Patent Application
20230173896
This disclosure relates to an impact absorbing structure for a vehicle, and specifically to an impact absorbing structure provided inside a door on the side of the vehicle and in front or rear of the vehicle.
Conventionally, some vehicles are equipped with an impact absorbing structure on the front and rear bumpers or inside the side doors to absorb the impact energy in the event of a side collision.
In Japanese Patent No. 6601749 and Japanese Utility Model Laid-Open HEI 4-129316, a composite structure in which a synthetic resin is filled un a metal member having a hollow closed cross section is described.
In JP-A-2010-100259, a vehicle body structure in which a crash box is installed between a bumper reinforcement and a rear side member is described.
In JP-A-8-34302, an impact-absorbing bumper composed of a metal reinforcement, a skin material and an energy-absorbing material made of a synthetic polymer foam between them is described.
In JP-A-2018-65452, an example in which a carbon fiber-reinforced resin is adhered to the open surface of a bumper reinforcement on the vehicle body side is described.
In the structures described in JP ‘749 and JP ‘316, it is difficult to insert the synthetic resin into the closed cross section of the metal member, and this difficulty becomes remarkable particularly in long structures. Further, there is a problem that the construction method is further restricted when the cross section perpendicular to the longitudinal direction has a complicated shape or the cross-sectional shape changes along the longitudinal direction.
In both of the structures described in JP ‘259 and JP ‘302, it is difficult to suppress a local bending of the bumper reinforcement itself due to an external impact.
In the structure described in JP ‘452, there is a problem that in addition that an advanced technology is required for joining a metal and a resin, an expensive carbon fiber-reinforced resin must be used.
Accordingly, it could be helpful to provide an impact absorbing structure for a vehicle that does not require an advanced joining technology between a metal and a resin, and is lightweight and can sufficiently absorb an impact energy with a simple construction method.
We thus provide an impact absorbing structure for a vehicle characterized in that the impact absorbing structure comprises a metal beam and a resin crash pad installed on a side of the metal beam where an external impact is received, and the resin crash pad is installed within a range in the longitudinal direction of the metal beam, the range including a site which includes a longitudinal direction center of the metal beam and which receives the external impact.
In such an impact absorbing structure, since the resin crash pad is arranged at a portion that directly receives an external impact, it becomes possible to disperse and transmit the input impact energy across a wide range to the metal beam via the resin crash pad, and by suppressing a local bending of the metal beam, it becomes possible that the metal beam is bent over a wide range, and the impact energy absorption amount by the impact absorbing structure can be increased.
From the viewpoint that it becomes possible to increase the energy absorption amount while suppressing the increase in weight of the entire impact absorbing structure, it is desirable that a length of the resin crash pad is ⅛ to ½ of the total longitudinal length of the metal beam. It is more desirable to be ¼ or less. If the resin crash pad occupies more than ½, the overall weight may become heavy, and if it is less than ⅛, the impact energy input from the outside cannot be sufficiently dispersed, and the metal beam may cause a local bending.
Further, it is preferred that the metal beam has an open cross section perpendicular to the longitudinal direction and has a length of 50 to 200 cm and a width of 5 cm or more. Alternatively, the impact absorbing structure can be applied also to when the metal beam has a closed cross section perpendicular to the longitudinal direction and has a length of 50 to 200 cm and a cross-sectional area of 10 cm2 or more.
It is preferred that the resin crash pad is composed of a thermoplastic resin composition, from the viewpoint of molding method.
It is preferred that the thermoplastic resin composition constituting the resin crash pad has a tensile elongation at break, measured under the following conditions, of 1% or more, in the point that it becomes possible to increase the energy absorption amount while suppressing the increase in weight of the entire impact absorbing structure equipped with the resin crash pad.
Using an ISO test piece obtained by injection molding, a tensile test is performed in accordance with ISO527-1 and -2 at a strain rate of 10 mm/min in an atmosphere at a temperature of 23° C. and a humidity of 50% to measure the tensile elongation at break.
Further, separately from or together with the above-described preferred conditions for the tensile elongation at break, it is preferred that the thermoplastic resin composition constituting the resin crash pad has a flexural modulus, measured under the following conditions, of 1 to 20 GPa. Within this range, it becomes possible to increase the energy absorption amount while suppressing the increase in weight of the entire impact absorbing structure.
Using an ISO test piece obtained by injection molding, a bending test is performed in accordance with ISO 178 at a strain rate of 2 mm/min in an atmosphere at a temperature of 23° C. and a humidity of 50% to measure the flexural modulus.
By these preferable properties of tensile elongation at break and/or flexural modulus, the resin crash pad does not cause a crack due to an external impact, and it becomes possible to sufficiently distribute the impact energy to the metal beam.
Further, by the condition where an increase in weight ΔWH and an increase in energy absorption amount AEAH due to addition of the resin crash pad to the metal beam alone satisfy the following equation with respect to an increase in weight ΔWs and an increase in energy absorption amount ΔEAs due to an increase in thickness of the metal beam alone, it becomes possible to increase the energy absorption amount while suppressing the increase in weight of the entire structure:
wherein
Such an impact absorbing structure is preferably installed particularly in a side door of the vehicle, but it can also be installed in front and rear parts of the vehicle.
Accordingly, an impact energy input from outside is suitably dispersed and transmitted across a wide range to the metal beam via the resin crash pad which is simply disposed to a site of the side that directly receives an external impact with a simple construction method without using an advanced bonding technology, and local bending of the metal beam is suppressed, enabling the metal beam to flex appropriately over the entire or wide range, whereby the impact energy absorption amount by this impact absorbing structure is significantly increased as compared to a configuration with only the metal beam. This increase in the impact energy absorption amount is brought about by arranging the resin crash pad at a specific part of the metal beam, and compared to increasing the energy absorption amount by increasing the thickness of the metal beam alone, an increase in weight of the impact absorbing structure is suppressed small and it is performed extremely efficiently.
1, 11, 14:
2, 12, 15:
3, 13, 16:
21, 22:
23:
Hereinafter, the impact absorbing structure will be explained in detail together with examples.
The impact absorbing structure is installed at a location that receives an impact stress from the outside and, concretely, there are a structure installing it on bumper reinforcement parts provided to front and rear sides of a vehicle and a structure installing it on a side impact beam part provided in a side door.
A member constituting the metal beam can be applied to both an open cross section and a closed cross section as a cross section perpendicular to the longitudinal direction, and preferably have a length of 50 to 200 cm. In an open cross section, a wavy shape such as a W shape, an H shape or a hat shape is preferably used to improve the moment of inertia of area, and the width is preferably 5 cm or more, and generally about 5 to 20 cm.
In an impact absorbing structure 1 shown in
On the other hand, when the cross section perpendicular to the longitudinal direction of the metal beam has a closed cross-sectional shape, the hollow closed cross-sectional shape includes circular, elliptical and square cross-sectional shapes, and the cross-sectional shape and cross-sectional area may change in the middle of the longitudinal direction. As a general cross-sectional area, one having a cross-sectional area of 10 cm2 or more is preferably used.
In an impact absorbing structure 11 shown in
In an impact absorbing structure 14 shown in
As materials for the metal beam, steels, aluminum alloys, titanium alloys, magnesium alloys, copper alloys, nickel alloys, cobalt alloys, zirconium alloys, zinc, lead, tin and alloys thereof are preferably exemplified. In particular, when the impact absorbing structure is used as a structure for a vehicle, as the materials for the metal member, high-strength high-tensile steel plates and lightweight and relatively inexpensive aluminum alloys are preferred.
Although the shape of the resin crash pad is not particularly limited, it is preferred that the resin crash pad is provided at a position including the central portion in the longitudinal direction (X direction) of the metal beam, and its length is ⅛ to ½ of the total length of the metal beam. It is preferred that the height (Y direction) is 1 to 100 mm from the design allowable space, and the width (Z direction) covers 90% or more of the entire width of the metal beam (for example,
It is necessary that the resin crash pad is not completely cut or crushed by an external impact and the external impact does not directly act on the metal beam, and it is preferably composed of a thermoplastic resin composition from the viewpoint of the molding method.
As concrete resin materials, for example, preferably exemplified are a polyamide resin, a polyester resin, a polyphenylene sulfide resin, a polyphenylene oxide resin, a polycarbonate resin, a polylactic resin, a polyacetal resin, a polysulfone resin, a tetrafluoropolyethylene resin, a polyetherimide resin, a polyamideimide resin, a polyimide resin, a polyethersulfone resin, a polyetherketone resin, a polythioetherketone resin, a polyetheretherketone resin, a polyethylene resin, a polypropylene resin, a polystyrene resin, and styrene-based resins such as an acrylonitrile/butadiene/styrene copolymer (ABS resin) , a polyalkylene oxide resin and the like. In addition, two or more of these may be mixed to form an alloy (mixture) as long as the properties are not impaired.
Among the above-described resin materials, a polyamide resin, a polyester resin, a polyphenylene sulfide resin, a polyphenylene oxide resin, a polycarbonate resin, an ABS resin, and a polypropylene resin are preferably used. In particular, a polyamide resin, a polyamide/polyolefin alloy resin, and a polycarbonate/polybutylene terephthalate alloy resin are preferred because of their excellent balance between tensile strength and tensile elongation.
The thermoplastic resin composition of the resin crash pad preferably has a tensile elongation at break of 1% or more from the viewpoint of excellent energy absorption performance of the impact absorbing structure provided with the resin crash pad. 2% or more is more preferable, and 5% or more is most preferable. It is preferably 200% or less, more preferably 100% or less.
The thermoplastic resin composition of the resin crash pad preferably has a flexural modulus of 1 GPa or more, more preferably 2 GPa or more, in the point that the energy absorption amount per weight increase of the impact absorbing structure provided with the resin crash pad is high. Further, it is preferably 20 GPa or less, more preferably 10 GPa or less.
Although the thermoplastic resin composition of the resin crash pad preferably has a tensile elongation at break of 1% or more and a flexural modulus of 1 to 20 GPa, one having a high tensile elongation at break and a high flexural modulus is preferable. Concretely, it is more preferred that the tensile elongation at break is 2% or more and the flexural modulus is 2 to 10 GPa.
It is possible to blend 10 to 100 parts by weight of fibrous filler with respect to 100 parts by weight of the thermoplastic resin within the range that satisfies the above-described properties. 20 to 90 parts by weight is more preferred, and 30 to 80 parts by weight is further preferred and is particularly preferred for achieving both mechanical strength and moldability.
As concrete fibrous fillers, exemplified are a glass fiber, a carbon fiber, a potassium titanate whisker, a calcium carbonate whisker, a wollastonite whisker, an aluminum borate whisker, an aramid fiber, an alumina fiber, a silicon carbide fiber, an asbestos fiber, and a gypsum fiber, and these can be used in combination of two or more. Further, pretreatment of these fibrous fillers with a coupling agent such as an isocyanate-based compound, an organic silane-based compound, an organic titanate-based compound, an organic borane-based compound or an epoxy compound is preferable from the viewpoint of obtaining a more excellent mechanical strength. Among them, a glass fiber is most preferably used.
The resin crash pad is made by molding a resin composition. As the molding method, a molding method using a mold is preferable, and various molding methods such as injection molding, extrusion molding and press molding can be used. In particular, by a molding method using an injection molding machine, it is possible to continuously obtain stable molded articles. Although the conditions for the injection molding are not particularly limited, for example, a condition of injection time: 0.5 seconds to 10 seconds, back pressure: 0.1 MPa to 10 MPa, holding pressure: 1 MPa to 50 MPa, holding pressure time: 1 second to 20 seconds, cylinder temperature: 200° C. to 340° C., and mold temperature: 20° C. to 150° C. is preferred. The cylinder temperature indicates a temperature of the part of the injection molding machine that heats and melts the molding material, and the mold temperature indicates a temperature of the mold into which the resin is injected to form a desired shape. By appropriately selecting these conditions, particularly the injection time, the injection pressure (back pressure and holding pressure), and the mold temperature, it is possible to appropriately adjust the appearance of the resin crash pad, sink marks and warpage.
When an external impact is inputted, because the resin crash pad is stressed to be pressed in the direction of the metal beam, a strong joint is not required. In the range of normal use, the crash pad may be joined within the range where it does not fall off from the metal beam.
As the joining method, an adhesive, bolt fastening, a method of inserting a metal beam into the mold and overmolding the crash pad and the like can be employed. Moreover, it is also possible to join them after chemically or physically treating the surface of the metal beam.
By showing Examples hereinafter, our structures will be explained in more detail, but this disclosure is not limited to the description of these examples. First, the materials used in these examples and methods of evaluating various properties will be explained.
Analysis software: LS-DYNA version R10.1 supplied by Livermore Software Technology Corporation
Constraint conditions: As shown in
The pole diameter is 305 mm. The initial velocity of the collision is referred to be 0 when the pole contacts the metal beam or crash pad, and therefrom, as the velocity profile is shown in
It is made of a ultra-high tensile steel, length = 1000 mm, width = 127 mm, height: 30 mm, cross section: W shape. Thicknesses are 1.0, 1.3 and 1.5 mm. Ultimate tensile strength (UTS) = 1500 MPa, and Yield stress (YS) = 1100 MPa.
A honeycomb shape with a width of 125 mm, a height of 35 mm and an average thickness of 3 mm.
PC/PBT: alloy material of a polycarbonate resin and a polybutylene terephthalate resin, grade name “8207X01B” (supplied by Toray Industries, Inc.), tensile elongation at break = 50%, flexural modulus = 2.3 GPa.
PA66: 30% glass fiber-reinforced polyamide 66 resin, grade name “CM3001G30” (supplied by Toray Industries, Inc.), tensile elongation at break = 2.5%, flexural modulus = 9.5 GPa.
PPS resin: filler-reinforced polyphenylene sulfide resin, grade name “A310MX04” (supplied by Toray Industries, Inc.), tensile elongation at break = 0.9%, flexural modulus = 22 GPa.
Foam material: polyurethane resin foam having a tensile elongation at break of 95% and a flexural modulus of 100 MPa.
CF-SMC: thermosetting carbon fiber-reinforced sheet molding compound supplied by Toray Industries, Inc., tensile elongation at break = 0.9%, flexural modulus = 37 GPa.
For PC/PBT, PA66 and PPS resin, using ISO test pieces prepared by injection molding, based on ISO527-1 (2012) and ISO527-2 (2012), a tensile test was performed at a strain rate of 10 mm/min in an atmosphere of a temperature of 23° C. and a humidity of 50% to measure the tensile elongation at break.
For the foam material, using an ISO test piece prepared by foam molding, based on ISO 1798 (2008), a tensile test was performed at a strain rate of 10 mm/min in an atmosphere of a temperature of 23° C. and a humidity of 50% to measure the tensile elongation at break.
For CF-SMC, using a test piece prepared by press molding, based on ISO527-1 (2012) and ISO527-4 (1997), a tensile test was performed at a strain rate of 2 mm/min in an atmosphere of a temperature of 23° C. and a humidity of 50% to measure the tensile elongation at break.
For PC/PBT, PA66 and PPS resin, using ISO test pieces prepared by injection molding, based on ISO 178 (2010), a bending test was performed at a strain rate of 2 mm/min in an atmosphere of a temperature of 23° C. and a humidity of 50% to measure the flexural modulus.
For the foam material, using an ISO test piece prepared by foam molding, based on ISO 178 (2010), a bending test was performed at a strain rate of 2 mm/min in an atmosphere of a temperature of 23° C. and a humidity of 50% to measure the flexural modulus.
For CF-SMC, using an ISO test piece prepared by press molding, based on ISO 14125 (1998), a bending test was performed at a strain rate of 2 mm/min in an atmosphere of a temperature of 23° C. and a humidity of 50% to measure the flexural modulus.
Table 1 shows the weights and the energy absorption amounts analysed for single steel beams with thicknesses of 1.0, 1.3 and 1.5 mm. As the thickness increases, the weight and the energy absorption amount increase. At that time, increase in energy absorption amount per increase in weight ΔEAs/ΔWs is 1.0 for both 1.3 mm thickness and 1.5 mm thickness, based on that for 1 mm thickness.
The weight and energy absorption amount were analysed when a PC/PBT crash pad was provided on the impact side of a steel beam having a thickness of 1.0 mm (Table 2). At that time, increase in energy absorption amount per increase in weight ΔEAH/ΔWH was 2.2 at ¼ of the crash pad length and 2.9 at ⅛ of the crash pad length, based on Comparative Example 1 of steel only having the same thickness, and any one of them is high as compared to the steel only. Examples 3, 4, 10
The weight and energy absorption amount were analysed when a PC/PBT crash pad was provided on the impact side of a steel beam having a thickness of 1.3 mm (Table 3). At that time, increase in energy absorption amount per increase in weight ΔEAH/ΔWH was 2.6 at ¼ of the crash pad length, 4.6 at ⅛ of the crash pad length, and 2.1 at 1/16 of the crash pad length, based on Comparative Example 2 of steel only having the same thickness, and any one of them is high as compared to the steel only.
The weight and energy absorption amount were analysed when a PC/PBT crash pad was provided on the impact side of a steel beam having a thickness of 1.5 mm (Table 4). At that time, increase in energy absorption amount per increase in weight ΔEAH/ΔWH was 1.3 at ½ of the crash pad length, 2.7 at ¼ of the crash pad length, 4.8 at ⅛ of the crash pad length, and 2.2 at 1/16 of the crash pad length, based on Comparative Example 3 of steel only having the same thickness, and any one of them is high as compared to the steel only.
The weight and energy absorption amount were analysed when a PA66 crash pad was provided on the impact side of a steel beam having a thickness of 1.5 mm (Table 4). At that time, increase in energy absorption amount per increase in weight ΔEAH/ΔWH was 2.5 at ¼ of the crash pad length, based on Comparative Example 3 of the steel only having the same thickness, and it is high as compared to the steel only.
The weight and energy absorption amount were analysed when a PC/PBT crash pad was provided on the impact side of a steel beam having a thickness of 1.5 mm without being joined to the metal beam (Table 4). At that time, increase in energy absorption amount per increase in weight ΔEAH/ΔWH was 2.6 at ¼ of the crash pad length, based on Comparative Example 3 of the steel only having the same thickness, and it is high as compared to the steel only.
The weight and energy absorption amount were analysed when a crash pad made of PPS resin A310MX04 supplied by Toray Industries, Inc. was provided on the impact side of a steel beam having a thickness of 1.5 mm (Table 4). At that time, increase in energy absorption amount per increase in weight ΔEAH/ΔWH was 1.0 at ¼ of the crash pad length, based on Comparative Example 3 of the steel only having the same thickness, and it is equivalent to that of the steel.
As a result of analysing the weight and energy absorption amount when a urethane foam crash pad was provided on the impact side of a steel beam having a thickness of 1.5 mm (Table 4), improvement in the energy absorption amount due to the crash pad was not shown. Reference Example 2
The weight and energy absorption amount were analysed when a CF-SMC crash pad was provided on the impact side of a steel beam having a thickness of 1.5 mm (Table 4). At that time, increase in energy absorption amount per increase in weight ΔEAH/ΔWH was 0.9 at ¼ of the crash pad length, based on Comparative Example 3 of the steel only having the same thickness, and it is low as compared to the steel only.
As a result of analysing the weight and energy absorption amount when a PC/PBT crash pad was provided on the opposite impact side of a steel beam having a thickness of 1.5 mm (Table 4), improvement in the energy absorption amount due to the crash pad was not shown.
Thus, by providing a predetermined resin crash pad at the site specified for the metal beam, a high impact energy absorption performance was obtained while suppressing a weight increase.
Our impact absorbing structures can be applied to any part of a vehicle such as front and rear parts and side parts where impact absorption is required, and is particularly suitable for being installed inside the side door of the vehicle.
| Number | Date | Country | Kind |
|---|---|---|---|
| 2020-112442 | Jun 2020 | JP | national |
| Filing Document | Filing Date | Country | Kind |
|---|---|---|---|
| PCT/JP2021/020528 | 5/28/2021 | WO |
