Automobile collision energy absorbing member, method for manufacturing the automobile collision energy absorbing member

Abstract

The present application provides a kind of automobile crash energy absorption parts (1), it is arranged in the front or rear of vehicle body, absorbs crash energy when inputting crash load from the front or rear of vehicle body, wherein, with: roof section (5a);Cylindrical component (3), it has longitudinal wall portion (5c) with roof section (5a) continuous via punch shoulder R section (5b);Resin (9), it is coated or attached to at least the inner surface of punch shoulder R section (5b) of cylindrical component (3), resin (9) has gradually changes in thickness from one end side to the other end side in axial direction, the thickest part is 8mm or less, and is bonded to the above-mentioned inner surface with the bonding strength of 10MPa or more, axial crushing is generated when inputting the above-mentioned crash load.

Description

Technical Field

[0001] This invention relates to a crashworthiness energy absorption part for automobiles, a method for manufacturing the crashworthiness energy absorption part for automobiles, and particularly to a crashworthiness energy absorption part for automobiles that absorbs crash energy by generating axial crush when a crash load is input from the front or rear of the vehicle body, and a method for manufacturing the crashworthiness energy absorption part for automobiles. Background Technology

[0002] As a technology to improve the collision energy absorption performance of automobiles, there are many techniques, such as the optimization of the shape, structure, and material of automotive parts. For example, automotive parts such as front side members or crash boxes have tubular members with closed cross-section structures. When a collision load is input from the front or rear of the vehicle body, the tubular member repeatedly undergoes bellows-shaped buckling deformation to generate axial crushing, thereby absorbing collision energy.

[0003] However, because the corrugated bending portion accompanying the buckling deformation of this cylindrical component has an inherently small bending radius, stress easily concentrates on the outer surface of the bending portion, leading to cracks. If cracks form in the bending portion during axial crushing, the absorption of impact energy is significantly reduced. Furthermore, in recent years, to balance crashworthiness and weight reduction in automotive bodies, high-strength steel sheets have been used in automotive parts. High-strength steel sheets are particularly prone to cracking due to their lower ductility compared to conventional steel sheets.

[0004] Patent Document 1 discloses an automotive collision energy absorbing part that improves collision energy absorption performance by preventing the formation of the aforementioned cracks. According to Patent Document 1, by bonding a resin with a thickness of 8 mm or less to the inner surface of a cylindrical component with an adhesive strength of 10 MPa or more, when the cylindrical component is corrugated and deformed during a collision, the resin is placed between the metal plates of the corrugated bending portion to increase the bending radius, and is set to be below the critical curvature radius for fracture, thereby preventing cracks in the bending portion.

[0005] Existing technical documents

[0006] Patent documents

[0007] Patent Document 1: Japanese Patent Application Publication No. 2020-100183 Summary of the Invention

[0008] The problem that the invention aims to solve

[0009] The aforementioned automotive collision energy absorbing parts absorb collision energy by generating axial crushing through cylindrical components. Therefore, in order to obtain a stable impact energy absorption effect, appropriate buckling deformation needs to be generated in the axial direction.

[0010] In this respect, the automotive collision energy absorbing part of Patent Document 1, because it has a certain strength in the axial direction, cannot specify the initial location of the buckling deformation during a collision. For example, if the automotive collision energy absorbing part begins to buckle and deform from near the middle in the axial direction, sometimes crush residue is produced and insufficient axial crushing occurs, failing to achieve the desired collision energy absorption effect. Therefore, there is a need for an automotive collision energy absorbing part that can reliably generate buckling deformation from the ends of the automotive collision energy absorbing part to achieve a stable collision energy absorption effect.

[0011] This invention was created to solve this problem, and its purpose is to provide a collision energy absorbing part for automobiles and a method for manufacturing the collision energy absorbing part for automobiles, which can reliably bend from one end to the other when an axial crush occurs due to a collision load input from the front or rear of the vehicle body, thereby achieving a stable collision energy absorption effect.

[0012] Technical solutions for solving the problem

[0013] This invention provides a collision energy absorbing component for automobiles, disposed at the front or rear of a vehicle body, which absorbs collision energy when a collision load is input from the front or rear of the vehicle body. The component comprises: a roof panel; a cylindrical member having a longitudinal wall portion continuous with the roof panel portion via a punch shoulder R portion; and resin coated or adhered to the inner surface of at least the punch shoulder R portion of the cylindrical member, the resin having a thickness that gradually varies axially from one end to the other, the thickest portion being 8 mm or less, and bonded to the inner surface with an adhesive strength of 10 MPa or more, generating axial crushing upon input of the collision load.

[0014] In addition, in the above-mentioned automotive collision energy absorbing parts, there may be an anti-detachment component to prevent the resin from detaching from the inner surface. The anti-detachment component covers the surface of the resin and is bonded to the inner surface of the cylindrical component. The resin is also bonded to the anti-detachment component with an adhesive strength of 10 MPa or more.

[0015] In addition, in the aforementioned automotive collision energy absorbing parts, the thickness of the resin may gradually decrease from the side where the input collision load is applied.

[0016] In addition, in the aforementioned automotive collision energy absorbing component, the thickness of the resin may gradually increase from the side where the input collision load is applied.

[0017] In addition, the present invention provides a method for manufacturing a collision energy absorbing part for automobiles. The method for manufacturing the above-mentioned collision energy absorbing part for automobiles includes: a step of coating or attaching resin to the inner surface of at least the punch shoulder R portion of the cylindrical component, wherein the thickness gradually changes axially from one end to the other end and the thickest part is 8 mm or less; and a step of heat-treating the cylindrical component with the coated or attached resin under specified conditions to bond the resin to the inner surface of the cylindrical component with an adhesive strength of 10 MPa or more.

[0018] In addition, a method for manufacturing an automotive collision energy absorbing part is provided, comprising: a step of coating or attaching resin to the inner surface of at least the punch shoulder R portion of the cylindrical member, wherein the thickness gradually changes axially from one end to the other end and the thickest part is 8 mm or less; a step of disengaging a preventive member for preventing the resin coated or attached to the inner surface from detaching from the inner surface, wherein the surface of the resin is covered, and a step of bonding the resin to the inner surface of the cylindrical member; and a step of heat-treating the cylindrical member coated or attached with the resin under specified conditions, wherein the resin is bonded to the inner surface of the cylindrical member and the preventive member with an adhesive strength of 10 MPa or more.

[0019] In addition, a method for manufacturing an automotive collision energy absorbing component is provided. The method includes: a step of applying or attaching resin to the portion of the anti-detachment component that, when engaged with the cylindrical component, at least faces the inner surface of the punch shoulder R portion, such that the thickness gradually changes axially from one end to the other end, with the thickest portion being 8 mm or less; a step of arranging the anti-detachment component with the resin applied or attached to it in contact with the inner surface of the cylindrical component, and then bonding the anti-detachment component to the inner surface of the cylindrical component; and a step of heat-treating the cylindrical component to which the anti-detachment component is bonded on the inner surface under specified conditions, thereby bonding the resin to the inner surface of the cylindrical component and the anti-detachment component with an adhesive strength of 10 MPa or more.

[0020] In addition, a method for manufacturing an automotive collision energy absorbing part is provided, comprising: a step of joining the separation prevention member to the inner surface of the cylindrical member by forming a gap between the separation prevention member and the inner surface of at least the shoulder part of a punch of the cylindrical member, wherein the gap gradually changes axially from one end to the other end and the largest portion is 8 mm or less; a step of coating or patching resin in the gap; and a step of heat-treating the cylindrical member with the resin coated or patched in the gap under specified conditions to bond the resin to the inner surface of the cylindrical member and the separation prevention member with an adhesive strength of 10 MPa or more.

[0021] Alternatively, in the above-mentioned method for manufacturing automotive collision energy absorbing parts, the thickness of the resin may be gradually reduced from the side where the collision load is input.

[0022] In addition, in the above-mentioned method for manufacturing automotive collision energy absorbing parts, the thickness of the resin may be gradually increased from the side where the input collision load is applied.

[0023] Alternatively, in the above-mentioned method for manufacturing automotive collision energy absorbing parts, the size of the gap may be gradually reduced from the side where the input collision load is applied.

[0024] Alternatively, in the above-mentioned method for manufacturing automotive collision energy absorbing parts, the size of the gap may be gradually increased from the side where the input collision load is applied.

[0025] Invention Effects

[0026] In this invention, a resin is coated or attached to the inner surface of at least the punch shoulder R of the cylindrical component. The thickness of the resin gradually changes axially from one end to the other. Therefore, bending deformation can be reliably generated from the end side where the resin is thinner, and a stable impact energy absorption effect can be obtained. Attached Figure Description

[0027] Figure 1 This is a diagram showing the automotive collision energy absorbing part according to Embodiment 1 of the present invention. Figure 1 (a) is a 3D diagram. Figure 1 (b) is Figure 1 (a) is an end view of the cut surface shown by the dashed line.

[0028] Figure 2 This is a cross-sectional view showing the collision energy absorbing part for automobiles according to Embodiment 1 of the present invention.

[0029] Figure 3 This is a cross-sectional view (one of the embodiments) showing the automotive collision energy absorbing part of Embodiment 1 of the present invention.

[0030] Figure 4 This is a cross-sectional view (second one) showing another embodiment of the collision energy absorbing part for automobiles according to Embodiment 1 of the present invention.

[0031] Figure 5 This is a diagram illustrating a collision energy absorbing component for automobiles according to Embodiment 2 of the present invention. Figure 5 (a) is a 3D diagram. Figure 5 (b) is Figure 5 (a) is an end view of the cut surface shown by the dashed line.

[0032] Figure 6 This is a cross-sectional view showing the collision energy absorbing part for automobiles according to Embodiment 2 of the present invention.

[0033] Figure 7 This is a diagram showing the structure of the test body used as Invention Example 1 in the embodiments.

[0034] Figure 8 This is a graph showing the strain distribution of the cylindrical component when the axial crush analysis stroke of the test body of Example 1 in the embodiment is 10 mm.

[0035] Figure 9 This is a diagram showing the appearance of the cylindrical component when the axial crush analysis stroke of the test body of Invention Example 1 in the embodiment is 50 mm.

[0036] Figure 10This is a graph showing the load-stroke curve of Invention Example 1 in the embodiments.

[0037] Figure 11 This is a graph showing the strain distribution of the cylindrical component when the axial crush analysis stroke of the test body of Invention Example 2 in the embodiment is 10 mm.

[0038] Figure 12 This is a diagram showing the appearance of the cylindrical component when the axial crush analysis stroke of the test body of Example 2 of the Invention is 50 mm.

[0039] Figure 13 This is a graph showing the load-stroke curve of Invention Example 2 in the embodiments.

[0040] Figure 14 This is a graph showing the strain distribution of the cylindrical component when the axial crush analysis stroke of the test body of Comparative Example 1 in the embodiment is 10 mm.

[0041] Figure 15 This is a diagram showing the appearance of the cylindrical component when the axial crush analysis stroke of the test body of Comparative Example 1 in the embodiment is 50 mm.

[0042] Figure 16 This is a graph showing the load-stroke curve of Comparative Example 1 in the embodiments.

[0043] Figure 17 This is a graph showing the absorbed energy of Invention Examples 1, 2 and Comparative Example 1 in the embodiments.

[0044] Figure 18 This is a graph showing the travel distance at an arrival speed of 9.28 m / sec for Invention Examples 1, 2 and Comparative Example 1 in the embodiments.

[0045] Figure 19 This is a graph showing the absorbed energy of Invention Examples 3 and 4 and Comparative Example 2 in the embodiments.

[0046] Figure 20 This is a graph showing the travel distance at an arrival speed of 9.28 m / sec in Examples 3 and 4 of the invention and Comparative Example 2 of the embodiments. Detailed Implementation

[0047] Below, based on Figures 1-6 The collision energy absorbing parts for automobiles according to embodiments 1 and 2 of the present invention, and the manufacturing method of the collision energy absorbing parts for automobiles, will be described. It should be noted that in this specification and the accompanying drawings, elements having substantially the same function and structure are labeled with the same reference numerals, thereby omitting repeated descriptions.

[0048] [Implementation Method 1]

[0049] <Automotive Collision Energy Absorption Components>

[0050] like Figure 1 and Figure 2 As illustrated, the automotive collision energy absorbing component 1 of Embodiment 1 of the present invention is disposed at the front or rear of the vehicle body. When a collision load is input from the front or rear of the vehicle body, axial crushing occurs along the long side direction of the cylindrical component 3 to absorb collision energy. It comprises a cylindrical component 3 formed by joining outer parts 5 and inner parts 7 into a tube-like shape, and resin 9 coated on the inner surface of the cylindrical component 3. It should be noted that... Figure 1 , Figure 2 In the example shown, it is assumed that the collision load is input from the direction indicated by the hollow arrow in the figure.

[0051] For example, Figure 1 As shown in (a), the cylindrical component 3 has a top portion 5a and a side wall portion 5c that is continuous with the top portion 5a via a punch shoulder R portion 5b. An outer part 5 with a hat-shaped cross section made of metal plate and an inner part 7 with a flat plate made of metal plate are joined to form a cylindrical shape. It has a closed cross-sectional space inside, generating axial crushing to absorb collision energy. Here, the closed cross-sectional space refers to the cross-sectional shape of the peripheral wall portion of the cylindrical component 3 in the direction intersecting the axial direction of the cylindrical component 3 being a closed cross-section. Figure 1 (a) shows a space formed by a continuous closed cross section in the cylindrical component 3. This closed cross section space is formed by joining an outer part 5 with a cap-shaped cross section and an inner part 7 with a flat plate shape. The joining of the outer part 5 and the inner part 7 can be achieved by, for example, spot welding.

[0052] The cylindrical component 3 with such a closed cross-sectional space is used as a front longitudinal beam that extends along the front-rear direction of the vehicle body at the left and right positions of the front of the vehicle body to form part of the vehicle body frame, or as a collision box or other automotive part with a closed cross-sectional structure that is located at the front or rear of the vehicle body frame. The automotive part is arranged on the vehicle body in such a way that the axial direction (long side direction) of the cylindrical component 3 is aligned with the front-rear direction of the vehicle body.

[0053] In addition, examples of metal sheets used as cylindrical components 3 for automobile parts include cold-rolled steel sheets, hot-rolled steel sheets, stainless steel sheets, zinc-based coated steel sheets, zinc alloy coated steel sheets, aluminum alloy coated steel sheets, and aluminum alloy sheets.

[0054] like Figure 1 and Figure 2 As shown, resin 9 is applied to at least the inner surface of the punch shoulder R portion 5b of the outer part 5 constituting the cylindrical part 3, forming part of the closed cross-sectional space of the cylindrical part 3, and is bonded to the outer part 5 with an adhesive strength of 10 MPa or more.

[0055] Furthermore, resin 9 has a thickness that gradually changes axially from one end to the other. In this embodiment, for example... Figure 1 As shown in (b), the resin thickness gradually decreases from the side where the input impact load is applied. The thickness of resin 9 is at its thickest point (in...). Figure 1 In the case of the end of the side where the input collision load is applied, the value is less than 8mm.

[0056] It should be noted that the thickness of resin 9 can also gradually increase from the side of the input collision load. In this case, the thickness of resin 9 at the thickest part (the end opposite to the side of the input collision load) is also less than 8 mm.

[0057] Regarding the type of resin 9 in the automotive collision energy absorbing part 1 of this embodiment 1, examples include thermoplastic resin, thermoset resin, and elastomer resin. Examples of thermoplastic resins include vinyl resins (vinyl acetate, vinyl chloride, etc.), acrylic resins, polyamide resins, polystyrene resins, and cyanoacrylate resins. Examples of thermoset resins include epoxy resins, urethane resins, ester resins, phenolic resins, melamine resins, and urea resins. Examples of resins that are elastic systems include nitrile rubber resin, styrene-butadiene rubber resin, modified silicone resin, butyl rubber resin, urethane rubber resin, and acrylic rubber resin.

[0058] From the viewpoint of reducing the weight of the automotive collision energy absorbing component 1, foamed resin is preferred as resin 9. It should be noted that when using foamed resin as resin 9, there are no particular limitations on its foaming ratio.

[0059] It should be noted that the bonding strength between resin 9 and cylindrical component 3 can be set as the maximum shear stress or average shear stress acting on the interface between the metal plate and the resin. This maximum shear stress or average shear stress can be obtained, for example, by crashworthiness analysis of two layers of square columns obtained by bonding metal plates (steel sheets, etc.) and resin.

[0060] Alternatively, regarding the bond strength between resin 9 and the cylindrical component 3, a portion of the bonded resin 9 and cylindrical component 3 can be cut, and the cut portion can be placed in a tensile testing machine, with resin 9 clamped at one end and cylindrical component 3 clamped at the other end, and stretched to determine the bond strength. Alternatively, the bond strength can be determined by measuring the following method: a portion of the bonded cylindrical component 3 and resin 9 can be cut and placed in a tensile testing machine, with resin 9 clamped at one end and a gripping portion (not shown) formed by bending a metal sheet cylindrical component 3 at the other end, and stretched; the gripping portion is then joined to the cylindrical component 3 and stretched using a tensile testing machine.

[0061] As described above, in this embodiment 1, the automotive collision energy absorbing part 1 has resin 9 coated on the inner surface of the cylindrical component 3. However, the present invention can also use an adhesive to attach a plate-shaped resin part, with a maximum thickness of 8 mm or less and a thickness that gradually changes axially from one end to the other, to the inner surface of the cylindrical component 3. In the above case, the adhesive strength between the plate-shaped resin and the inner surface of the cylindrical component 3 also needs to be 10 MPa or more.

[0062] In the automotive collision energy absorbing part 1 of this embodiment 1, because the thickness of the resin 9 gradually changes axially from one end of the cylindrical member 3 toward the other end, for example, from... Figure 1 When an impact load is applied in the direction indicated by the hollow arrow, buckling deformation begins at the end of the resin 9 with a thinner thickness (opposite to the side where the impact load is applied). Subsequently, buckling deformation occurs sequentially at the end of the resin 9 with a thicker thickness in the axial direction, resulting in a stable impact energy absorption effect. This will be verified through the embodiments described later. Of course, when the thickness of the resin 9 gradually increases from the side where the impact load is applied, buckling deformation begins at the end of the side where the impact load is applied, and then buckling deformation occurs axially at the end of the resin 9 with a thicker thickness. In this case, the same effect as... Figure 1 The illustrated automotive collision energy absorption component 1 exhibits the same collision energy absorption effect. This will be verified through the embodiments described later.

[0063] Furthermore, because resin 9 is coated or adhered to the inner surface of the cylindrical component 3 and bonded with an adhesive strength of 10 MPa or more, it will not peel off from the inner surface of the cylindrical component 3 during axial crushing, but will instead compress and deform together with the cylindrical component 3. This improves the buckling strength of the cylindrical component 3 and allows it to repeatedly undergo corrugated buckling deformation without reducing its flow stress, thereby enhancing its impact energy absorption properties.

[0064] Furthermore, by making the thickness of the thickest part of the resin 9 less than 8 mm, when the cylindrical component 3 undergoes bending deformation, the resin 9 is clamped between the metal plates in the convex bending portion. Therefore, it is possible to prevent the bending radius of the convex bending portion from exceeding the inherent fracture limit bending radius of the metal plate and thus prevent the metal plate from breaking.

[0065] It should be noted that the reason for bonding resin 9 to at least the inner surface of the punch shoulder R portion 5b of the outer part 5 is as follows: The punch shoulder R portion 5b, which connects the top plate portion 5a and the longitudinal wall portion 5c, is the part of the cylindrical part 3 with a high capacity to absorb impact energy. On the other hand, the punch shoulder R portion 5b is also the part most prone to work hardening during the press forming of the outer part 5, and its ductility is further reduced through work hardening. Therefore, when the cylindrical part 3 undergoes buckling deformation, the corrugated convex bent portion of the punch shoulder R portion 5b is particularly prone to metal sheet breakage. Therefore, it is necessary to bond resin 9 to at least the inner surface of the punch shoulder R portion 5b.

[0066] For example, as another aspect of this embodiment, even if... Figure 3 As shown in the automotive collision energy absorbing part 11, resin 9 is coated or attached to the inner surfaces of the punch shoulder R portion 5b and longitudinal wall portion 5c of the outer part 5, or as... Figure 4 As shown in the automotive collision energy absorbing part 13, resin 9 is coated or attached only to the inner surface of the punch shoulder R portion 5b. This can suppress the reduction in collision energy absorption performance when a collision load is input in the axial direction and improve the bending resistance.

[0067] It should be noted that, in the above description, the cylindrical component 3 is a component formed by joining the outer part 5 with a cap-shaped cross section and the inner part 7 with a flat plate shape by spot welding or the like. Of course, the cylindrical component 3 is not limited to this. For example, it can be a component formed by joining components with a cap-shaped cross section or a U-shaped cross section together to form a cylindrical component, or it can be a component formed by forming a polygonal cross section of a cylindrical component, or a component formed by aligning multiple components with the flange portion surfaces to form a polygonal component.

[0068] <Manufacturing Method of Collision Energy Absorbing Components for Automobiles>

[0069] Next, the manufacturing method of the automotive collision energy absorbing part of Embodiment 1 will be described. The manufacturing method of the automotive collision energy absorbing part of Embodiment 1 involves manufacturing... Figure 1 and Figure 2 The method for an automotive collision energy absorbing part 1, as exemplified, includes: a step of coating the inner surface of a cylindrical part 3 with resin 9; and a step of heat-treating the cylindrical part 3 coated with resin 9 to improve the bonding strength.

[0070] In the process of coating the inner surface of the cylindrical component 3 with resin 9, the inner surface of at least the punch shoulder R portion 5b of the outer part 5 in the cylindrical component 3 is coated with resin 9 in such a way that the thickness gradually changes axially from one end to the other end, and the thickest part is 8 mm or less. That is, the resin 9 is coated in such a way that the thickness of the resin 9 gradually decreases from the side where the input collision load is applied, or the resin 9 is coated in such a way that the thickness of the resin 9 gradually increases from the side where the input collision load is applied.

[0071] At this time, resin 9 can be applied after the outer part 5 and the inner part 7 are joined to form a cylindrical part 3, or the outer part 5 and the inner part 7 can be joined to form a cylindrical part 3 after the resin is applied to the outer part 5.

[0072] Specific methods for applying resin 9 include spraying resin 9 onto the inner surface of the cylindrical part 3 using a nozzle, and applying resin 9 onto the inner surface of the cylindrical part 3 using a brush or the like. As mentioned above, since it is sufficient to apply resin 9 only to the inner surface of at least the punch shoulder R portion 5b of the outer part 5, considering the weight increase caused by the resin, it is also possible to apply resin 9 only to the inner surface of the punch shoulder R portion 5b.

[0073] In the heat treatment process, the cylindrical component 3 coated with resin 9 is heat-treated under specified conditions to bond the resin 9 to the inner surface of the cylindrical component 3 with an adhesive strength of 10 MPa or more. At this time, the resin 9 and the cylindrical component 3 can be bonded by the adhesive capacity of the resin 9 itself or by the adhesive.

[0074] When bonding is performed using the adhesive properties of resin 9 itself, after coating the inner surface of the cylindrical component 3 with resin 9, heat treatment is performed. The temperature and time of the heat treatment are adjusted appropriately, depending on the type of resin 9 used, to achieve an adhesive strength of 10 MPa or higher. Conversely, when bonding with an adhesive, after bonding the resin 9 and the inner surface of the cylindrical component 3 with the adhesive, heat treatment is performed. The temperature and time of the heat treatment are adjusted appropriately, ensuring the adhesive strength of the adhesive is 10 MPa or higher. Furthermore, the heat treatment process in this invention can, for example, also include the process of coating the outer surface of the cylindrical component 3 with a coating material and performing a baking finish.

[0075] It should be noted that, as mentioned above, the bonding strength between the resin 9 and the inner surface of the cylindrical component 3 can be determined by a collision test of the two-layer square column obtained by bonding the metal plate (steel plate, etc.) and the resin, or by a tensile testing machine.

[0076] As described above, the manufacturing method of the automotive collision energy absorbing part of Embodiment 1 involves coating resin 9 onto the inner surface of the cylindrical component 3. However, the present invention can also be a method of using an adhesive to attach a plate-shaped resin, with a maximum thickness of 8 mm or less and a thickness that gradually changes axially from one end to the other, to the inner surface of the cylindrical component 3. Furthermore, in the heat treatment process, it is sufficient that the adhesion strength between the plate-shaped resin and the inner surface of the cylindrical component 3 is 10 MPa or more.

[0077] Furthermore, if the resin 9 undergoes thermal contraction during heat treatment after being coated or attached to the cylindrical component 3, the thickest part of the resin 9 after heat treatment only needs to be 8 mm or less. In this case, the thickest part of the resin 9 can also exceed 8 mm in the state before heat treatment.

[0078] [Implementation Method 2]

[0079] <Automotive Collision Energy Absorption Components>

[0080] In the automotive collision energy absorbing part 1 of Embodiment 1 described above, by making the adhesive strength between the inner surface of the cylindrical member 3 and the resin 9 10 MPa or more, the resin 9 is prevented from detaching from the inner surface of the cylindrical member 3 during axial crushing. However, in this embodiment, a more reliable method to prevent the detachment of the resin 9 is explored. For example... Figure 5 and Figure 6 As shown, the automotive collision energy absorbing part 15 of this embodiment 2, in addition to the structure of the automotive collision energy absorbing part 1 described in embodiment 1, also includes an anti-detachment part 17 for preventing the resin 9 from detaching from the inner surface of the cylindrical part 3. Since the cylindrical part 3 and the resin 9 are the same as in embodiment 1, their description is omitted. The anti-detachment part 17 will be described in detail below.

[0081] The anti-detachment component 17 is made of metal sheet (e.g., steel sheet), such as Figure 5 , Figure 6 As shown, the surface of the resin 9 coated on the outer part 5 is joined to the inner surface of the longitudinal wall portion 5c of the outer part 5 by means of, for example, spot welding. It should be noted that the resin 9 is at least required for the inner surface of the punch shoulder R portion 5b, and in order to minimize weight, the height of the longitudinal wall of the resin 9 is to be shortened. Therefore, the anti-detachment member 17 is joined to the longitudinal wall portion 5c of the outer part 5.

[0082] Similar to Embodiment 1, the thickness of resin 9 in this embodiment also gradually decreases from the side where the input impact load is applied (see reference). Figure 5 (b) Of course, in this embodiment, the same as in embodiment 1, the thickness of resin 9 can also gradually increase from the side where the input collision load is applied.

[0083] like Figure 5 As shown in (b), the anti-detachment component 17 is disposed along the surface of the resin 9 and is bonded to the resin 9 with an adhesive strength of 10 MPa or more. As described above, the resin 9 of the automotive collision energy absorbing component 15 of this embodiment is bonded to the inner surface of the cylindrical component 3 with an adhesive strength of 10 MPa or more, and is also bonded to the anti-detachment component 17 with an adhesive strength of 10 MPa or more.

[0084] The bonding strength between resin 9, cylindrical component 3, and anti-detachment component 17 is the same as in Embodiment 1 above. It can be determined by analyzing the collision of two square columns obtained by bonding a metal plate (steel plate, etc.) and resin, or by cutting a portion of the bonded resin, cylindrical component 3, and anti-detachment component 17 and measuring it using a tensile testing machine.

[0085] As described above, the automotive collision energy absorbing part 15 of Embodiment 2 is a part in which resin 9 is coated on the inner surface of the cylindrical part 3. However, the present invention can also use an adhesive to attach a plate-shaped resin with a maximum thickness of 8 mm or less and a thickness that gradually changes axially from one end to the other to the inner surface of the cylindrical part 3. Moreover, the adhesive strength between the plate-shaped resin and the inner surface of the cylindrical part 3 and the anti-detachment part 17 only needs to be 10 MPa or more.

[0086] It should be noted that the above explanation Figure 5 , Figure 6 The automotive collision energy absorbing component 15 is described in Embodiment 1. Figure 1 , Figure 2 The automotive collision energy absorbing part 1 is equipped with an anti-detachment component 17, but this embodiment can also be applied to, for example... Figure 3 , Figure 4 The car uses collision energy absorption components like 11 and 13. Figure 3 , Figure 4 When the resin is applied or adhered in two separate portions, it can be combined with... Figure 5 , Figure 6 Similarly, one anti-detachment component 17 can be used, or two anti-detachment components 17 can be used, each disposed along the surface of the resin 9. In this case, the two anti-detachment components 17 are engaged with the top plate portion 5a and the longitudinal wall portion 5c of the cylindrical component 3.

[0087] <Manufacturing Method of Collision Energy Absorbing Components for Automobiles>

[0088] Next, the manufacturing method of the automotive collision energy absorbing part of Embodiment 2 will be described. The manufacturing method of the automotive collision energy absorbing part of Embodiment 2 involves manufacturing... Figure 5 and Figure 6 The method for illustrating the collision energy absorbing part 15 for automobiles includes: a step of coating the inner surface of a cylindrical part 3 with resin 9; a step of joining the anti-detachment part 17 to the inner surface of the longitudinal wall portion 5c of the cylindrical part 3; and a step of heat-treating the cylindrical part 3 coated with resin 9 under specified conditions to bond the resin 9 to the inner surface of the cylindrical part 3 and the anti-detachment part 17 with an adhesive strength of 10 MPa or more.

[0089] In the process of coating the inner surface of the cylindrical component 3 with resin 9, the inner surface of at least the punch shoulder R portion 5b of the outer part 5 in the cylindrical component 3 is coated with resin 9 in such a way that the thickness gradually changes axially from one end to the other end, and the thickest part is 8 mm or less. That is, the resin 9 is coated in such a way that the thickness of the resin 9 gradually decreases from the side where the input collision load is applied, or the resin 9 is coated in such a way that the thickness of the resin 9 gradually increases from the side where the input collision load is applied.

[0090] In addition to applying liquid resin 9 to the inner surface of the cylindrical component 3 as described above, an adhesive can also be used to attach a plate-shaped resin 9, with the thickest part being 8 mm or less and the thickness gradually changing axially from one end to the other, to the inner surface of the cylindrical component 3.

[0091] In the process of joining the anti-detachment component 17, which prevents the resin 9 coated or attached to the inner surface of the cylindrical component 3 from detaching from the inner surface of the cylindrical component 3, the anti-detachment component 17 is arranged to cover the surface of the resin 9, and is attached to the resin 9 or bonded to the resin 9 using an adhesive, and joined to the inner surface of the longitudinal wall portion 5c of the outer part 5 by spot welding or the like.

[0092] At this time, after joining the outer part 5 and the inner part 7 to form the cylindrical part 3, resin 9 can be applied or attached, and then the anti-detachment part 17 can be joined to the inner surface of the cylindrical part 3. Alternatively, after applying resin to the outer part 5, the anti-detachment part 17 can be joined to the inner surface of the longitudinal wall portion 5c of the outer part 5, and then the outer part 5 and the inner part 7 can be joined to form the cylindrical part 3.

[0093] Furthermore, in the heat treatment process, resin 9 is coated or attached, and the cylindrical component 3 equipped with the anti-detachment component 17 is heat-treated under specified conditions, so that resin 9 is bonded to the inner surface of the cylindrical component 3 and the anti-detachment component 17 with an adhesive strength of 10 MPa or more. At this time, resin 9 and cylindrical component 3, and resin 9 and anti-detachment component 17 can be bonded by the adhesive ability of resin 9 itself or by adhesive, as described in Embodiment 1.

[0094] When bonding is achieved using the adhesive properties of resin 9 itself, the temperature and time of the heat treatment can be appropriately adjusted to achieve an adhesive strength of 10 MPa or higher, depending on the type of resin 9 being coated. Conversely, when bonding is achieved using an adhesive, the temperature and time of the heat treatment can be appropriately adjusted to achieve an adhesive strength of 10 MPa or higher. Furthermore, the heat treatment process in this invention can, for example, also include the process of applying a coating to the outer surface of the cylindrical component 3 and then baking it.

[0095] It should be noted that the bonding strength between the resin 9 and the inner surface of the cylindrical component 3 and the anti-detachment component 17 can be determined by the collision analysis of the two square columns obtained by bonding the metal plate (steel plate, etc.) and the resin 9, as described above, or by the measurement using a tensile testing machine.

[0096] In the above description, the manufacturing method of the automotive collision energy absorbing part 15 of this embodiment 2 is a method of joining the anti-detachment part 17 to the inner surface of the cylindrical part 3 after coating the resin 9 onto the inner surface of the cylindrical part 3. However, the coating of the resin 9 and the arrangement of the anti-detachment part 17 are not limited to the above order, and can also be in the manner described below. For example, the process may include: applying or attaching resin 9 to the portion of the anti-detachment member 17 that faces at least the inner surface of the punch shoulder R portion 5b when engaging with the cylindrical member 3, such that the thickness gradually changes axially from one end to the other end and the thickest portion is 8 mm or less; arranging the anti-detachment member 17 with the resin 9 applied or attached to it in a manner that abuts against the inner surface of the cylindrical member 3, and engaging the anti-detachment member 17 with the inner surface of the longitudinal wall portion 5c of the cylindrical member 3; and heat-treating the cylindrical member 3 with the anti-detachment member 17 bonded to its inner surface under specified conditions to bond the resin 9 to the inner surface of the cylindrical member 3 and the anti-detachment member 17 with an adhesive strength of 10 MPa or more.

[0097] In the above manufacturing method, when coating or attaching resin 9 to the anti-detachment component 17, the resin 9 is coated or attached in a manner in which the thickness of resin 9 gradually decreases from the side where the input collision load is applied, or the resin 9 is coated or attached in a manner in which the thickness of resin 9 gradually increases from the side where the input collision load is applied.

[0098] Alternatively, the process may include: joining the anti-detachment member 17 to the inner surface of the cylindrical member 3 by forming a gap between the anti-detachment member 17 and the inner surface of at least the punch shoulder R portion 5b of the cylindrical member 3, wherein the gap gradually changes axially from one end to the other end and the largest portion is 8 mm or less; applying or attaching resin 9 to the gap; and heating the cylindrical member 3 with the resin 9 applied or attached to the gap under specified conditions to bond the resin 9 to the inner surface of the cylindrical member 3 and the anti-detachment member 17 with an adhesive strength of 10 MPa or more.

[0099] In the above manufacturing method, when it is desired to coat or attach resin 9 with a thickness that gradually decreases from the side of the input impact load, the size of the gap between the cylindrical member 3 and the anti-detachment member 17 is gradually reduced from the side of the input impact load. Conversely, when it is desired to coat or attach resin 9 with a thickness that gradually increases from the side of the input impact load, the size of the gap between the cylindrical member 3 and the anti-detachment member 17 is gradually increased from the side of the input impact load.

[0100] As a method for applying resin 9 to the gap between the inner surface of the cylindrical component 3 and the anti-detachment component 17, methods include filling the gap with resin 9 by spraying resin 9 through a nozzle, or immersing the cylindrical component 3 in a reservoir containing paint containing resin 9 to allow resin 9 to flow into the gap. Alternatively, as a method for attaching resin 9 to the gap between the inner surface of the cylindrical component 3 and the anti-detachment component 17, a method can be described as inserting a component coated with adhesive on a resin plate pre-processed in a manner corresponding to the gap into the gap. It should be noted that adhesive can also be sprayed into the gap using a nozzle.

[0101] In the automotive collision energy absorbing part 15 of this embodiment 2, similar to embodiment 1, because the thickness of the resin 9 gradually changes axially from one end of the cylindrical member 3 toward the other end, for example, from... Figure 5 When an impact load is applied in the direction indicated by the hollow arrow, buckling deformation begins at the end of the resin 9 with the thinner side. Subsequently, buckling deformation occurs sequentially at the end of the resin 9 with the thicker side in the axial direction, resulting in a stable impact energy absorption effect. This will be verified through the embodiments described later.

[0102] Furthermore, because the anti-detachment component 17 reliably prevents the resin 9 from detaching from the inner surface of the cylindrical component 3 during axial crushing caused by corrugated buckling deformation, the resin 9 will not peel off from the inner surface of the cylindrical component 3 during axial crushing but will be compressed and deformed together with the cylindrical component 3. Therefore, when the cylindrical component 3 undergoes buckling deformation, the resin 9 is held between the metal plates in the deformed convex bend, preventing the cylindrical component 3 from breaking and improving impact energy absorption performance.

[0103] Example

[0104] Because experiments were conducted to confirm the effectiveness of the automotive collision energy absorption component of the present invention, the results are described below.

[0105] In this embodiment, the automotive collision energy absorbing part of the present invention is used as the test object to evaluate the deformation mode and collision energy absorption characteristics based on the axial crush test.

[0106] As examples 1 and 2, the automotive collision energy absorbing part of Embodiment 2 of the present invention described above is used as test subjects 19 and 21. Furthermore, as examples 3 and 4, the automotive collision energy absorbing part of Embodiment 1 of the present invention described above is used as test subjects 23 and 25. Test subjects 19 and 21 have a cylindrical component 3 formed by spot welding an outer component 5 and an inner component 7. An anti-detachment component 17 is disposed to cover the inner surface of the top plate portion 5a, the punch shoulder R portion 5b, and the longitudinal wall portion 5c of the outer component 5, and is bonded to the inner surface of the longitudinal wall portion 5c of the outer component 5.

[0107] Regarding the test piece 19, which is Example 1 of the Invention, the structure is such that the front end of the impact side becomes the starting point of the buckling and deforms sequentially from the front end. The thickness of the resin gradually increases from the side where the impact load is input, with the resin thickness on the impact side set to 1 mm and the resin thickness on the fixed side set to 8 mm. The resin weight of the test piece 19 is 0.22 kg. The test piece 23, which is Example 3 of the Invention, is the same as the test piece 19 except that it is not equipped with the anti-detachment component 17.

[0108] Regarding the test piece 21, which is Example 2 of the Invention, the fixed end opposite to the impact end serves as the buckling start point, and the structure deforms sequentially from the rear end. The resin thickness gradually decreases from the side where the impact load is input, with the resin thickness on the impact side set to 8 mm and the resin thickness on the fixed side set to 1 mm. The resin weight of the test piece 21 is 0.22 kg. The test piece 25, which is Example 4 of the Invention, is the same as the test piece 21 except that it does not have the anti-detachment component 17.

[0109] Furthermore, as Comparative Example 1, a test subject 27 was designed with a cylindrical component 3, resin 9, and an anti-detachment component 17, wherein the thickness of the resin 9 is constant from the front end to the rear end. The resin thickness of the test subject 27 was set to 4.5 mm, and the resin weight was 0.22 kg. Furthermore, as Comparative Example 2, a test subject 29 was designed that was identical to the test subject 27 except that it did not have the anti-detachment component 17.

[0110] The test method for the axial crush test in this embodiment is taken as an example using test piece 21. Figure 7 Please provide an explanation. For example... Figure 7As shown, a load-stroke curve representing the relationship between load and stroke (amount of axial crushing deformation) was measured, and the absorbed energy for a stroke of 0 to 120 mm was determined. The load was applied by fixing one end of test specimen 21 and colliding it axially with a collision object (not shown) at a test speed of 17.8 m / sec from the other end, resulting in a load that caused 120 mm of axial crushing deformation when the length of the test specimen (axial length L0) was between 200 mm and 80 mm. Test specimens 19 and 23-29 were also tested in the same manner. Hereinafter, the side receiving the collision load will be referred to as the "collision side," and the fixed side will be referred to as the "fixed side."

[0111] Figure 8 This represents the strain distribution of test specimen 19 (Example 1 of the invention) when the stroke is 10 mm. For example... Figure 8 As shown, the strain is concentrated in the range of about 20 mm from the front end of the impact side of the test object 19, which is the starting point of the buckling.

[0112] Figure 9 This shows the appearance of test specimen 19 when the stroke is 50 mm. For example... Figure 9 As shown, in the initial stage of the collision, the deformation is wavy from the front end of the collision side. In test specimen 19, the front end of the collision side with the thinnest resin thickness becomes the starting point of buckling, and buckling deformation occurs sequentially from the front end of the collision side to the fixed side.

[0113] Figure 10 This represents the load-stroke curve of test specimen 19. (Example) Figure 10 As shown, the maximum load after the initial load input in test body 19 is 620kN, and the absorbed energy during the stroke from 0 to 120mm is 33.4kJ.

[0114] Figure 11 This represents the strain distribution of test specimen 21 (Example 2 of the invention) when the stroke is 10 mm. For example... Figure 11 As shown, the strain is concentrated on the fixed side of the test body 21, which is the starting point of the buckling.

[0115] Figure 12 This shows the appearance of test piece 21 when the stroke is 50 mm. For example... Figure 12 As shown, in the initial stage of the impact, the deformation is wavy from the fixed side. In the test piece 21, the part with the thinnest resin thickness other than the fixed part on the fixed side becomes the buckling start point, and buckling deformation occurs sequentially from the fixed side to the impact side.

[0116] Figure 13 This represents the load-stroke curve of test specimen 21. (Example:) Figure 13As shown, the maximum load after the initial load input in test body 21 is 633kN, and the absorbed energy during the stroke from 0 to 120mm is 34.2kJ.

[0117] Figure 14 This represents the strain distribution of test specimen 27 (Comparative Example 1) with a stroke of 10 mm. For example... Figure 14 As shown, test subject 27 is similar to the aforementioned test subject 19 (refer to...). Figure 8 ), test subject 21 (reference) Figure 11 Compared to the previous method, the strain distribution is wider, and the robustness at the buckling initiation point is reduced.

[0118] Figure 15 This shows the appearance of test piece 27 when the stroke is 50 mm. For example... Figure 15 As shown, in the initial stage of the collision, the test object 27 began to buckle and deform from the center.

[0119] Figure 16 This represents the load-stroke curve of test specimen 27. (Example:) Figure 16 As shown, the maximum load after the initial load input in test body 27 is 633kN, and the absorbed energy during the stroke from 0 to 120mm is 32.9kJ.

[0120] Figure 17 , Figure 18 The charts show a comparison of the collision performance of Invention Examples 1 and 2 and Comparative Example 1 in the above embodiments. Figure 17 The energy absorbed during the stroke range of 0–120 mm in each example was compared. Figure 17 As shown, Comparative Example 1 with the same resin weight, together with Invention Examples 1 and 2, absorbed the same or more energy, demonstrating the high impact performance of the Invention Example of Embodiment 2 of the present invention.

[0121] Next, the travel distance required for the impactor to decelerate to a certain speed in each example was compared. In Comparative Example 1, the speed of the impactor was 9.28 m / sec when the travel distance was 120 mm. Therefore, the travel distance for each example when the speed of the impactor decreased to 9.28 m / sec was compared. Figure 18 This indicates the result.

[0122] Regarding the stroke length when the velocity of the colliding object decreases to 9.28 m / sec, it is 120 mm in Comparative Example 1, compared to 118 mm and 116 mm in Invention Examples 1 and 2, respectively. This indicates that Invention Examples 1 and 2 absorb the energy absorbed by the 120 mm axial crush generated in Comparative Example 1 with a shorter stroke length than Comparative Example 1. Figure 18 This demonstrates the improved collision performance of the inventive example of Embodiment 2 of the present invention.

[0123] Regarding the test piece 23 (not shown) as Example 3 of the Invention, it is the same as the test piece 19 (Example 1 of the Invention), with the thinnest resin thickness at the impact side front end becoming the buckling start point, and the buckling deformation proceeding in a corrugated manner from the impact side front end to the fixed side. Furthermore, the resin 9 did not detach from the inner surface of the cylindrical component 3 during the axial crush test. According to the load-stroke curve (not shown) of the test piece 23, the maximum load after the initial load input in the test piece 23 is 576 kN, and the absorbed energy during the stroke from 0 to 120 mm is 27.4 kJ.

[0124] Regarding the test piece 25 (not shown) as Example 4 of the invention, it is the same as the test piece 21 (Example 2 of the invention). The thinnest part of the resin, excluding the fixed part on the fixed side, becomes the buckling start point, and the buckling deformation is sequentially corrugated from the fixed side to the impact side. In addition, the resin 9 did not detach from the inner surface of the cylindrical component 3 during the axial crush test. According to the load-stroke curve (not shown) of the test piece 25, the maximum load after the initial load input in the test piece 25 is 587kN, and the absorbed energy during the stroke from 0 to 120mm is 31.9kJ.

[0125] Regarding test piece 29 (not shown), which is Comparative Example 2, it is the same as test piece 27 (Comparative Example 1), and the buckling deformation begins from the center of test piece 29. Furthermore, the resin 9 did not detach from the inner surface of the cylindrical component 3 during the axial crush test. According to the load-stroke curve of test piece 29 (not shown), the maximum load after the initial load input in test piece 29 is 613 kN, and the absorbed energy during the stroke from 0 to 120 mm is 27.1 kJ.

[0126] Figure 19 , Figure 20 The charts show a comparison of the collision performance of Invention Examples 3 and 4 and Comparative Example 2 in the above embodiments. Figure 19 The energy absorbed during the stroke range of 0–120 mm in each example was compared. Figure 19 As shown, Comparative Example 2 and Invention Examples 3 and 4, with the same resin weight, absorbed the same or more energy, demonstrating the high crashworthiness property of the Invention Example of Embodiment 1 of the present invention.

[0127] Next, the stroke of the colliders that collided at a test speed of 17.8 m / sec was compared when their speed was reduced to 9.28 m / sec. Figure 20 This indicates the result.

[0128] Regarding the stroke length when the velocity of the colliding object decreases to 9.28 m / sec, it is 134 mm in Comparative Example 2, compared to 132 mm and 122 mm in Invention Examples 3 and 4, respectively. This indicates that Invention Examples 3 and 4 absorb the energy absorbed by the 134 mm axial crush generated in Comparative Example 2 with a shorter stroke length than Comparative Example 2. Figure 20 The invention also demonstrates the improved collision performance of the inventive example of Embodiment 1 of the present invention.

[0129] Industrial availability

[0130] According to the present invention, a collision energy absorbing part for automobiles and a method for manufacturing the collision energy absorbing part for automobiles can be provided, which can reliably bend from one end to the other end when an axial crushing occurs due to a collision load input from the front or rear of the vehicle body, thereby achieving a stable collision energy absorption effect.

[0131] Explanation of reference numerals in the attached figures

[0132] 1. Collision energy absorbing component for automobiles (Implementation method 1)

[0133] 3. Cylindrical components

[0134] 5 External parts

[0135] 5a Top plate section

[0136] 5b Strike the head and shoulders R-section

[0137] 5c Longitudinal wall section

[0138] 7 Internal parts

[0139] 9 Resin

[0140] 11. Collision energy absorbing components for automobiles (another embodiment of Implementation 1)

[0141] 13. Collision energy absorbing components for automobiles (another embodiment of Implementation 1)

[0142] 15. Collision energy absorbing components for automobiles (Implementation Method 2)

[0143] 17 Anti-detachment components

[0144] 19. Test subject (Example 1 of the invention)

[0145] 21. Test subject (Example 2 of the invention)

[0146] 23. Test subject (Example 3 of the invention)

[0147] 25 Test subjects (Example 4 of the invention)

[0148] 27. Test subject (Comparative Example 1)

[0149] 29. Test subject (Comparative Example 2)

Claims

1. A collision energy absorbing component for automobiles, disposed at the front or rear of the vehicle body, for absorbing collision energy when a collision load is input from the front or rear of the vehicle body, wherein, It comprises: a top plate portion; a cylindrical component having a longitudinal wall portion continuous with the top plate portion via a punch shoulder R portion; and resin coated or adhered to at least the inner surface of the punch shoulder R portion of the cylindrical component. The resin has a thickness that gradually changes axially from one end to the other, with the thickest part being less than 8 mm, and is bonded to the inner surface with an adhesive strength of more than 10 MPa, generating axial crushing when the impact load is applied.

2. The automotive collision energy absorbing component as described in claim 1, wherein, To prevent the resin from detaching from the inner surface, an anti-detachment component is provided. The anti-detachment component covers the surface of the resin and is bonded to the inner surface of the cylindrical component. The resin is also bonded to the anti-detachment component with an adhesive strength of 10 MPa or more.

3. The automotive collision energy absorbing component as described in claim 1 or 2, wherein, The thickness of the resin gradually decreases from the side where the input impact load is applied.

4. The automotive collision energy absorbing component as described in claim 1 or 2, wherein, The thickness of the resin gradually increases from the side where the input impact load is applied.

5. A method for manufacturing a collision energy absorbing component for automobiles, comprising manufacturing the collision energy absorbing component for automobiles as described in claim 1, wherein, include: A process of applying or attaching resin to the inner surface of at least the punch shoulder R portion of the cylindrical component, wherein the thickness gradually changes axially from one end to the other end and the thickest part is 8 mm or less; and a process of heat-treating the cylindrical component with the applied or attached resin under specified conditions to bond the resin to the inner surface of the cylindrical component with an adhesive strength of 10 MPa or more.

6. A method for manufacturing a collision energy absorbing component for automobiles, comprising manufacturing the collision energy absorbing component for automobiles as described in claim 2, wherein, include: A process of applying or attaching resin to the inner surface of at least the punch shoulder R portion of the cylindrical component, wherein the thickness gradually changes axially from one end to the other end, and the thickest part is 8 mm or less; a process of configuring an anti-detachment component to prevent the resin applied or attached to the inner surface from detaching from the inner surface, such that the surface of the resin is covered, and bonding it to the inner surface of the cylindrical component; a process of heat-treating the cylindrical component with the resin applied or attached under specified conditions, thereby bonding the resin to the inner surface of the cylindrical component and the anti-detachment component with an adhesive strength of 10 MPa or more.

7. A method for manufacturing a collision energy absorbing component for automobiles, comprising manufacturing the collision energy absorbing component for automobiles as described in claim 2, wherein, include: The process of applying or attaching resin to the portion of the anti-detachment component that, when engaged with the cylindrical component, at least faces the inner surface of the punch shoulder R portion, such that the thickness gradually changes axially from one end to the other end, with the thickest portion being 8 mm or less; the process of arranging the anti-detachment component with the resin applied or attached to it in a manner that abuts against the inner surface of the cylindrical component, and then bonding the anti-detachment component to the inner surface of the cylindrical component; and the process of heat-treating the cylindrical component to which the anti-detachment component is bonded on the inner surface under specified conditions, thereby bonding the resin to the inner surface of the cylindrical component and the anti-detachment component with an adhesive strength of 10 MPa or more.

8. A method for manufacturing a collision energy absorbing component for automobiles, comprising manufacturing the collision energy absorbing component for automobiles as described in claim 2, wherein, include: The process of joining the anti-detachment component to the inner surface of the cylindrical component in such a way that a gap is formed between the inner surfaces of the anti-detachment component and at least the inner surface of the punch shoulder R portion of the cylindrical component, wherein the gap gradually changes axially from one end to the other end and the largest portion is less than 8 mm; the process of applying or attaching resin to the gap; and the process of heat-treating the cylindrical component with the resin applied or attached to the gap under specified conditions to bond the resin to the inner surface of the cylindrical component and the anti-detachment component with an adhesive strength of 10 MPa or more.

9. A method for manufacturing a collision energy absorbing part for automobiles as described in any one of claims 5 to 7, wherein, The thickness of the resin gradually decreases from the side where the input impact load is applied.

10. A method for manufacturing a collision energy absorbing part for automobiles as described in any one of claims 5 to 7, wherein, The thickness of the resin gradually increases from the side where the input impact load is applied.

11. The method for manufacturing a collision energy absorbing part for automobiles as described in claim 8, wherein, The size of the gap gradually decreases from the side of the input collision load.

12. The method for manufacturing a collision energy absorbing part for automobiles as described in claim 8, wherein, The size of the gap gradually increases from the side of the input collision load.

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