WO2017086205A1 - 車両の衝撃吸収部材構造 - Google Patents
車両の衝撃吸収部材構造 Download PDFInfo
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- WO2017086205A1 WO2017086205A1 PCT/JP2016/083075 JP2016083075W WO2017086205A1 WO 2017086205 A1 WO2017086205 A1 WO 2017086205A1 JP 2016083075 W JP2016083075 W JP 2016083075W WO 2017086205 A1 WO2017086205 A1 WO 2017086205A1
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- WIPO (PCT)
- Prior art keywords
- absorbing member
- crash
- pair
- vehicle
- shock absorbing
- Prior art date
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Classifications
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
- F16F7/00—Vibration-dampers; Shock-absorbers
- F16F7/12—Vibration-dampers; Shock-absorbers using plastic deformation of members
- F16F7/124—Vibration-dampers; Shock-absorbers using plastic deformation of members characterised by their special construction from fibre-reinforced plastics
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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
- B60R19/03—Bumpers, i.e. impact receiving or absorbing members for protecting vehicles or fending off blows from other vehicles or objects characterised by material, e.g. composite
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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
-
- 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
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- 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
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
- F16F7/00—Vibration-dampers; Shock-absorbers
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
- F16F7/00—Vibration-dampers; Shock-absorbers
- F16F7/003—One-shot shock absorbers
-
- 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
- B60R2019/262—Arrangements for mounting bumpers on vehicles comprising yieldable mounting means with means to adjust or regulate the amount of energy to be absorbed
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
- F16F2224/00—Materials; Material properties
- F16F2224/02—Materials; Material properties solids
- F16F2224/0241—Fibre-reinforced plastics [FRP]
Definitions
- the present invention relates to a shock absorbing member structure for a vehicle including a bumper reinforcement attached to the tip of a pair of left and right fiber reinforced resin shock absorbing members including a plurality of reinforcing fibers continuously extending in the front-rear direction.
- a pair of left and right front side frames or a pair of left and right rear side frames has been provided at the front or rear of the vehicle body, and a pair of left and right crashes that can absorb impact energy at the time of collision at the front end of these side frames.
- a structure for attaching a bumper reinforcement extending in the vehicle width direction through a can (also referred to as a crash box) is known.
- These pair of crash cans are usually formed of a metal material, and absorb impact energy transmitted to the passenger compartment by being compressed and broken in the axial direction at the time of a vehicle collision.
- the reinforcing fiber used as the reinforcing material includes glass fiber, carbon fiber, metal fiber, and the like, and a fiber reinforced resin is formed by combining with a base material (matrix).
- a fiber reinforced resin shares mechanical properties such as strength, and the base material resin shares the function of transmitting stress between fibers and the function of protecting fibers.
- CFRP Carbon-Fiber-Reinforced-Plastic
- the impact-absorbing member of Patent Document 1 is a composite-made impact-absorbing member made of a synthetic resin and carbon fiber, and the impact fracture temperature is set in the range of ⁇ 15 ° C. to + 50 ° C. of the glass transition temperature of the resin. ing. Thereby, high energy absorption performance is secured.
- a cylindrical shape, a cylindrical shape, a closed cross-sectional prism shape, and the like are disclosed.
- the performance required for the impact absorbing member is that the energy absorption amount (hereinafter referred to as EA (Energy Absorption) amount) is large. Furthermore, the impact energy can be stably increased by the sequential fracture in which the compression fracture progresses sequentially. To absorb.
- EA Energy Absorption
- the present applicant is studying a carbon fiber resin structure that can be sequentially broken at the time of a vehicle collision (Japanese Patent Application No. 2015-117520).
- the carbon fiber resin structure examined by the present applicant includes a plurality of first carbon fiber layers arranged so that the carbon fibers extend in the compression load input direction, and carbon intersecting the carbon fibers of these first carbon fiber layers.
- a plurality of second carbon fiber layers arranged so that the fibers extend, and when a compressive load is input, the carbon fibers are in a direction crossing the compressive load input direction at both ends in the thickness direction of the fiber reinforced resin plate material.
- One or more second carbon fiber layers are disposed in the vicinity of one end side in the thickness direction and the vicinity in the other end side of the fiber reinforced resin sheet so as to be separated through the extending second carbon fiber layer.
- a pillar-shaped pillar part can be formed by the 1st carbon fiber layer inside a plate thickness direction rather than the 2nd carbon fiber layer by making the 2nd carbon fiber layer into a boundary part, and it is a board rather than the 2nd carbon fiber layer.
- a branch-shaped front part can be formed by the first carbon fiber layer on the outer side in the thickness direction.
- This carbon fiber resin structure can reliably and stably sequentially destroy both ends in the thickness direction of the fiber reinforced resin at the time of a vehicle collision, and can increase the amount of EA.
- sequential destruction by the fiber reinforced resin cannot effectively contribute to the amount of EA.
- the base end of the crash can is bolted to the tip of the side frame via a set plate or the like, when the crash can is formed using fiber reinforced resin, the base end side portion of the crash can A fiber cut portion is formed along with the formation of the bolt hole.
- the strength difference between the base end side part which is the support side end part and the front end side part which is the compressive load input direction side end part at the time of the vehicle collision Based on the above, there is a possibility that the breakage of the base end side portion may be started earlier than the breakage of the distal end side portion by the fiber cut portion as the starting point of the breakage.
- the destruction phenomenon that the destruction of the proximal end portion starts early may occur due to structural factors even when the fiber cut portion is not formed by the bolt hole.
- the crash can when the crash can is formed on a closed cross-section member extending in the longitudinal direction of the vehicle body, the fiber reinforced resin that is sequentially destroyed at the time of the vehicle collision, so-called resin debris is accumulated inside the crash can, and the crash can itself is Although there is still a margin in performance, there is a possibility that the sequential destruction performance of the crash can may be hindered by the fiber reinforced resin that is sequentially destroyed. That is, there is room for improvement in structure in order to ensure stable EA performance in a crash can that absorbs impact energy using sequential fracture.
- An object of the present invention is to provide a vehicle impact absorbing member structure and the like that can ensure stable EA performance in the event of a vehicle collision.
- a pair of left and right fiber reinforced resin impact absorbing members including a plurality of reinforcing fibers disposed at a front end portion of the vehicle body in the longitudinal direction and arranged so as to extend continuously in the longitudinal direction.
- the shock absorbing member attaches the bumper reinforcement and attaches to the tip. It is formed in the open cross-section member provided with the formed front end wall part.
- the first aspect of the invention since it has a pair of left and right fiber reinforced resin impact absorbing members including a plurality of reinforcing fibers arranged so as to extend continuously in the longitudinal direction of the vehicle body, Impact energy can be absorbed using sequential fracture. Since the shock absorbing member is formed on an open cross-section member with a bumper reinforcement attached and a tip wall formed at the tip, the fiber reinforced resin that is sequentially destroyed at the time of a vehicle collision is placed inside the shock absorbing member. It is possible to discharge to the outside without accumulating in the shock absorber, and the impact absorbing member can be crushed.
- the shock absorbing member is arranged so as to extend continuously in the longitudinal direction of the vehicle body and includes a plurality of first reinforcing members constituting most of the reinforcing fibers included in the shock absorbing member.
- a plurality of second reinforcing fibers arranged so as to extend continuously in a direction intersecting the extending direction of the first reinforcing fibers, and a plurality of curved portions in a longitudinal sectional view orthogonal to the front-rear direction It is characterized by being formed.
- the second reinforcing fiber forms a fiber bridge between the first reinforcing fibers, so that the second reinforcing fiber is cut by a tensile load.
- Cutting energy can be used to absorb impact energy.
- a third invention is characterized in that, in the second invention, the plurality of curved portions have a plurality of partial arc shapes. According to this configuration, it is possible to apply a tensile load evenly to the second reinforcing fibers and further to absorb impact energy.
- a fourth invention is characterized in that, in any one of the first to third inventions, the impact absorbing member is formed so that the vertical width becomes smaller toward the tip. According to this configuration, the input load per unit area of the distal end portion can be made larger than the input load per unit area of the proximal end portion at the time of a vehicle collision, so that the starting point of sequential destruction is reliably formed at the distal end portion. can do.
- the fifth invention is characterized in that, in the second invention, the plurality of second reinforcing fibers are respectively disposed in the vicinity of both ends in the thickness direction of the pair of shock absorbing members. According to this configuration, when the vehicle collides, by reducing the thickness of the front part formed in the fiber reinforced resin, a wide pillar part can be stably formed, and the EA performance can be improved.
- shock absorbing member structure for a vehicle of the present invention when a vehicle collides, it is possible to sequentially proceed with destruction from the tip end portion to the base end side portion of the shock absorbing member, thereby ensuring stable EA performance. it can.
- FIG. 1 is a perspective view of a rear part of a vehicle body including a shock absorbing member structure according to Embodiment 1.
- FIG. It is a top view of the left vehicle body rear part. It is a side view of the left vehicle body rear part. It is a perspective view of the rear end side part periphery of a crash can. It is a perspective view of the front end side part periphery of a crash can. It is a side view of a crash can. It is the perspective view which looked at the crash can from diagonally forward.
- FIG. 8 is a sectional view taken along line VIII-VIII in FIG. 6. It is a principal part enlarged view of FIG.
- FIG. 3 is a sectional view taken along line XX in FIG. 2.
- FIG. 4 is a cross-sectional view taken along line XI-XI in FIG. 3.
- FIG. 4 is a cross-sectional view taken along line XII-XII in FIG. 3.
- It is a figure of an outside bracket (a) is a front view, (b) is a rear view, (c) is a side view, (d) is a top view.
- It is a figure of an inner side bracket Comprising: (a) is a front view, (b) is a rear view, (c) is a side view, (d) is a top view.
- It is a disassembled perspective view of a crash can, an outer side bracket, an inner side bracket, and a bolt attachment member.
- the vehicle V includes a pair of left and right rear side frames 1, a floor panel 2 provided so as to span between the pair of rear side frames 1, and a bumper fascia (not shown).
- a bumper reinforcement (hereinafter abbreviated as “bumper rain”) 3 that covers the rear outer periphery and extends to the left and right, and a pair of left and right crashes disposed between the pair of rear side frames 1 and the bumper rain 3.
- a can 10 impact absorbing member
- a pair of left and right outer brackets 20 and a pair of left and right inner brackets 30 for attaching the pair of crash cans 10 to a pair of rear side frames 1 are provided. Since the pair of left and right members have a bilaterally symmetric structure, the left side member will be mainly described below.
- the rear side frame 1 is formed as an integral part by extrusion molding of an aluminum alloy material.
- the rear side frame 1 supports a floor panel 2 and the like and has a closed cross section that extends in a substantially horizontal shape in a straight line in the front-rear direction.
- the rear side frame 1 is formed in a substantially trapezoidal cross section, an outer wall portion 1a orthogonal to the left-right direction, an inner wall portion 1b arranged in parallel at the right position of the outer wall portion 1a and having a larger vertical width than the outer wall portion 1a.
- the upper wall 1c that connects the upper ends of the outer wall 1a and the inner wall 1b and the lower wall 1d that connects the lower ends of the outer wall 1a and the inner wall 1b are provided.
- the upper wall portion 1c is formed in an inclined shape so as to move downward on the left side
- the lower wall portion 1d is formed on an inclined shape so as to move upward on the left side.
- a pair of upper and lower bolt mounting members 40 are provided on the rear end portions (front end portions) of the upper wall portion 1 c and the lower wall portion 1 d. Each is arranged. Since the upper and lower pair of bolt mounting members 40 have a plane symmetrical structure with respect to the horizontal plane, the upper bolt mounting member 40 will be mainly described.
- the bolt mounting member 40 includes a main body portion 41 and two bolt portions 42 that are fixed to the rear end portion of the main body portion 41 and extend rearward from the rear end portion of the main body portion 41.
- the main body portion 41 is integrally formed of aluminum alloy material so that two cylindrical bodies are adjacent to each other with a predetermined distance therebetween, and the bottom portion is joined to the rear end side portion of the upper wall portion 1c by welding. As shown in FIG. 10, the rear end portion of the main body portion 41 is disposed so as to protrude rearward from the rear end portion of the upper wall portion 1c.
- a front side wall 41 a (base end side wall) is formed at the front end portion of the main body 41. The front side wall portion 41a is inclined so as to be closer to the upper wall portion 1c toward the front side.
- the longitudinal length of the ceiling portion of the main body 41 is formed shorter than the longitudinal length of the bottom portion, and the longitudinal length of the bottom portion located on the rear side of the rear end portion of the upper wall portion 1c is the height of the upper wall portion 1c. It is formed shorter than the front-rear length of the bottom portion located in front of the rear end.
- the two bolt portions 42 are respectively formed with screw portions that can be screwed onto the nuts 43 on the outer peripheral portions thereof, and are arranged adjacent to each other in a substantially parallel manner along the inclination direction of the upper wall portion 1c.
- the front end side portions of these bolt portions 42 are fixed to the inside of the main body portion 41 so that the front end portions are arranged at positions corresponding to the rear end portions of the upper wall portion 1c. Accordingly, the bolt mounting member 40 is reduced in size and weight while ensuring the support strength of the bolt portion 42 and the bonding strength of the main body portion 41. Since the lower bolt mounting member 40 has a plane-symmetric structure with respect to the upper bolt mounting member 40 and a horizontal plane, detailed description thereof is omitted.
- the floor panel 2 has a rear seat (not shown) mounted on a front end side portion, and a spare tire pan 2a capable of storing a spare tire (not shown) formed on a rear end side portion.
- the left and right ends of the floor panel 2 are joined to the respective inner wall portions 1b of the pair of rear side frames 1 by welding.
- Spare tire pan 2 a is formed so as to be recessed downward at a portion corresponding to the cargo compartment of floor panel 2.
- the bumper rain 3 is formed as an integral part by extrusion molding of an aluminum alloy material.
- the bumper rain 3 has a closed cross section extending in a horizontal direction substantially horizontally, and is formed in a gently curved shape with a central portion protruding rearward in plan view. As shown in FIG. 12, a pair of upper and lower bolt holes 3a are formed in the left and right end portions of the front side wall portion of the bumper rain 3, and a pair of upper and lower ends for fastening work are formed in the left and right end portions of the rear side wall portion. Each of the work holes 3b is formed.
- the crash can 10 is an open cross-section member in which a right side (inner side in the vehicle width direction) portion is opened by molding a carbon fiber resin (CFRP) molded body using carbon fibers, which are long fibers, as a reinforcing material (for example, RTM method).
- CFRP carbon fiber resin
- RTM method is a molding method in which a carbon fiber preform is set in a cavity of a mold that can be vertically separated and a synthetic resin melted in the cavity is injected.
- the crash can 10 includes a side wall portion 11 extending in the front-rear direction, a front end wall portion 12 bent rightward from a rear end portion of the side wall portion 11, and a side wall.
- a flange portion 13 bent to the right from the front end portion of the portion 11 is provided.
- the side wall portion 11 is formed in a substantially conical shape, and is formed so as to open to the right when the middle portion bulges leftward in a longitudinal section perpendicular to the front-rear direction.
- the side wall portion 11 includes a substantially partially conical upper curved portion 11a, two substantially partially cylindrical intermediate curved portions 11b arranged above and below, and a substantially partially conical bottom portion.
- a side curved portion 11c is provided.
- the upper curved portion 11a and the lower curved portion 11c are formed such that a longitudinal cross section perpendicular to the front-rear direction is formed in a partial arc shape, and the diameter thereof decreases toward the rear side.
- Each of the upper and lower intermediate curved portions 11b has a vertical cross section orthogonal to the front-rear direction formed in a partial arc shape, and their diameters are formed substantially constant over the front and rear. Therefore, the side wall part 11 is formed so that the vertical width increases toward the front side in a side view.
- the lower end portion of the upper curved portion 11a is connected to the upper end portion of the upper intermediate curved portion 11b in a curved shape without forming a corner portion
- the upper end portion of the lower curved portion 11c is the lower intermediate curved portion.
- the lower end of 11b is connected in a curved shape without forming a corner. Since the lower end portion of the upper curved portion 11a and the upper end portion of the lower intermediate curved portion 11b are connected in a curved shape, the middle portion of the side wall portion 11 is formed with a concave portion extending in the front-rear direction. .
- a second carbon fiber 52 corresponding to a part of the carbon fiber contained in the carbon fiber resin is composed of a fiber bundle (tow) in which a predetermined number (for example, 12 k) of fibers (filaments) are bundled. It consists of a fiber bundle in which a predetermined number of single fibers continuously extending uniformly from the upper end to the lower end are bundled.
- the diameter of the carbon fiber single fiber is, for example, 7 to 10 ⁇ m.
- a thermosetting epoxy synthetic resin is used for the base material 53 of the carbon fiber resin molded body.
- the first carbon fibers 51 are arranged one layer at the left end and the right end in the thickness direction of the side wall portion 11, and the second carbon fibers 52 orthogonal to the first carbon fibers 51 are arranged inside the first carbon fibers 51.
- Each layer is arranged.
- a plurality of layers of first carbon fibers 51 are arranged between the left and right second carbon fibers 52.
- the first carbon fiber 51 part corresponding to the front part is peeled and broken before the first carbon fiber 51 part corresponding to the pillar part,
- the first carbon fiber 51 portion corresponding to the pillar portion is compressed and broken.
- Sequential fracture in which this peeling fracture and compression fracture proceed sequentially forward from the rear end (compression load input side end) is performed.
- the pillar part with a large left-right width is stably formed, and a large amount of EA is secured.
- the second carbon fiber 52 forms a fiber bridge between the plurality of first carbon fibers 51, so that the second carbon fiber 52 is cut by a tensile load.
- the cutting energy of the carbon fiber 52 is used for energy absorption.
- the front end wall portion 12 is formed so as to close substantially the entire area in the front-rear direction from the upper end portion to the lower end portion of the rear end portion of the side wall portion 11. Thereby, the compressive load input via the bumper rain 3 is uniformly distributed and transmitted to the entire rear end portion of the side wall portion 11 by the front end wall portion 12.
- the front end wall portion 12 is bent from the rear end portion of the side wall portion 11 along the front side wall portion of the bumper rain 3, and the crossing angle ⁇ between the side wall portion 11 and the front end wall portion 12 is an obtuse angle. Specifically, it is set in the range of 90 ° to 120 °.
- This crossing angle ⁇ is preferably in the range of 95 ° to 115 °, and is set to about 100 ° in this embodiment.
- the first carbon fibers 51 from the side wall portion 11 are extended to the right end portion of the tip wall portion 12, and therefore, the first carbon fibers 51 are disposed so as to extend substantially uniformly in the left-right direction. ing.
- the tip wall portion 12 is formed with a pair of upper and lower mounting portions 12 a (openings) for mounting the bumper rain 3. Therefore, a fiber cut portion in which the first carbon fibers 51 are cut is formed around the pair of upper and lower attachment portions 12a, and the support strength of the bumper rain 3 is reduced. Therefore, a nut member 14 that can be screwed into the bolt 15 is fitted into the mounting portion 12a.
- the flange portion 13 is formed from the upper end portion to the lower end portion of the front end portion of the side wall portion 11.
- the flange portion 13 is bent toward the right (the axial center direction of the crash can 10) so as to be substantially orthogonal to the front end portion of the side wall portion 11.
- the first carbon fibers 51 from the side wall portion 11 are extended to the inner end portion of the flange portion 13, the first carbon fibers 51 are substantially uniform with respect to the axial direction of the crash can 10. It arrange
- the outer bracket 20 and the inner bracket 30 will be described. As shown in FIGS. 5, 10, 11, and 15, the outer bracket 20 and the inner bracket 30 crash the front end side portion of the crash can 10 (part of the front end side portion of the side wall portion 11 and the flange portion 13).
- the can 10 is sandwiched from the thickness direction and fixed to a bolt mounting member 40 supported by the rear side frame 1. Thereby, the crush can 10 can be attached to the rear side frame 1 without forming a fiber cutting part in the front end side part of the crush can 10.
- the outer bracket 20 is integrally formed of an aluminum alloy material, and has a substantially semicircular body portion 21 and an inclined portion 22 (outer inclined portion) in a front view. Part), an attachment part 23, and the like.
- the main body portion 21 is formed in a substantially L-shaped longitudinal section, and when the outer bracket 20 and the inner bracket 30 sandwich the crash can 10, the outer periphery of the front end side portion of the crash can 10 It is comprised so that a surface may contact along a surface.
- the inclined portion 22 is formed in an inclined shape so as to move forward from the right end portion of the main body portion 21 toward the right side.
- the inclined portion 22 is provided with a pair of upper and lower boss portions 22a protruding rearward and a pair of upper and lower fastening holes 22b formed in the pair of boss portions 22a.
- a screw groove into which the bolt 33 can be screwed is formed in the pair of fastening holes 22b.
- the attachment portion 23 is provided outside the main body portion 21 in the radial direction.
- the mounting portion 23 has a pair of left and right bolt holes 23 a at the upper and lower positions of the main body portion 21. These bolt holes 23a are formed at positions where the bolt portions 42 of the bolt mounting members 40 can be inserted when the crash can 10 is mounted to the rear side frame 1, respectively.
- the inner bracket 30 is integrally formed of an aluminum alloy material, and has a substantially semicircular main body 31 and an inclined portion 32 (inner inclined) in a front view. Part) etc.
- the main body 31 is formed in a substantially L-shaped vertical cross section, and when the outer bracket 20 and the inner bracket 30 sandwich the crash can 10, It is comprised so that surface contact may be made along a surrounding surface.
- the inclined portion 32 is formed in an inclined shape so as to move forward from the right end portion of the main body portion 31 toward the right side.
- the inclined portion 32 is provided with a pair of upper and lower boss portions 32a projecting forward and a pair of upper and lower bolt holes 32b formed in the pair of boss portions 32a.
- the procedure for assembling the crash can 10 will be described with reference to FIG.
- the bolt mounting members 40 are joined to the upper wall portion 1c and the lower wall portion 1d of the rear side frame 1, respectively.
- the bolt 33 is inserted into the bolt hole 32b and fastened to the fastening hole 22b.
- the crash can unit is attached to the rear side frame 1.
- the bottom part of the main body part 41 of the bolt mounting member 40 protrudes rearward from the rear end part of the rear side frame 1, so that the outer peripheral part of the main body part 21 of the outer bracket 20 moves forward along the bottom part of the main body part 41.
- the bolt part 42 is inserted into the bolt hole 23a.
- the nut 43 is fastened to the bolt part 42 inserted through the bolt hole 23 a to connect and fix the crash can unit to the rear side frame 1.
- the bumper rain 3 may be connected to the crash can 10 in advance before the crash can unit is fastened and fixed to the rear side frame 1, or may be connected to the crash can 10 after the crash can unit is fastened and fixed to the rear side frame 1. You may do it.
- the crash can 10 has a pair of left and right CFRP crash cans 10 including a plurality of first carbon fibers 51 arranged so as to extend continuously in the front-rear direction.
- the impact energy can be absorbed by using successive fractures. Since the crash can 10 is formed in an open cross-section member with the bumper rain 3 attached and the tip wall portion 12 formed at the tip, the fiber reinforced resin (CFRP) that has been sequentially destroyed at the time of a vehicle collision is crashed. 10 can be discharged to the outside without accumulating inside, and the crash can 10 can be crushed.
- CFRP fiber reinforced resin
- the crash can 10 is arranged so as to continuously extend in the front-rear direction and intersects the extending direction of the first carbon fibers 51 and a plurality of first carbon fibers 51 constituting most of the reinforcing fibers included in the crash can 10. And a plurality of second carbon fibers 52 arranged so as to continuously extend in the direction to be formed, and a plurality of curved portions are formed in a longitudinal sectional view orthogonal to the front-rear direction.
- the plurality of curved portions have a plurality of partial arc shapes, it is possible to apply a tensile load evenly to the second carbon fibers 52 and further to absorb impact energy.
- the crash can 10 (side wall portion 11) is formed so that the vertical width becomes smaller toward the rear side, the input load per unit area of the rear end portion of the side wall portion 11 at the time of a vehicle collision is the unit of the front end side portion. It can be made larger than the input load per area, and the starting point of sequential fracture can be reliably formed at the rear end portion.
- the width of the Fronze portion formed on the side wall portion 11 can be reduced by reducing the width at the time of a vehicle collision.
- a large pillar portion can be formed stably and EA performance can be enhanced.
- FIG. 16 is a perspective view of the rear part of the vehicle body of the vehicle V provided with the shock absorbing member structure according to the second embodiment, and corresponds to FIG. 1 of the first embodiment.
- FIG. 17 is a perspective view of the vicinity of the rear end side portion of the crash can 10 of the second embodiment and corresponds to FIG. 4 of the first embodiment.
- the left crash can 10 is illustrated
- FIG. 17 the right crash can 10 is illustrated.
- the opening direction of the crash can 10 of the present embodiment is opposite to the opening direction of the crash can 10 of the first embodiment.
- the left crush can 10 is formed so as to open leftward in a vertical cross section orthogonal to the front-rear direction
- the right crush can 10 is vertical cross-section orthogonal to the front-rear direction. Is formed so as to open to the right. That is, the crash can 10 of the present embodiment is formed as an open cross-section member whose outer side in the vehicle width direction is opened.
- the crash can 10 of the present embodiment has a distal end wall portion 12 at the distal end portion, which is the same as in the first embodiment.
- the opening direction of the crash can 10 is opposite to that of the first embodiment, so that the shapes of the rear side frame 1, the outer bracket 20, the inner bracket 30, and the bolt mounting member 40 of the present embodiment. Is reversed from that of the first embodiment. From a different point of view, the rear side frame 1, the outer bracket 20, the inner bracket 30, and the bolt mounting member 40 arranged on the right side in the first embodiment are arranged on the left side in the present embodiment. The rear side frame 1, the outer bracket 20, the inner bracket 30, and the bolt mounting member 40 that are disposed in the right side are disposed on the right side in the present embodiment.
- the crash can 10 is formed as an open cross-section member whose outer side in the vehicle width direction is opened.
- the fiber reinforced resin (sequentially destroyed at the time of a vehicle collision) CFRP) can be discharged to the outside without accumulating inside the crash can 10, and the crash can 10 can be crushed.
- the second carbon fiber has been described as being disposed so as to be orthogonal to the first carbon fiber.
- the second carbon fiber may be at least crossed with respect to the first carbon fiber, for example, with respect to the first carbon fiber. It is also possible to use a second carbon fiber having a crossing angle of 45 ° or 60 °.
- Bumper rain 10 Crash can 11 Side wall part 11a Upper curved part 11b Middle curved part 11c Lower curved part 12 Tip wall part 12a Mounting part 51 First carbon fiber 52 Second carbon fiber V Vehicle
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Abstract
Description
これら1対のクラッシュカンは、通常、金属材料によって成形され、車両衝突時には、軸方向に圧縮破壊されることにより車室に伝達される衝撃エネルギを吸収している。
強化材として使われる強化繊維は、ガラス繊維、炭素繊維、金属繊維等があり、母材(マトリックス)と組み合わせることによって繊維強化樹脂が形成されている。
このような繊維強化樹脂では、強化繊維が強度等の力学的特性を分担し、母材樹脂が繊維間の応力伝達機能と繊維の保護機能を分担している。
特に、炭素繊維樹脂(Carbon-Fiber-Reinforced-Plastic: CFRP)は、高比強度(強度/比重)と高比剛性(剛性/比重)、所謂軽さと強度・剛性とを併せ持つ特性であるため、航空機や車両等の構造材料として広く使用に供されている。
この衝撃吸収部材の構造では、筒形状、円柱形状、閉断面状角柱形状等が開示されている。
本出願人が検討する炭素繊維樹脂構造体は、圧縮荷重入力方向に炭素繊維が延びるように配列された複数の第1炭素繊維層と、これら第1炭素繊維層の炭素繊維に交差して炭素繊維が延びるように配列された複数の第2炭素繊維層とを備え、圧縮荷重が入力されたとき、繊維強化樹脂板材の厚さ方向両端部分を圧縮荷重入力方向に交差する方向に炭素繊維が延びる第2炭素繊維層を介して夫々剥離させるように、繊維強化樹脂板材の厚さ方向一端側近傍部分と他端側近傍部分とに1以上の第2炭素繊維層を夫々配設している。
これにより、第2炭素繊維層を境界部分として、第2炭素繊維層よりも板厚方向内側の第1炭素繊維層によって柱状のピラー部を形成することができ、第2炭素繊維層よりも板厚方向外側の第1炭素繊維層によって枝状のフロンズ部を形成することができる。
しかし、繊維強化樹脂による逐次破壊がEA量に有効に寄与できない虞がある。
一般に、クラッシュカンの基端部は、サイドフレームの先端部にセットプレート等を介してボルト締結されていることから、繊維強化樹脂を用いてクラッシュカンを形成した場合、クラッシュカンの基端側部分にボルト穴の形成に伴う繊維切断部分が形成される。
この基端側部分の破壊が早く開始されるという破壊現象は、ボルト穴によって繊維切断部分が形成されていない場合であっても、構造的要因からも発生する可能性がある。
クラッシュカンの基端側部分の破壊が早く開始された場合、基端側部分の破壊が集中的に進行し、クラッシュカンの軸心方向と圧縮荷重入力方向とがずれてしまい、結果的に、衝突時の圧縮荷重によってクラッシュカンを潰し切ることができない虞がある。
即ち、逐次破壊を用いて衝撃エネルギ吸収を図るクラッシュカンにおいて、安定したEA性能を確保するには構造上改善の余地がある。
衝撃吸収部材が、バンパレインフォースメントを取り付けると共に先端部に形成された先端壁部を備えた開断面部材に形成されているため、車両衝突時、逐次破壊された繊維強化樹脂を衝撃吸収部材内部に蓄積することなく、外部に排出することができ、衝撃吸収部材を潰し切ることができる。
この構成によれば、第1強化繊維に相当する部分が剥離破壊するとき、第2強化繊維が第1強化繊維の間にファイバーブリッジを形成するため、第2強化繊維が引張荷重によって切断される切断エネルギを衝撃エネルギ吸収に用いることができる。
この構成によれば、第2強化繊維に対して均等に引張荷重を作用させることができ、更に衝撃エネルギを吸収することができる。
この構成によれば、車両衝突時、先端部分の単位面積当たりの入力荷重を基端側部分の単位面積当たりの入力荷重よりも大きくすることができ、先端部分に逐次破壊の起点を確実に形成することができる。
この構成によれば、車両衝突時、繊維強化樹脂に形成されるフロンズ部を薄くすることにより幅の大きなピラー部を安定的に形成し、EA性能を高くすることができる。
以下の説明は、本発明を車両の車体後部における衝撃吸収部材構造に適用したものを例示したものであり、本発明、その適用物、或いは、その用途を制限するものではない。
尚、図において、矢印Fは前方を示し、矢印Lは左方を示し、矢印Uは上方を示すものとして説明する。
以下、本発明の実施形態1について図1~図15に基づいて説明する。
図1~図3に示すように、車両Vは、左右1対のリヤサイドフレーム1と、これら1対のリヤサイドフレーム1の間を掛け渡すように設けられたフロアパネル2と、バンパフェイシャ(図示略)に後側外周部分を覆われ且つ左右に延びるバンパレインフォースメント(以下、バンパレインと省略する)3と、1対のリヤサイドフレーム1とバンパレイン3との間に配設された左右1対のクラッシュカン10(衝撃吸収部材)と、これら1対のクラッシュカン10を1対のリヤサイドフレーム1に夫々取り付けるための左右1対の外側ブラケット20及び左右1対の内側ブラケット30等を備えている。
尚、上記左右1対の部材は、何れも左右対称構造であるため、以下、主に左側の部材について説明する。
リヤサイドフレーム1は、断面略台形状に形成され、左右方向に直交する外壁部1aと、この外壁部1aの右側位置において平行状に配置され且つ外壁部1aよりも上下幅が大きい内壁部1bと、外壁部1aと内壁部1bの上端部同士を連結する上壁部1cと、外壁部1aと内壁部1bの下端部同士を連結する下壁部1dを備えている。
上壁部1cは左側程下方に移行するように傾斜状に形成され、下壁部1dは左側程上方に移行するように傾斜状に形成されている。
上下1対のボルト取付部材40は、水平面に対して面対称構造であるため、主に上側のボルト取付部材40について説明する。
ボルト取付部材40は、本体部41と、この本体部41の後端側部分に固定され且つ本体部41の後端部から後方に延びる2本のボルト部42等を備えている。
図10に示すように、本体部41の後端部は、上壁部1cの後端部よりも後側に突出するように配置されている。本体部41の前端部分には、前側壁部41a(基端側壁部)が形成されている。この前側壁部41aは、前側程上壁部1cに近接するように傾斜状に構成されている。それ故、本体部41の天井部分の前後長は底部分の前後長よりも短く形成され、上壁部1cの後端部よりも後側に位置する底部分の前後長は上壁部1cの後端部よりも前側に位置する底部分の前後長よりも短く形成されている。
これらのボルト部42の前端側部分は、前端部が上壁部1cの後端部に対応する位置に配置されるように本体部41の内部に夫々固着されている。
これにより、ボルト部42の支持強度と本体部41の接合強度とを確保しながら、ボルト取付部材40の小型軽量化を図っている。
下側のボルト取付部材40は、上側のボルト取付部材40と水平面に対して面対称構造であるため、詳細な説明を省略する。
図1に示すように、フロアパネル2は、前端側部分にリヤシート(図示略)が搭載され、後端側部分にスペアタイヤ(図示略)を格納可能なスペアタイヤパン2aが形成されている。このフロアパネル2の左右両端部分は、1対のリヤサイドフレーム1の夫々の内壁部1bに溶接にて接合されている。スペアタイヤパン2aは、フロアパネル2の荷室に対応する部位において下方に凹入するように形成されている。
図1~図5に示すように、バンパレイン3は、アルミ合金材料を押出成形にて一体部品として成形されている。
このバンパレイン3は、略水平状に左右に延びる閉断面を構成し、平面視にて中央部分が後方に突出した緩湾曲状に形成されている。
図12に示すように、バンパレイン3の前側壁部の左右両端側部分には上下1対のボルト穴3aが夫々形成され、後側壁部の左右両端側部分には締結作業用の上下1対の作業穴3bが夫々形成されている。
クラッシュカン10は、長繊維である炭素繊維を強化材とした炭素繊維樹脂(CFRP)成形体を成形することにより(例えばRTM法)、右側(車幅方向内側)部分が開放された開断面部材として一体形成されている。
RTM法とは、炭素繊維のプリフォームを上下分離可能な成形型のキャビティ内にセットし、このキャビティ内に溶融させた合成樹脂を射出する成形方法である。
側壁部11は、略部分円錐状に構成され、前後方向に直交する縦断面にて中段部分が左方に膨出することにより右方に開口するように形成されている。
これにより、車両衝突時、逐次破壊された炭素繊維樹脂をクラッシュカン10の外部に排出することができ、クラッシュカン10を潰し切ることができる。
上側湾曲部11a及び下側湾曲部11cは、前後方向に直交する縦断面が部分円弧形状に形成され、その直径は後側程小さくなるように形成されている。
上下2つの中間湾曲部11bは、前後方向に直交する縦断面が部分円弧形状に夫々形成され、それらの直径は前後に亙って略一定に夫々形成されている。
それ故、側壁部11は、側面視にて、前側程上下幅が大きくなるように形成されている。
上側湾曲部11aの下端部と下側中間湾曲部11bの上端部とが湾曲状に連なっているため、側壁部11の中段部分には右方に凹入した前後に延びる凹部が形成されている。
図9に示すように、炭素繊維樹脂に含まれる炭素繊維の大部分に相当する第1炭素繊維51は、炭素繊維樹脂成形体の前端から後端に亙って連続して一様に延びる単繊維(フィラメント)が所定数(例えば12k)束ねられた繊維束(トウ)で構成され、炭素繊維樹脂に含まれる炭素繊維の一部に相当する第2炭素繊維52は、炭素繊維樹脂成形体の上端から下端に亙って連続して一様に延びる単繊維が所定数束ねられた繊維束で構成されている。炭素繊維の単繊維の直径は、例えば7~10μmである。炭素繊維樹脂成形体の母材53には、熱硬化性エポキシ系合成樹脂が使用されている。
それ故、側壁部11に前後方向の圧縮荷重が作用した場合、フロンズ部に相当する第1炭素繊維51部分がピラー部に相当する第1炭素繊維51部分に先行して剥離破壊し、その後、ピラー部に相当する第1炭素繊維51部分が圧縮破壊される。この剥離破壊と圧縮破壊とが、後端部(圧縮荷重入力側端部)から逐次前方に進行する逐次破壊が行われる。
これにより、左右幅の大きなピラー部を安定的に形成し、大きなEA量を確保している。
しかも、フロンズ部に相当する第1炭素繊維51部分が剥離破壊するとき、第2炭素繊維52が複数の第1炭素繊維51の間にファイバーブリッジを形成するため、引張荷重によって切断される第2炭素繊維52の切断エネルギをエネルギ吸収に利用している。
これにより、バンパレイン3を介して入力された圧縮荷重は、先端壁部12によって側壁部11の後端部全域に一様に分散伝達される。
図12に示すように、先端壁部12は、バンパレイン3の前側壁部に沿うように側壁部11の後端部から折り曲げられ、側壁部11と先端壁部12との交差角度θが鈍角、具体的には90°~120°の範囲に設定されている。この交差角度θは、好ましくは、95°~115°の範囲であり、本実施形態では、約100°に設定されている。
これにより、バンパレイン3から先端壁部12に前後方向の圧縮荷重が入力したとき、側壁部11と先端壁部12との境界部分(角部分)に入力した荷重を集中的に作用させて破壊起点を生成している。
図4,図12,図15に示すように、先端壁部12には、バンパレイン3を装着するために上下1対の取付部12a(開口部)が形成されている。
それ故、上下1対の取付部12aの周辺では、第1炭素繊維51が切断された繊維切断部分が形成されており、バンパレイン3の支持強度が低下している。
そこで、取付部12aには、ボルト15と螺合可能なナット部材14を内嵌している。
これにより、バンパレイン3の上下1対のボルト穴3aに挿通された1対のボルト15を先端壁部12に内嵌されたナット部材14に締結することにより、バンパレイン3をクラッシュカン10の後端部に取り付けている。
図5,図10,図11,図15に示すように、外側ブラケット20及び内側ブラケット30は、クラッシュカン10の前端側部分(側壁部11の前端側部分の一部及びフランジ部13)をクラッシュカン10の厚さ方向から挟み込んでリヤサイドフレーム1に支持されたボルト取付部材40に固定するように構成されている。
これにより、クラッシュカン10の前端側部分に繊維切断部分を形成することなく、リヤサイドフレーム1にクラッシュカン10を取り付けることができる。
取付部23は、本体部21の放射方向外側に設けられている。この取付部23は、本体部21の上側位置及び下側位置に左右1対のボルト穴23aを夫々有している。
これらのボルト穴23aは、クラッシュカン10をリヤサイドフレーム1に取り付けるとき、ボルト取付部材40のボルト部42が夫々挿通可能な位置に形成されている。
外側ブラケット20及び内側ブラケット30によってクラッシュカン10を挟持するとき、各ボルト穴32bに挿通されたボルト33が締結穴22bに締結されている。
これにより、傾斜部22と傾斜部32が重畳されると共に、本体部21と本体部31が、側壁部11の前端側部分の一部及びフランジ部13に圧着され、クラッシュカン10と外側ブラケット20と内側ブラケット30が一体的にユニット化される。
車体側において、準備工程として、リヤサイドフレーム1の上壁部1c及び下壁部1dにボルト取付部材40を夫々接合する。
クラッシュカン10の前端側部分の外周側に外側ブラケット20を重ね合わせ、前端側部分の内周側に内側ブラケット30を重ね合わせた後、ボルト33をボルト穴32bに挿通させて締結穴22bに締結することにより、クラッシュカン10はブラケット20,30と一体化されたクラッシュカンユニットを形成する。
このとき、ボルト取付部材40の本体部41の底部がリヤサイドフレーム1の後端部よりも後方に突出しているため、外側ブラケット20の本体部21の外周部が本体部41の底部に沿って前方に誘導され、ボルト部42がボルト穴23aに挿通される。
ボルト穴23aに挿通されたボルト部42にナット43を締結してクラッシュカンユニットをリヤサイドフレーム1に連結固定する。
尚、バンパレイン3は、クラッシュカンユニットをリヤサイドフレーム1に締結固定する前に、予めクラッシュカン10に連結しても良く、また、クラッシュカンユニットをリヤサイドフレーム1に締結固定した後にクラッシュカン10に連結しても良い。
この衝撃吸収部材構造によれば、前後方向に連続して延びるように配列された複数の第1炭素繊維51を含む左右1対のCFRP製クラッシュカン10を有するため、車両衝突時、クラッシュカン10の逐次破壊を用いて衝撃エネルギを吸収することができる。
クラッシュカン10が、バンパレイン3を取り付けると共に先端部に形成された先端壁部12を備えた開断面部材に形成されているため、車両衝突時、逐次破壊された繊維強化樹脂(CFRP)をクラッシュカン10内部に蓄積することなく、外部に排出することができ、クラッシュカン10を潰し切ることができる。
次に、本発明の実施形態2について図16及び図17に基づいて説明する。ここでは、実施形態2のうち実施形態1と異なる部分を中心に説明し、実施形態1の説明と重複する説明は省略する。図16は、実施形態2に係る衝撃吸収部材構造を備えた車両Vの車体後部の斜視図であって、実施形態1の図1に相当する図である。また、図17は、実施形態2のクラッシュカン10の後端側部分周辺の斜視図であって、実施形態1の図4に相当する図である。ただし、図4では左側のクラッシュカン10を図示しているのに対し、図17では右側のクラッシュカン10を図示している。
1〕前記実施形態においては、リヤサイドフレームに取り付けられるリヤ側のクラッシュカンに適用した例を説明したが、フロントサイドフレームに取り付けられるフロント側のクラッシュカンに適用しても良い。
また、車幅方向内側が開放された部分筒状の開断面部材に構成されたクラッシュカンに適用した例を説明したが、前後方向に直交する縦断面が矩形状、所謂側壁部が板状であっても良い。
また、母材樹脂についても、クラッシュカンの仕様に応じて任意に選択することができる。
10 クラッシュカン
11 側壁部
11a 上側湾曲部
11b 中間湾曲部
11c 下側湾曲部
12 先端壁部
12a 取付部
51 第1炭素繊維
52 第2炭素繊維
V 車両
Claims (5)
- 車体前後方向先端側部分に配設され且つ前後方向に連続して延びるように配列された複数の強化繊維を含む左右1対の繊維強化樹脂製衝撃吸収部材と、前記1対の衝撃吸収部材の先端部に取り付けられた車幅方向に延びるバンパレインフォースメントとを備えた車両の衝撃吸収部材構造において、
前記衝撃吸収部材が、前記バンパレインフォースメントを取り付けると共に先端部に形成された先端壁部を備えた開断面部材に形成されていることを特徴とする車両の衝撃吸収部材構造。 - 前記衝撃吸収部材は、車体前後方向に連続して延びるように配列され且つ衝撃吸収部材に含まれる強化繊維の大部分を構成する複数の第1強化繊維と、前記第1強化繊維の延びる方向と交差する方向に連続して延びるように配列された複数の第2強化繊維とを有し、
前後方向に直交する縦断面視にて複数の曲線部が形成されていることを特徴とする請求項1に記載の車両の衝撃吸収部材構造。 - 前記複数の曲線部は複数の部分円弧形状であることを特徴とする請求項2に記載の車両の衝撃吸収部材構造。
- 前記衝撃吸収部材は、前記先端部側程上下幅が小さくなるように形成されていることを特徴とする請求項1~3の何れか1項に記載の車両の衝撃吸収部材構造。
- 前記複数の第2強化繊維が前記1対の衝撃吸収部材の厚さ方向両端近傍部分に夫々配設されていることを特徴とする請求項2に記載の車両の衝撃吸収部材構造。
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US15/760,195 US10604094B2 (en) | 2015-11-20 | 2016-11-08 | Impact absorbing member structure of vehicle |
JP2017551825A JP6610677B2 (ja) | 2015-11-20 | 2016-11-08 | 車両の衝撃吸収部材構造 |
DE112016004866.1T DE112016004866T5 (de) | 2015-11-20 | 2016-11-08 | Stoßabsorbierende Elementstruktur eines Fahrzeugs |
CN201680051634.7A CN107921920B (zh) | 2015-11-20 | 2016-11-08 | 车辆的冲击吸收构件结构 |
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JP (1) | JP6610677B2 (ja) |
CN (1) | CN107921920B (ja) |
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JP6610677B2 (ja) | 2019-11-27 |
US20180257589A1 (en) | 2018-09-13 |
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