JP7088085B2 - Vehicle load absorbing member - Google Patents

Description

The present invention relates to a load absorbing member for a vehicle.

In the following Patent Document 1, a filler formed of wood is provided inside a hollow material formed in a tubular shape having a rectangular cross section, and the impact at the time of a vehicle collision is received as a compressive load and buckled and deformed in a bellows shape. Therefore, a shock absorbing member that absorbs a shock is disclosed. The hollow material of the shock absorbing member is formed of aluminum or an aluminum alloy. Therefore, the entire body may be deformed in a bellows shape due to the compressive load. When such deformation occurs in the hollow material, the portion of the hollow material deformed to the outside of the cross section separates from the filler.

In this way, when a part of the hollow material is separated from the filling material and a gap is formed between the part of the hollow material and the filling material, the filling material is deformed to fill the gap. As a result, the filler may be cracked or the like. Compared to such deformation such as splitting, compression deformation has higher load absorption performance. Therefore, it is desirable that the load absorbing member for a vehicle such as the shock absorbing member receives an impact as a compressive load and is compressed and deformed by the compressive load.

Japanese Unexamined Patent Publication No. 2001-182769

In consideration of the above facts, an object of the present invention is to obtain a load absorbing member for a vehicle that is effectively compressed and deformed by a compressive load.

The vehicle load absorbing member according to claim 1 is formed of a main body portion made of wood and a fiber reinforced resin material, and covers at least an outer peripheral portion of the main body portion in an axial direction with a predetermined direction as an axial direction. It includes a frame and a covering portion formed of a synthetic resin material containing at least one of fluorine and silicone and covering the outer peripheral portion of the main body portion.

When the load absorbing member for a vehicle according to claim 1 receives a compressive load from a predetermined direction side, the main body portion tends to expand in a direction substantially orthogonal to a predetermined direction. Here, in the main body portion, the outer peripheral portion in the axial direction with the predetermined direction as the axial direction is covered with the frame body. The frame is made of fiber reinforced resin and has high rigidity. Therefore, when the frame body receives the above-mentioned compressive load, the frame body is sequentially crushed from the predetermined direction side.

Therefore, when the above-mentioned compressive load is applied to the frame body, it is possible to suppress the deformation of the frame body in a bellows shape having a predetermined direction as an axial direction. Therefore, on the predetermined direction side of the portion of the frame body that has been crushed by the compressive load, the expansion of the main body portion in the direction substantially orthogonal to the predetermined direction is restricted by the frame body. In this way, since it is possible to prevent the main body from expanding and deforming in a direction substantially orthogonal to the predetermined direction, other than compression deformation in the direction opposite to the predetermined direction (that is, the direction of the compressive load). It is possible to prevent other deformations from occurring in the main body.

Further, the outer peripheral portion of the main body portion is covered with a covering portion. Here, the covering portion is formed of a synthetic resin material containing at least one of fluorine and silicone. Fluorine is a nearly non-polar molecule, and silicone has a weak intermolecular bond. Therefore, the adhesion between the frame formed by the fiber reinforced resin and the covering portion is suppressed. Therefore, even if the portion of the frame that has been crushed by the above-mentioned compressive load moves in the direction orthogonal to the predetermined direction, the main body follows the crushed portion of the frame and deforms (cracking of the main body, etc.). (Including) can be suppressed. It is possible to suppress the occurrence of deformation in the main body other than the compression deformation in the direction opposite to the predetermined direction.

Further, the end surface of the main body portion of the vehicle load absorbing member according to claim 1 on the predetermined direction side may be a wood end surface.

In the load absorbing member for a vehicle having such a configuration, since the end surface of the main body portion on the predetermined direction side is a wood end surface, the wood fiber direction of the wood forming the main body portion is generally in the predetermined direction. Therefore, when the main body portion whose expansion is restricted in the direction substantially orthogonal to the predetermined direction by the frame body receives a compressive load from the predetermined direction side, the wood fibers of the wood forming the main body portion become the wood fibers. The main body is compressed and deformed by being slightly buckled so as to bend in the longitudinal direction. As a result, the compressive load can be effectively absorbed by the compressive deformation of the main body.

Further, the longitudinal direction of most of the fiber material of the fiber reinforced resin forming the covering portion of the load absorbing member for a vehicle according to claim 1 may be the predetermined direction.

In the load absorbing member for a vehicle having such a configuration, since the longitudinal direction of most of the fiber material of the fiber reinforced resin forming the covering portion is a predetermined direction, the rigidity of the covering portion with respect to the compressive load can be increased. As a result, it is possible to effectively suppress the deformation of the frame in a bellows shape having a predetermined direction as the axial direction when a compressive load is applied. Therefore, it is possible to effectively suppress the expansion and deformation of the main body portion in the direction substantially orthogonal to the predetermined direction, except for the compression deformation in the direction opposite to the predetermined direction (that is, the direction of the compressive load). It is possible to effectively suppress the occurrence of other deformations in the main body.

As described above, in the vehicle load absorbing member according to claim 1, since it is possible to suppress the occurrence of deformation other than the compression deformation in the direction of the compression load on the main body portion, the main body portion due to the compression load can be suppressed. The compressive deformation of the main body can be effectively generated, and the compressive load can be effectively absorbed by the compressive deformation of the main body.

It is an exploded perspective view of the load absorbing member for a vehicle which concerns on 1st Embodiment. In the cross-sectional view of the load absorbing member for a vehicle cut along line 2-2 of FIG. 1, the circle C of the alternate long and short dash line in the figure is an enlarged cross-sectional view of the portion of the circle D of the alternate long and short dash line in the figure. It is sectional drawing corresponding to FIG. 2 which shows the state in which a load F was applied. It is sectional drawing corresponding to FIG. 3 which shows the state which the load F further acted on. FIG. 3 is an exploded perspective view of a rocker of a vehicle to which a side crash box and a side crash box according to a second embodiment are attached. In the cross-sectional view of the side crash box cut along the line 6-6 of FIG. 5, the circle E of the alternate long and short dash line in the figure is an enlarged cross-sectional view of the portion of the circle G of the alternate long and short dash line in the figure.

Next, each embodiment of the present invention will be described with reference to the drawings of FIGS. 1 to 6. In each of FIGS. 1 to 4 showing the first embodiment, the arrow A indicates the axial direction of the vehicle load absorbing member 10 for convenience. Further, in each of FIGS. 5 and 6 showing the second embodiment, the arrow FR indicates the front side (vehicle front side) of the vehicle 32 to which the side crash box 30 as the load absorbing member for the vehicle is applied. Further, the arrow OUT indicates the outside in the vehicle width direction, and the arrow UP indicates the upper side of the vehicle. In the second embodiment, the right side in the vehicle width direction is described as the outside in the vehicle width direction, but the second embodiment, and thus the present invention, is configured such that the left side in the vehicle width direction is the outside in the vehicle width direction. It is also possible to apply.

<Structure of the first embodiment>
As shown in FIG. 1, the vehicle load absorbing member 10 according to the first embodiment includes a main body portion 12, a covering portion 14, and a frame body 16. The main body portion 12 has a substantially rectangular parallelepiped or a substantially cubic shape. Further, the main body portion 12 is formed of wood, and the fiber direction of the wood forming the main body portion 12 is generally the axial direction (direction of arrow A in FIG. 1 and the opposite direction). For this reason, the surfaces on both sides of the main body 12 in the axial direction are the grain surface, and the outer peripheral surface of the main body 12 is the grain surface or the plank surface (preferably the grain surface).

The covering portion 14 is formed of, for example, a material having a non-polar molecular structure (for example, fluorine) or a material having a low intermolecular bond (for example, silicone). The covering portion 14 has a tubular shape in which both sides in the axial direction are opened by a sheet-shaped film. The main body portion 12 is inserted inside the covering portion 14, and the covering portion 14 is in contact with (further in close contact with) the outer peripheral surface of the main body portion 12.

The frame 16 is formed of, for example, a synthetic resin material containing carbon fibers, a so-called carbon fiber reinforced plastic. In the present embodiment, the longitudinal direction of the carbon fibers constituting the carbon fiber reinforced resin is generally the above-mentioned axial direction (direction of arrow A in FIG. 1 and the opposite direction). The rigidity of such a frame body 16, for example, the rigidity of the frame body 16 with respect to the load from the axial direction side (axial rigidity) is the same as the thickness dimension of the frame body 16 in the direction orthogonal to the axial direction. It is higher than the aluminum or aluminum alloy plate material, and more preferably higher than the stainless steel plate having the same thickness as the frame body 16. The frame body 16 includes a tubular portion 18 (furthermore, in the present embodiment, the frame body 16 is composed of the tubular portion 18).

The tubular portion 18 has a tubular shape that is open on both sides in the axial direction, and the cross-sectional shape obtained by cutting the tubular portion 18 in the direction orthogonal to the axis is orthogonal to the main body portion 12 in a state of being covered with the covering portion 14. The shape is substantially the same as the cross-sectional shape cut in the direction (in other words, the outer peripheral shape of the covering portion 14 in the state of covering the main body portion 12). Inside the tubular portion 18, the main body portion 12 in a state of being covered with the covering portion 14 is arranged, and the tubular portion 18, that is, the frame body 16 is a main body portion in a state of being covered by the covering portion 14. It is directly molded into 12.

<Actions and effects of the first embodiment>
Next, the operation and effect of the present embodiment will be described through the explanation of the behavior of the load absorbing member 10 for the vehicle when the compressed load F acts on the load absorbing member 10 for the vehicle.

It is assumed that the compressive load F from the axial direction acts on the load absorbing member 10 for the vehicle. When such a compressive load F acts on the load absorbing member 10 for the vehicle, as shown in FIG. 3, the main body portion 12 is on the axis orthogonal direction side (arrow B1 direction side and arrow B2 direction side in FIG. 3 and the like). Try to expand to.

However, the main body portion 12 is arranged inside the frame body 16 (cylindrical portion 18), and the outer peripheral portion of the main body portion 12 is covered with the frame body 16 (cylindrical portion 18). The expansion of the main body portion 12 described above is limited by the frame body 16. Here, the fiber direction of the wood forming the main body portion 12 is generally the axial direction, that is, the direction of the compressive load F. Therefore, in the main body portion 12 whose expansion is restricted by the frame body 16, the wood fibers forming the main body portion 12 are microbuckled in a zigzag shape with respect to the axial direction by the compressive load F (see FIG. 3). ).

On the other hand, the rigidity of the frame body 16 with respect to the compression load F is higher than the rigidity of the iron plate having the same thickness with respect to the compression load F. Therefore, when the frame body 16 receives the compressive load F, the frame body 16 is sequentially crushed from one end of the frame body 16 in the axial direction (the side in the direction of arrow A in FIG. 3). The crushed portion of the frame body 16 is deformed so as to move outward in the direction orthogonal to the axis (the side in the direction of arrow B1 and the side in the direction of arrow B2 in FIG. 3).

Here, the outer peripheral surface of the main body portion 12 is covered with the covering portion 14, and the covering portion 14 is interposed between the outer peripheral surface of the main body portion 12 and the inner peripheral surface of the frame body 16. The covering portion 14 is formed of a material having a non-polar molecular structure or a material having low intermolecular bonds. Therefore, the covering portion 14 is not adhered to the synthetic resin material of the fiber reinforced resin constituting the frame body 16, or is weakly adhered to the synthetic resin material of the fiber reinforced resin. Therefore, when the frame body 16 is deformed so as to move from one end side in the axial direction to the side orthogonal to the axis, the deformed portion of the frame body 16 separates from the covering portion 14. Therefore, it is possible to suppress the deformation of the main body portion 12 so as to follow the deformation of the frame body 16, and it is possible to suppress the occurrence of splitting of the main body portion 12 in which the main body portion 12 is split outward in the direction orthogonal to the axis due to the compression load F.

Further, as shown in FIG. 4, when the compressive load F is applied to the vehicle load absorbing member 10 and the wood fibers forming the main body 12 sufficiently fill the voids in the wood, the main body 12 Is sufficiently compressed and deformed. A part of the compressive load F is subjected to the compression deformation of the main body portion 12 and the deformation of the frame body 16 as described above and is absorbed. By absorbing the compressed load F in this way, the vehicle load absorbing member 10 in FIG. 4 is on the other side in the axial direction from the vehicle load absorbing member 10 (on the side opposite to the arrow A direction in FIG. 4). The compression load F transmitted to the lower side) can be reduced.

Further, the main body portion 12 tends to expand in the direction orthogonal to the axis by being compressed and deformed. Therefore, as described above, when the frame body 16 is pressed outward in the direction orthogonal to the axis by the body portion 12 sufficiently compressed and deformed, and the frame body 16 is broken by this, a part of the compressive load F is released. It is used for breaking the frame body 16. Further, when the restraint of the main body portion 12 by the frame body 16 is released by breaking the frame body 16 in this way, the main body portion 12 is split outward in the axial orthogonal direction by the compressive load F (the main body portion 12 is split). It will be split). When a part of the compressed load F is subjected to such breaking of the frame body 16 and splitting of the main body portion 12, the compressed load F is further absorbed, and the other side in the axial direction than the load absorbing member 10 for the present vehicle. The transmission of the compressive load F to the side can be further effectively reduced.

As described above, in the present embodiment, the frame body 16 is sequentially crushed from one end side in the axial direction by the compressive load F. Therefore, there is less deformation due to the compressive load F (particularly, buckling accompanied by out-of-plane deformation) on the other side in the axial direction than the crushed portion of the frame body 16. As a result, it is possible to prevent a gap from being generated between the frame body 16 and the main body portion 12. As a result, the expansion of the main body portion 12 in the direction orthogonal to the axis due to the compressive load F is suppressed, and it is possible to suppress the occurrence of splitting in the main body portion 12 until the main body portion 12 is sufficiently compressed and deformed by the compressive load. Therefore, the absorption amount of the compressive load F can be increased as compared with the case where the main body portion 12 is split before the main body portion 12 is sufficiently compressed and deformed.

In the present embodiment, the arrangement position of the load absorbing member 10 for the vehicle in the vehicle is not particularly mentioned, but a frontal collision of the vehicle, a rear-end collision with the vehicle from the rear side of the vehicle, a side collision from the outside in the vehicle width direction, etc. , Can be applied to parts that are expected to receive various impacts in a vehicle.

<Structure of the second embodiment>
The second embodiment will be described with the first embodiment described above as a basic embodiment.

As shown in FIG. 5, the side crash box 30 as a load absorbing member for a vehicle is provided on the outer side of the rocker 34 of the vehicle 32 in the vehicle width direction.

The side crash box 30 is made of carbon fiber reinforced resin. The side crash box 30 includes a frame body 16, and the frame body 16 includes a tubular portion 18. As shown in FIG. 6, the cylindrical portion 18 includes a pair of upper and lower horizontal walls 36 and a pair of front and rear vertical walls 38. The side wall 36 has a flat plate shape, and the longitudinal direction of the side wall 36 is generally the vehicle front-rear direction. Further, the thickness direction of the side wall 36 is generally in the vertical direction of the vehicle, and both side walls 36 are arranged so as to face each other in the vertical direction of the vehicle.

The vertical wall 38 has a flat plate shape, and the thickness direction of the vertical wall 38 is generally the vehicle front-rear direction. One vertical wall 38 connects the vehicle front ends of both side walls 36, and the other vertical wall 38 connects the vehicle rear ends of both side walls 36. As a result, the cross-sectional shape of the tubular portion 18 obtained by cutting the tubular portion 18 in the direction orthogonal to the vehicle width direction is a rectangular tubular shape that is long in the vehicle front-rear direction.

Further, a plurality of partition walls 40 are provided inside the tubular portion 18. These partition walls 40 have a flat plate shape, and the thickness direction of the partition walls 40 is generally the vehicle front-rear direction. These partition walls 40 are provided inside the tubular portion 18 at predetermined intervals in the vehicle front-rear direction, and the vehicle upper end of each partition wall 40 is one at the vehicle front-rear direction intermediate portion of one side wall 36. It is connected to the lower side surface of the vehicle on the side wall 36. Further, the lower end of each partition wall 40 is connected to the lower side surface of the other side wall 36 at the intermediate portion in the vehicle front-rear direction of the other side wall 36. The space inside the tubular portion 18 is divided in the front-rear direction of the vehicle by these partition walls 40.

As described above, the main body portion 12 and the covering portion 14 are provided in each of the inner spaces of the tubular portion 18 divided by the partition wall 40. The fiber direction of the wood forming each main body portion 12 is generally the vehicle width direction, and the outer peripheral surface of each main body portion 12 (that is, the surface of the main body portion 12 on the vehicle front-rear side side and the surface on the vehicle vertical direction side). ) Is covered by the tubular covering portion 14.

Here, the frame body 16 is formed so that the longitudinal direction of the carbon fibers contained in the fiber reinforced resin forming the frame body 16 is at least in the tubular portion 18 (including the partition wall 40) in the vehicle width direction. There is.

Further, as shown in FIG. 5, the frame body 16 includes a closing portion 42. The closing portion 42 is provided on the outer side of the tubular portion 18 in the vehicle width direction, and the outer end of the tubular portion 18 in the vehicle width direction is closed by the closing portion 42. Further, the frame body 16 includes a first mounting portion 44. The first mounting portion 44 has a flat plate shape, and the longitudinal direction of the first mounting portion 44 is generally the vehicle front-rear direction.

Further, the thickness direction of the first mounting portion 44 is the vertical direction of the vehicle. The vehicle front-rear direction dimension of the first mounting portion 44 is longer than the vehicle front-rear direction dimension of the tubular portion 18, and the tubular portion 18 is arranged at the vehicle front-rear direction center portion of the first mounting portion 44. .. The first mounting portion 44 extends inward in the vehicle width direction from the vehicle rear end of the tubular portion 18. The first mounting portion 44 is arranged on the lower side of the vehicle of the rocker 34, and is fixed to the rocker 34 by, for example, a fastening member such as a bolt.

Further, the frame body 16 includes a second mounting portion 46. The second mounting portion 46 has a flat plate shape, and the thickness direction of the first mounting portion 44 is generally the vehicle width direction. The second mounting portion 46 is provided on the front side of the vehicle and the rear side of the vehicle with respect to the tubular portion 18, and the vehicle widths of the front side portion of the vehicle and the rear side portion of the vehicle with respect to the tubular portion 18 in the first mounting portion 44. It extends from the outer end of the direction to the upper side of the vehicle. The second mounting portion 46 is arranged outside the vehicle width direction of the rocker 34, and is fixed to the rocker 34 by, for example, a fastening member such as a bolt.

<Actions and effects of the second embodiment>
When another vehicle collides with the vehicle 32 to which the present embodiment of the above configuration is applied from the outside in the vehicle width direction (that is, when a so-called "side collision" occurs), the vehicle is placed in the side crash box 30. The load F from the outside in the width direction acts. When such a load F acts on the side crash box 30, the main body portion 12, the covering portion 14, and the tubular portion 18 constituting the side crash box 30 basically have a load for a vehicle according to the first embodiment. When the compressive load F acts on the absorbing member 10, the behavior is the same as that of the main body portion 12, the covering portion 14, and the tubular portion 18. Therefore, in the present embodiment, the load F from the outside in the vehicle width direction can be effectively absorbed by the compression deformation of the main body portion 12.

Further, in the present embodiment, the cross-sectional shape of the tubular portion 18 of the frame body 16 is a rectangular tubular shape in the front-rear direction of the vehicle. Therefore, the load F can be effectively absorbed by the compression deformation of the main body portion 12 in the tubular portion 18 without lengthening the tubular portion 18 in the vehicle width direction or the vehicle vertical direction.

Further, in the present embodiment, the cross-sectional shape of the tubular portion 18 of the frame body 16 is a rectangular tubular shape that is long in the front-rear direction of the vehicle. However, the intermediate portions of both side walls 36 constituting the tubular portion 18 in the vehicle front-rear direction are connected by the partition wall 40. Therefore, the partition wall 40 can prevent the side walls 36 of the tubular portion 18 from bending so as to be separated from each other in the vertical direction of the vehicle. As a result, the expansion of the main body portion 12 in the vertical direction of the vehicle can be effectively suppressed, and the main body portion 12 can be effectively compressed and deformed by the load F. The load F can be effectively absorbed by the compression deformation of the main body portion 12.

In the second embodiment, the partition wall 40 is provided so as to connect both side walls 36 facing in the vertical direction of the vehicle in the tubular portion 18. However, the partition wall 40 may be provided in the tubular portion 18 so as to connect the two vertical walls 38 facing each other in the front-rear direction of the vehicle. That is, if the partition wall 40 is provided so as to divide the space inside the tubular portion 18 in a direction substantially orthogonal to the direction of the load (compressive load) F, the partition wall 40 is wide without being limited to its specific embodiment. Applicable.

Further, in each of the above embodiments, the cross-sectional shape of the main body portion 12 and the cross-sectional shape of the tubular portion 18 of the frame body 16 cut in a direction substantially orthogonal to the direction of the load (compressive load) F are rectangular. there were. However, the cross-sectional shape of the main body portion 12 and the cross-sectional shape of the tubular portion 18 of the frame body 16 may be a polygon other than a rectangle such as an octagon or a hexagon, or may be an elliptical shape or the like. It may have a shape other than a rectangular shape.

Further, in each of the above embodiments, the covering portion 14 is formed of a sheet-like film. However, for example, a liquid composed of a material having a non-polar molecular structure (for example, fluorine) or a material having a low intermolecular bond (for example, silicone) is applied to the outer peripheral portion of the main body portion 12 to coat the outer peripheral portion. It may be configured to form the layer of the portion 14.

Further, in each of the above embodiments, the wood fiber direction of the wood forming the main body portion 12 is generally the direction of the load (compressive load) F. However, the wood fiber direction of the wood forming the main body portion 12 may be a direction intersecting the direction of the load (compressive load) F.

Further, in each of the above-described embodiments, the fibers constituting the fiber-reinforced resin constituting the frame 16 are carbon fibers. However, the fibers constituting the fiber-reinforced resin constituting the frame 16 may be glass fibers, aramid fibers, or the like. That is, the fibers constituting the fiber reinforced resin constituting the frame body 16 are not particularly limited.

Further, in each of the above embodiments, the longitudinal direction of the fibers constituting the fiber reinforced resin constituting the frame body 16 is generally in the direction of the load (compressive load) F. However, the longitudinal direction of the fibers constituting the fiber reinforced resin constituting the frame 16 may be a direction intersecting the direction of the load (compressive load) F.

10 Vehicle load absorbing member 12 Main body 14 Covering 16 Frame 30 Side crash box (Vehicle load absorbing member)

Claims (1)

The main body made of wood and
A frame body formed of a fiber reinforced resin material and covering an outer peripheral portion of the main body portion in an axial direction having at least a predetermined direction as an axial direction.
A covering portion formed of a synthetic resin material containing at least one of fluorine and silicone and covering the outer peripheral portion of the main body portion, and a covering portion.
A load absorbing member for a vehicle.

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