ends in the longitudinal direction. It can also be applied to things that are curved over both ends in the longitudinal direction.
  • the shock absorbing structure of the first embodiment can be applied to the bumper rein hose on the front side and the rear side of the vehicle, or may be applied only to the bumper rein hose on either the front side or the rear side. .
  • the side member 2 is a hollow cylindrical member that forms the skeleton of the vehicle, and extends in the vehicle front-rear direction at two locations on the inner left and right sides of the bumper inhose 1.
  • the side member 2 is a member having such a rigidity that it is not easily deformed at the time of a vehicle collision, and is made of a metal such as steel.
  • the shock absorbing member 10 is a solid columnar member, and one end in the axial direction on the side member 2 side (hereinafter, the side member 2 side is referred to as a base end) is connected to the distal end portion of the side member 2, and the bumper in The other axial end on the hose 1 side (hereinafter, the bumper in hose 1 side is referred to as a tip) is in contact with the inner surface of the bumper in hose 1.
  • the shock absorbing member 10 is basically arranged in the vehicle longitudinal direction so that the axial direction is parallel to the collision load direction. Note that the tip of the impact absorbing member 10 does not necessarily have to contact the inner surface of the bumper-in hose 1.
  • the impact absorbing member 10 is constituted by a hollow cylindrical frame 11 and a solid columnar wood 12 arranged inside the frame 11.
  • the impact absorbing member 10 is constituted by a solid columnar wood 12 and a frame 11 that is externally fitted to the wood 12.
  • the external shape of the cross section perpendicular to the axial direction of the shock absorbing member 10 (that is, the external shape of the frame body 11) is similar to the internal shape of the side member 2 in the same direction.
  • the outer size of the shock absorbing member 10 is slightly smaller than the inner size of the side member 2, and the outer shape of the shock absorbing member 10 and the inner shape of the side member 2 are the same shape.
  • the outer diameter of the shock absorbing member 10 is also a quadrangle with respect to the square cylindrical side member 2.
  • a quadrangular columnar wood 12 is arranged inside a rectangular cylindrical frame 11.
  • the front end surface of the impact absorbing member 10 is an inclined surface according to the shape of the bumper-in hose 1 so as to contact the inner surface of the bumper-in hose 1 accurately.
  • the outer shape of the frame 11 is similar to the inner shape of the side member 2, the inner shape of the frame 11 and the outer shape of the wood 12 are not particularly limited.
  • the polygonal prism shape described above can also be used.
  • the lengths (axial dimensions) of the frame 11 and the wood 12 are the same.
  • the wood 12 can be arranged without any gap inside the frame 11, or can be arranged with a slight gap between the wood 12 and the frame 11.
  • the frame body 11 is a metal member made of aluminum, copper, iron, or an alloy thereof, which is compressed and deformed together with the wood 12 at the time of a vehicle collision. Among these, a soft metal such as aluminum or copper is preferable. In this case, the frame 11 is auxiliary to the extent that it supports the wood 12, and the wood 12 mainly exhibits the shock absorbing performance.
  • the frame 11 can be manufactured by, for example, extrusion molding.
  • the wood 12 is processed and arranged so that the fiber direction is parallel to the axial direction. As a result, the reaction force exerted by the wood 12 against the collision load is increased, and the shock absorbing performance is further improved.
  • the kind of wood 12 is not specifically limited, For example, conifers, such as a cedar, a cypress, and a pine, and broad-leaved trees, such as a zelkova and a beech, can be used. Wood with a large specific gravity is excellent in strength, and wood with a low specific gravity has a high porosity, and thus has a feature that the crash stroke (displacement due to compression) becomes long.
  • wood having a specific gravity of about 0.2 to 0.4 because the impact absorbing performance can be further enhanced by having a certain degree of strength while sufficiently securing the crash stroke.
  • Examples of the wood having a specific gravity of about 0.2 to 0.4 include cedar, cypress, and pine.
  • the bottom plate 15 includes a support portion 15a that supports the base end surface of the shock absorbing member 10, and a joint portion 15b provided on the outer peripheral edge of the support portion 15a.
  • the bottom plate 15 is not particularly limited as long as the bottom plate 15 has a rigidity that does not easily deform at the time of a vehicle collision (at least can prevent the shock absorbing member 10 from falling off). It can be made of fiber reinforced plastic (FRP) or the like.
  • the joint portion 15b can be provided on the outer peripheral edge of the support portion 15a by adhesion, welding, or the like, but it is preferable from the viewpoint of productivity that the bottom plate 15 is made of a single plate and bent by press working. .
  • the bottom plate 15 is fixed by bonding, welding, or bolting the joint portion 15b to the side member 2 at a position slightly recessed from the front end in the side member 2.
  • FIG. 3 shows a state in which the bottom plate 15 is fixed to the side member 2 by bonding or welding.
  • the shock absorbing member 10 is arranged in a state in which the base end surface thereof is in contact with the support portion 15a of the bottom plate 15. At this time, the base end portion of the shock absorbing member 10 is inserted into the hollow interior of the side member 2. That is, the base end portion of the shock absorbing member 10 and the tip end portion of the side member 2 are partially overlapped in the axial direction. Further, the outer surface of the shock absorbing member 10 and the inner surface of the side member 2 are in contact with each other.
  • the impact absorbing member 10 does not necessarily have to be joined to the bottom plate 15 or the side member 2, but is joined to either the bottom plate 15 or the side member 2, preferably both by adhesion or welding. It is preferable to keep it.
  • the side member 2 has high rigidity so that the shock absorbing member 10 is preferentially compressed and deformed in the axial direction. Thereby, the impact energy is absorbed and damage to the vehicle body is reduced, thereby protecting the occupant.
  • the base end surface of the impact absorbing member 10 is supported by the bottom plate 15, the wood 12 can be accurately compressed and deformed without being immersed in the side member 2, and the impact energy can be absorbed.
  • the bumper-in hose 1 having a shape as shown in FIG. 1 even when the vehicle collides in an oblique direction or in a frontal collision, an oblique load acts on the impact absorbing member 10 and the impact absorbing member 10 is laterally moved. There is a risk of falling.
  • the base end portion of the shock absorbing member 10 is supported by the side member 2 because the base end portion of the shock absorbing member 10 partially overlaps the inside and outside in the axial direction in a state of being immersed in the side member 2. Therefore, the impact absorbing member 10 is compressed and deformed in the axial direction without falling down even if it receives an oblique load. Thereby, it is possible to accurately absorb the impact energy without deteriorating the impact absorption performance.
  • FIG. 4 shows a second embodiment of the present invention.
  • the second embodiment is a modification of the first embodiment, and the basic configuration, installation location, and function and the like are the same as those of the first embodiment. Therefore, details on common matters are omitted, and the differences from the first embodiment are different. The explanation will be focused on.
  • the impact absorbing member 10 of the second embodiment is also configured by a hollow cylindrical frame 11 and a columnar wood 12 arranged inside the frame 11.
  • the end surface is supported by a bottom plate 16 fixed to the side member 2.
  • the base end portion of the impact absorbing member 10 is partially overlapped inward and outward in the axial direction while being immersed in the side member 2.
  • the shape of the bottom plate 16 and the tip shape of the side member 2 are different from those of the first embodiment.
  • the bottom plate 16 of the second embodiment has a support recess 16a that is recessed in the center in the plane direction, and a flange portion 16b that extends outward from the outer periphery of the tip of the support recess 16a.
  • the flat cross-sectional shape (cylindrical shape of the peripheral wall) of the support recess 16a is similar to the outer shape of the shock absorbing member 10 and the inner shape of the side member 2.
  • Such a bottom plate 16 is preferably formed by pressing a single metal plate.
  • a flange portion 2 a extending outward is also formed on the outer periphery of the tip of the side member 2.
  • the bottom plate 16 is disposed so that the flange portion 16b overlaps the flange portion 2a of the side member 2 in a state where the support concave portion 16a is fitted into the side member 2, and the flange portion 16b of the bottom plate 16 and the side member 2 are arranged.
  • the outer peripheral surface of the support recess 16 a of the bottom plate 16 is in contact with the inner peripheral surface of the side member 2. Therefore, it is also preferable to adhere the outer peripheral surface of the support recess 16a and the inner peripheral surface of the side member 2.
  • the shock absorbing member 10 is disposed in a state where the base end portion of the shock absorbing member 10 is inserted into the support concave portion 16a of the bottom plate 16. At this time, the outer peripheral surface of the shock absorbing member 10 is in contact with the inner peripheral surface of the support recess 16a. Therefore, it is preferable to join the outer peripheral surface of the shock absorbing member 10 and the inner peripheral surface of the support recess 16a by bonding or welding.
  • the base end portion of the shock absorbing member 10 is supported by the side member 2, so that the axial direction can be accurately achieved without falling down. It can be compressed and deformed to absorb impact energy. Further, since the bottom plate 16 and the side member 2 are joined to each other by the flange portions 16b and 2a, the bottom plate 16 is immersed in the side member 2 by a collision load even if the joining force between the both is relatively weak. Can be surely prevented.
  • FIG. 5 shows a third embodiment of the present invention. Since the third embodiment is also a modification of the first embodiment, details regarding common matters are omitted, and differences from the first embodiment will be mainly described.
  • the shock absorbing member 10 of the third embodiment is also configured by a hollow cylindrical frame 11 and a columnar wood 12 arranged inside the frame 11.
  • the end surface is supported by a bottom plate 17 fixed to the side member 2.
  • the base end portion of the impact absorbing member 10 is partially overlapped inward and outward in the axial direction while being immersed in the side member 2.
  • the shape of the bottom plate 17 and the tip shape of the side member 2 are different from those of the first embodiment.
  • the bottom plate 17 of the third embodiment has a support recess 17a at the center in the plane direction and a flange portion 17b extending outward from an intermediate portion of the outer peripheral surface of the support recess 17a.
  • the flat cross-sectional shape (cylindrical shape of the peripheral wall) of the support recess 17a is similar to the outer shape of the shock absorbing member 10 and the inner shape of the side member 2.
  • the difference from the previous embodiment 2 is that the tip of the support recess 17a protrudes to the tip side of the flange portion 17b.
  • a flange portion 2 a extending outward is also formed on the outer periphery of the tip of the side member 2.
  • the bottom plate 17 is disposed so that the flange portion 17b overlaps the flange portion 2a of the side member 2 in a state where the support concave portion 17a is fitted into the side member 2, and the flange portion 17b of the bottom plate 17 and the side member 2 are arranged.
  • the outer peripheral surface of the support recess 17 a of the bottom plate 17 is in contact with the inner peripheral surface of the side member 2. Therefore, it is also preferable to bond the outer peripheral surface of the support recess 17a and the inner peripheral surface of the side member 2. Further, the distal end portion of the support recess 17 a protrudes from the distal end of the side member 2 toward the distal end side.
  • the shock absorbing member 10 is disposed in a state where the base end portion thereof is inserted into the support concave portion 17 a of the bottom plate 17. At this time, the outer peripheral surface of the shock absorbing member 10 is in contact with the inner peripheral surface of the support recess 17a. Therefore, it is preferable that the outer peripheral surface of the impact absorbing member 10 and the inner peripheral surface of the support recess 17a are joined together by adhesion or welding.
  • the base end portion of the shock absorbing member 10 is supported by the side member 2, so that the axial direction can be accurately achieved without falling down. It can be compressed and deformed to absorb impact energy.
  • the bottom plate 17 and the side member 2 are joined to each other by the flange portions 17b, 2a, it is possible to reliably prevent the bottom plate 17 from entering the side member 2 due to a collision load.
  • the tip end portion of the support recess 17a protrudes further toward the tip end side than the tip end of the side member 2, the impact absorbing member 10 is more reliably prevented from falling sideways.
  • the shock absorbing member is provided with a hollow cylindrical frame and a column disposed therein, so that the shock absorbing performance is excellent and stable as compared with a shock absorbing member constituted only by a conventional frame. If yes. And since the vehicle skeleton member side end surface of the impact absorbing member is supported by the bottom plate fixed to the vehicle skeleton member, when the collision load acts, the column body can accurately receive the collision load. it can. Thereby, the impact absorption performance by the column can be obtained with certainty.
  • the end portion of the shock absorbing member and the end portion of the vehicle skeleton member partially overlap in the axial direction in a state where the axial end portion of the shock absorbing member is immersed in the hollow interior of the vehicle skeleton member. Even if a load is applied, the rollover is prevented. Thus, even in a situation where an oblique load is applied to the impact absorbing member, the impact absorbing member is compressed in the axial direction and can reliably absorb the impact energy.
  • the frame is made of a metal that can be compressed and deformed together with the column, the shock absorbing performance by the column can be surely exhibited.
  • the bottom plate is rigid enough to prevent deformation when the vehicle collides, the column body can reliably receive the collision load. If the bottom plate is fixed to the frame body and the vehicle skeleton member by welding or bonding, the fastening position and fastening workability of the bolt are not limited by the column body, and the connection is easy. Since there is no need to secure a space for fastening, the connecting structure can be made compact.
  • the pillar is made of wood and arranged so that its fiber direction is parallel to the axial direction, the shock absorbing performance is further improved.
  • the term “parallel” here includes not only the case where the fiber direction of the wood coincides with the axial direction, but also includes a “substantially parallel” state in which the direction is slightly shifted.
  • Example 1 As shown in FIG. 7, two shock absorbing members 10 are similarly used as a simulated skeleton member by using a steel bottom plate 15 with respect to a steel base 120 having hollow holes 121 at two locations. 1 was prepared. While the bottom plate 15 was welded to the base 120, the shock absorbing member 10 was also bonded to the base 120. The axial overlap dimension between the impact absorbing member 10 and the hollow hole 121 was 20 mm.
  • a rigid bumper 110 made of A5052, having a thickness of 35 mm
  • whose left and right end portions are inclined inward by 10 ° is prepared and placed on the two shock absorbing members 10 to simulate simulated impact. Absorption structure was adopted.
  • each shock absorbing member 10 is also cut in a mountain shape so that the inclined surface of the rigid bumper 110 and the pressure receiving surface of the shock absorbing member 10 are in close contact with each other (described later). The same applies to Example 2 and Comparative Example).
  • This simulated shock absorbing structure is set in a shock compression tester (IMATEK, IM10T-20HV) and is subjected to shock compression in the axial direction at a speed of 4.42 m / sec. Acted. Then, each shock absorbing member was accurately compressed and deformed in the axial direction without falling down.
  • IMATEK IM10T-20HV
  • the relationship between the amount of compressive deformation of the shock absorbing member and the compressive load (reaction force) at this time was measured.
  • the result is shown in FIG.
  • the shock absorbing member can be stably absorbed because the shock absorbing member is prevented from falling down due to an oblique load. It was.
  • the reason why the compressive load suddenly increases when the amount of compressive deformation exceeds 25 mm is that the impact absorbing member has been compressed to the extent that it cannot be deformed any more.
  • Example 2 Using the rigid bumper (simulated bumper) and base (simulated skeleton member) used in Example 1, a simulated impact absorbing structure in which two impact absorbing members were connected as in Embodiment 2 was produced.
  • the flange portion of the bottom plate was bonded to the upper surface of the base, and the impact absorbing member was also bonded to the inner surface of the support recess of the bottom plate.
  • the axial overlap dimension between the impact absorbing member and the hollow hole was 20 mm.
  • This simulated shock absorbing structure is subjected to a simple compression in the axial direction at a speed of 2 mm / min using a compression tester (manufactured by Shimadzu Corporation, Autograph AG-100KNE type), so that each shock absorbing member is slanted. A load was applied. Then, the shock absorbing member was accurately compressed and deformed in the axial direction without falling down.
  • a compression tester manufactured by Shimadzu Corporation, Autograph AG-100KNE type

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Body Structure For Vehicles (AREA)
  • Vibration Dampers (AREA)

Abstract

La présente invention concerne une structure absorbant les impacts qui possède un élément absorbant les impacts (10) disposé entre un élément de pare-chocs (1) et un élément de châssis de véhicule en forme de tube creux (2). L'élément absorbant les impacts (10) est doté d'un corps de châssis en forme de tube creux (11) et d'un corps de colonne pleine (12) qui est disposé à l'intérieur du corps de châssis (11), et l'élément absorbant l'impact (10) absorbe l'énergie d'impact en se comprimant et se déformant dans le sens axial pendant une collision du véhicule. La surface d'extrémité de l'élément absorbant les impacts (10) qui fait face à l'élément de châssis du véhicule (2) est soutenue par une plaque inférieure (15) fixée à l'élément de châssis du véhicule (2). Les dimensions externes d'une coupe transversale de l'élément absorbant les impacts (10) prises dans le sens perpendiculaire au sens axial sont inférieures aux dimensions internes de la forme de tube creux de l'élément de châssis du véhicule (2). Une extrémité de l'élément d'absorption des impacts (10) dans le sens axial est introduite dans la forme de tube creux de l'élément de châssis du véhicule (2) à partir d'une extrémité associée, et l'élément absorbant les impacts (10) et l'élément de châssis du véhicule (2) se chevauchent partiellement l'un l'autre dans le sens axial.
PCT/JP2012/083662 2012-01-12 2012-12-26 Structure absorbant les impacts pour un véhicule WO2013105438A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2012003835A JP2013141936A (ja) 2012-01-12 2012-01-12 車両の衝撃吸収構造
JP2012-003835 2012-01-12

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WO2013105438A1 true WO2013105438A1 (fr) 2013-07-18

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Cited By (1)

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Publication number Priority date Publication date Assignee Title
CN110998128A (zh) * 2017-09-25 2020-04-10 丰田车体株式会社 冲击吸收构件及其制造方法

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP6398853B2 (ja) * 2015-04-13 2018-10-03 トヨタ車体株式会社 衝撃吸収部材
JP2019014307A (ja) * 2017-07-04 2019-01-31 株式会社Uacj 車両用衝撃吸収部材及び車両用衝撃吸収構造
JP2021000897A (ja) * 2019-06-21 2021-01-07 いすゞ自動車株式会社 フレーム構造

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Publication number Priority date Publication date Assignee Title
JP2004042883A (ja) * 2002-05-14 2004-02-12 Aisin Seiki Co Ltd バンパ装置
JP2004322733A (ja) * 2003-04-22 2004-11-18 Mitsubishi Alum Co Ltd 車体のエネルギー吸収構造
JP2008180378A (ja) * 2006-12-28 2008-08-07 Takenaka Komuten Co Ltd 衝撃力緩衝装置
JP2010111239A (ja) * 2008-11-06 2010-05-20 Mazda Motor Corp 衝突エネルギ吸収部材

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2004042883A (ja) * 2002-05-14 2004-02-12 Aisin Seiki Co Ltd バンパ装置
JP2004322733A (ja) * 2003-04-22 2004-11-18 Mitsubishi Alum Co Ltd 車体のエネルギー吸収構造
JP2008180378A (ja) * 2006-12-28 2008-08-07 Takenaka Komuten Co Ltd 衝撃力緩衝装置
JP2010111239A (ja) * 2008-11-06 2010-05-20 Mazda Motor Corp 衝突エネルギ吸収部材

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN110998128A (zh) * 2017-09-25 2020-04-10 丰田车体株式会社 冲击吸收构件及其制造方法
CN110998128B (zh) * 2017-09-25 2021-09-24 丰田车体株式会社 冲击吸收构件及其制造方法

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