Vehicle collision energy absorption device

Abstract

To provide a collision energy absorption device for a vehicle which absorbs a large amount of collision energy and can further stabilize an impact absorption mode.SOLUTION: A collision energy absorption device (10) for a vehicle comprises: an energy absorption member (20); and a shell body (30). The shell body (30) includes a lower shell (31) and an upper shell (40). The energy absorption member (20) includes: a first energy absorption member (26); and a second energy absorption member (27) disposed adjacent to the first energy absorption member. In the shell body (30), a protruding part (46) or a recessed part which is set as a starting point of deformation is formed at the input side.SELECTED DRAWING: Figure 12

Description

[Technical Field]

[0001] The present invention relates to an improvement in a vehicle collision energy absorbing device. [Background technology]

[0002] [Terminology] "Roll forming," also known as roll molding, is a plastic processing method in which a roll forming machine with several sets of rolls is prepared, a metal sheet is inserted into the first roll, the metal sheet is gradually bent, and the desired cross section is obtained by the last roll.

[0003] "Press forming" is a plastic processing method in which a press equipped with a punch and a die is prepared, a metal plate is placed on the die, and the punch is moved relatively into the die to obtain a drawn product. Roll forming machines are large and expensive, while presses are smaller and less expensive.

[0004] The "input side" is the side on which an external force due to a collision is first applied. The "anti-input side" is the side that is last affected by the external force due to the collision.

[0005] [Prior art] In recent years, electric vehicles have become more popular. Many electric vehicles have battery cases located under the floor. To extend the driving range, the battery cases are enlarged and extend to the side sills. To protect the drive battery housed in the battery case, a collision energy absorption device is installed around the side sill. BACKGROUND ART Conventionally, collision energy absorbing devices for vehicles with various structures have been proposed (for example, see Patent Document 1 (FIG. 2)).

[0006] Patent Document 1 will be explained with reference to the following figure. FIG. 18 is a diagram illustrating the basic configuration of a conventional vehicle collision energy absorbing device. As shown in Figure 18, a cross frame 102 is connected to a side sill 101, which is part of the vehicle body, and a floor panel 103 is placed below this cross frame 102, and a battery case 105 is placed below this floor panel 103.

[0007] In addition, a first collision energy absorbing device 106 is attached to the underside of the side sill 101, and a second collision energy absorbing device 107 is attached between the side sill 101 and the battery case 105. Because the first collision energy absorbing device 106 and the second collision energy absorbing device 107 are separate from the battery case 105, it is possible to arbitrarily set the plate thickness and determine the shape.

[0008] Incidentally, the side sill 101 disclosed in Patent Document 1 is formed by joining a side sill outer 109 having flanges 108 attached to the top and bottom thereof with a side sill inner 112 having flanges 111 attached thereto. Due to the presence of the joined flange portion 108 and flange portion 111, it is unavoidable that a gap T must be provided between the first collision energy absorbing device 106 and the second collision energy absorbing device 107.

[0009] When subjected to the collision force indicated by the white arrow, the first collision energy absorbing device 106 collapses first and absorbs the collision energy. When the collision force exceeds a certain value, the first collision energy absorption device 106 collapses and approaches and comes into contact with the second collision energy absorption device 107. After this contact, the second collision energy absorption device 107 collapses and absorbs more of the collision energy. In this way, the battery case 105 is protected.

[0010] However, the structure disclosed in Patent Document 1 has the following drawbacks. First, the presence of the gap T prevents smooth transmission of the collision force from the first collision energy absorption device 106 to the second collision energy absorption device 107. That is, if the gap T is small, the transmission is completed in a short time, but if the gap T is large, the transmission is delayed. As a result, the collision absorption mode becomes unstable.

[0011] Next, the first collision energy absorbing device 106 is fixed to the side sill outer 109 with a bolt 113 . When the collision force indicated by the white arrow is received, the first collision energy absorbing device 106 rotates around the vicinity of the head 114 of the bolt 113. In FIG. 18, it rotates clockwise. When rotating, the lower end of the first collision energy absorbing device 106 hits the second collision energy absorbing device 107, and the other portion of the first collision energy absorbing device 106 hits the second collision energy absorbing device 107 with a delay. In this way, the first collision energy absorbing device 106 and the second collision energy absorbing device 107 are separated, which makes the collision absorption mode even more unstable.

[0012] Stabilization of the collision absorption mode is important, and there is a demand for a vehicle collision energy absorption device that can further stabilize the collision absorption mode. [Prior art documents] [Patent documents]

[0013] [Patent Document 1] Patent No. 7325475 Summary of the Invention [Problem to be solved by the invention]

[0014] An object of the present invention is to provide a vehicle collision energy absorption device that can further stabilize the collision absorption mode. [Means for solving the problem]

[0015] The invention according to claim 1 is a vehicle collision energy absorption device that absorbs collision energy when a collision force is applied in one direction, This vehicle collision energy absorption device includes an energy absorbing member that is a long member extending in a direction perpendicular to the one direction and absorbs the collision energy in one direction, and a shell that encases the energy absorbing member, The shell body includes a lower shell that covers a lower portion of the energy absorbing member and an upper shell that covers an upper portion of the energy absorbing member, the energy absorbing member comprises a first energy absorbing member and a second energy absorbing member disposed adjacent to the first energy absorbing member; the first energy absorbing member buckles in one direction to absorb collision energy, the second energy absorbing member extends in a direction perpendicular to the one direction and absorbs collision energy by bending deformation; The shell has a feature that a convex or concave portion that becomes a starting point of deformation on the input side. One direction is exemplified by the outline arrow shown in Figure 3(a).

[0016] The invention according to claim 2 is the vehicle collision energy absorption device according to claim 1, The convex portion or the concave portion is formed at a position that closes a groove of the second energy absorbing member.

[0017] The invention according to claim 3 is the vehicle collision energy absorption device according to claim 1 or claim 2, The first energy absorbing member is a long material extending along the longitudinal axis of the vehicle, and is a corrugated plate with alternating peaks and valleys along the longitudinal axis.

[0018] The invention according to claim 4 is the vehicle collision energy absorption device according to claim 1, the energy absorbing member, the lower shell, and the upper shell are made of aluminum alloy plates; The plate thickness of the first energy absorbing member is thicker than the lower shell and the upper shell, The second energy absorbing member is thinner than the first energy absorbing member.

[0019] The invention according to claim 5 is the vehicle collision energy absorption device according to claim 1, The first energy absorbing member is divided into a plurality of pieces for one second energy absorbing member, A stay is attached between adjacent first energy absorbing members, extending upward from the lower shell through the upper shell and being fixed directly or indirectly to the vehicle body. [Effects of the Invention]

[0021] In the invention according to claim 1, the energy absorbing member is composed of a first energy absorbing member and a second energy absorbing member disposed adjacent to the first energy absorbing member. By combining the first energy absorbing member and the second energy absorbing member, it becomes possible to set a variety of collision absorption modes, including those for pole collisions.

[0022] For example, if the second energy-absorbing member is placed on the input side, the impact force of a pole collision, which applies a local load, is dispersed by bending the second energy-absorbing member, and this dispersed force is applied to the first energy-absorbing member, whose ridges buckle in one direction. All ridges within the range where the first energy-absorbing member bends and deforms the second energy-absorbing member are crushed, improving energy absorption performance. For example, if the first energy absorbing member is placed on the input side, the second energy absorbing member can firmly hold the pole impact.

[0023] Additionally, in the present invention, the shell enclosing the first energy absorbing member and the second energy absorbing member is provided with a convex portion or a concave portion that serves as a starting point for deformation. During a collision, the convex or concave portions begin to deform plastically first. By providing an appropriate number of convex or concave portions in appropriate locations, the force input side will be crushed and deformed first, making it possible to control the collision mode.

[0024] In the invention according to claim 2, the convex portion or the concave portion is formed at a portion that closes the groove of the second energy absorbing member. The second energy absorbing member can be easily molded with an open cross section, and a closed cross section is formed between the upper shell or the lower shell, increasing strength and rigidity and increasing the amount of collision energy absorption.

[0025] In the invention according to claim 3, the first energy absorbing material is a corrugated plate in which peaks and valleys are arranged alternately. The corrugated sheet has ridges extending in the vehicle width direction, and these ridges buckle when subjected to a lateral load, allowing the sheet to absorb a sufficiently large amount of collision energy.

[0026] In the invention according to claim 4, the energy absorbing member, the lower shell and the upper shell are made of an aluminum alloy. Since aluminum alloy plates are lightweight, it is possible to reduce the weight of the energy absorbing member. In addition, by carrying out an appropriate heat treatment, the strength can be improved, and therefore an energy absorbing member with excellent performance in absorbing collision energy can be provided.

[0027] Additionally, in the present invention, the plate thickness of the first energy absorbing member is made thicker than the lower shell and the upper shell. Increasing the plate thickness improves the energy absorption performance of the first energy absorption member. Furthermore, by thinning the lower and upper shells, the vehicle collision energy absorption device can be made lighter. By using steel plates for the lower and upper shells to provide ductility and aluminum alloys (hereinafter referred to as aluminum alloys) for the energy absorption members to provide rigidity, the variety of collision modes can be increased.

[0028] Furthermore, in the present invention, the plate thickness of the second energy absorbing member is made thinner than that of the first energy absorbing member. If the second energy-absorbing member is placed on the input side, the second energy-absorbing member will crush first, followed by the first energy-absorbing member. However, since the second energy-absorbing member is thin and has low strength, it will crush quickly, so the crushing will occur sequentially from the input side, which will help stabilize the collision mode.

[0029] In the invention according to claim 5, the first energy absorbing member is divided into a plurality of pieces in the longitudinal direction (vehicle length direction) for one second energy absorbing member. By dividing the first energy absorbing members, a stay can be disposed between adjacent first energy absorbing members. The stays can connect the lower shell to the vehicle body or vehicle body accessories. Even if the vehicle collision energy absorption device extends long along the longitudinal axis of the vehicle, the stays allow the vehicle collision energy absorption device to be stably attached to the vehicle body. [Brief explanation of the drawings]

[0032] [Figure 1] 1 is a cross-sectional view of a vehicle collision energy absorption device according to the present invention. [Figure 2] 1 is a perspective view of an energy absorbing member that is one of the main elements of a vehicle collision energy absorbing device. [Figure 3] 4(a) and 4(b) are diagrams illustrating the operation of the vehicle collision energy absorbing device. [Figure 4] 1(a) to 1(c) are diagrams illustrating advantages of the vehicle collision energy absorbing device according to the present invention. [Figure 5] FIG. 10 is a perspective view showing a modified example of the energy absorbing member. [Figure 6] 1 is a cross-sectional view of a vehicle collision energy absorbing device including first and second energy absorbing members. [Figure 7] FIG. 10 is a perspective view of a second energy absorbing member. [Figure 8] 5(a) to 5(c) are diagrams illustrating the functions of the first and second energy absorbing members. [Figure 9] 4 is another cross-sectional view of the vehicle collision energy absorbing device including first and second energy absorbing members. FIG. [Figure 10] 10(a) and 10(b) are diagrams illustrating a modified example of a vehicle collision energy absorbing device. [Figure 11] 10A and 10B are diagrams illustrating a modified example of the vehicle collision energy absorbing device. [Figure 12] 10(a) to 10(c) are diagrams illustrating modified examples of the vehicle collision energy absorbing device. [Figure 13] FIG. [Figure 14] 14 is a cross-sectional view taken along line 14-14 in FIG. 13. [Figure 15] 10A is a diagram illustrating a modified example of the vehicle collision energy absorbing device, and FIG. 10B is a view taken along the arrow bb in FIG. [Figure 16] 10A and 10B are diagrams illustrating a modified example of the vehicle collision energy absorbing device. [Figure 17] FIG. 4 is a flow chart illustrating a method for manufacturing a vehicle collision energy absorption device. [Figure 18] 1 is a diagram illustrating a basic configuration of a conventional vehicle collision energy absorption device. DETAILED DESCRIPTION OF THE INVENTION

[0033] An embodiment of the present invention will be described below with reference to the accompanying drawings. [Example]

[0034] Hereinafter, the configuration and operation of a vehicle collision energy absorption device 10 that is attached to a vehicle body and absorbs collision energy when a collision force is applied to the vehicle will be described with reference to FIGS.

[0035] [Vehicle collision energy absorption device] As shown in FIG. 1, a vehicle collision energy absorbing device 10 is attached to a vehicle body in a form in which it is housed in a side sill 11, for example. The vehicle collision energy absorbing device 10 mainly comprises an energy absorbing member 20 and a shell 30 that encases the energy absorbing member 20 .

[0036] [Shell] The shell 30 is a hollow body whose main elements are a lower shell 31 that covers the lower part of the energy absorbing member 20 and an upper shell 40 that covers the upper part of the energy absorbing member 20. Details of the energy absorbing member 20 will be described with reference to FIG.

[0037] [Lower shell] The lower shell 31 is a dish-shaped tray having a cross section of an approximately Z-shape, an L-shape, a U-shape, or the like, and is manufactured by press molding from a single metal plate (aluminum alloy or steel plate).

[0038] [Upper shell] The upper shell 40 consists of a pair of feet 41 that extend to the lower shell 31, a neck 42 located at the base of the feet 41, and a head 43 located above the neck 42, and has an octopus shape in cross section. The upper shell 40 has a somewhat complicated shape, but is manufactured from a single metal plate by roll forming.

[0039] [Neck] Neck portion 42 is a double-plate structure made by joining two metal plates together with welded metal 44 by laser welding or the like. Because it is a double-plate structure, neck portion 42 has sufficient strength and rigidity, and has the advantage of being less likely to lose its shape between the neck portion 42 and the head even when subjected to external force.

[0040] [Part of the vehicle body or accessory part of the vehicle body] The part of the vehicle body is, for example, a side sill 11. The side sill 11 is a hollow body formed by joining a side sill outer 12 and a side sill inner 13 together. In this example, the lower shell 31, foot portion 41 and head portion 43 are fixed to the side sill inner 13 by welding via an inner plate 14 of appropriate thickness and size.

[0041] The inner plate 14 may be omitted, and the lower shell 31, the foot portion 41, and the head portion 43 may be directly fixed to the side sill inner 13 by welding. That is, at least the lower shell 31 and the head 43 are fixed to the vehicle body (for example, the side sill inner 13) directly or indirectly via the inner plate 14.

[0042] [Closed section] One surface of the inner plate 14 (or the inner surface of the side sill inner 13) serves as an attachment surface 15 formed on a part of the vehicle body or an accessory part of the vehicle body, and the lower shell 31, foot 41, and head 43 are fixed to this attachment surface 15. In this case, the area surrounded by the head 43, neck 42, foot 41, and mounting surface 15 forms a closed cross-sectional portion 45. Compared to an open cross-sectional portion, the closed cross-sectional portion 45 has greater strength and rigidity. The closed cross-sectional portion 45 with greater strength and rigidity maintains the position of the neck 42 during a collision.

[0043] [Energy absorbing member] 2, the energy absorbing member 20 is an elongated member extending along the longitudinal axis 21 of the vehicle. This elongated member is preferably a corrugated plate having alternating peaks 22 and valleys 23 arranged along the longitudinal axis 21 of the vehicle.

[0044] Because it is a corrugated plate, it has ridges perpendicular to the longitudinal axis 21 of the vehicle, and in the event of a side collision such as a collision with a pole, the ridges buckle to absorb energy. The energy absorbing member 20 can absorb a sufficiently large amount of collision energy.

[0045] [Effect] In FIG. 3(a), in the case of a pole collision, it is assumed that a pole 16 collides with the vehicle collision energy absorption device 10 as indicated by the white arrow. As shown in FIG. 3(b), mainly the ridges of the energy absorbing member 20 buckle and undergo plastic deformation, and the lower shell 31 and upper shell 40 stabilize the plastic deformation, thereby absorbing the collision energy.

[0046] As shown in FIG. 3(a), the head 43 is made of a relatively thin metal plate, but has large length and width dimensions, and therefore has high strength and rigidity indicated by the section modulus and second moment of area. Furthermore, the neck portion 42 has a double plate structure and therefore has a certain degree of strength.

[0047] The operation will be further explained based on Figs. 4(a) to (c). As shown in FIG. 4( a ), it is assumed that the upper shell 40 does not have a neck portion 42 , and is composed of a foot portion 41 and a U-shaped head portion 43 .

[0048] In an actual collision, the white arrow is often shifted up or down relative to the horizontal, or is slightly tilted. For example, due to tilting, a component force of the collision load is applied upward (or downward) to the vehicle collision energy absorption device 10. Then, as shown in FIG. 4(b), the U-shaped head 43 is easily deformed, and as a result, the vehicle collision energy absorption device 10 falls upward (or downward).

[0049] 4(c), in the embodiment of the present invention, collapse is suppressed by the supporting action between the head portion 43 and the neck portion 42, particularly the supporting action of the neck portion 42. As a result, collapse is suppressed, and the ridges of the vehicle collision energy absorption device 10 buckle and collapse (plastically deform) along their entire length, absorbing the collision energy.

[0050] That is, in FIG. 3(a), the presence of the head portion 43 and neck portion 42 prevents the foot portion 41 and the lower shell 31 that house the energy absorbing member 20 from tipping over.

[0051] As a result, as shown in FIG. 3(b), the vehicle collision energy absorption device 10 does not collapse vertically (even if it does collapse, it is sufficiently suppressed) and the energy absorbing member 20 undergoes plastic deformation.

[0052] At this time, the presence of the closed cross-sectional portion 45 contributes to improving the rigidity of the vehicle collision energy absorption device 10 and plays a role in promoting stable plastic deformation of the vehicle collision energy absorption device 10 .

[0053] [Example of change in energy absorption material] 5, the energy absorbing member 20 may be a porous structure or a honeycomb structure having a plurality of polygonal holes 25 with a polygonal cross section including a rectangular cross section. In either case, the holes form ridges at the corners. That is, the energy absorbing member 20 is a long member extending along the longitudinal axis 21 of the vehicle, and has a plurality of polygonal holes 25 extending in a direction perpendicular to the longitudinal axis 21 of the vehicle (vehicle width direction).

[0054] Because it is a porous structure or a honeycomb structure, it is sufficiently lightweight. Despite its light weight, it has ridges in the direction perpendicular to the longitudinal axis 21 of the vehicle (the vehicle width direction), and can buckle to absorb a sufficiently large amount of collision energy.

[0055] The following describes modified examples of the vehicle collision energy absorbing device 10. In the following description, the same components as those in Fig. 1 will be designated by the same reference numerals as in Fig. 1, and detailed description thereof will be omitted.

[0056] [Modification 1 of vehicle collision energy absorption device] As shown in FIG. 6, the energy absorbing member 20 comprises a first energy absorbing member 26 and a second energy absorbing member 27 arranged in contact with or adjacent to the first energy absorbing member 26, with the second energy absorbing member 27 arranged on the input side (outside in the vehicle width direction). The first energy absorbing member 26 may be the one illustrated in FIG. 2 or FIG.

[0057] [Second energy absorbing member] As shown in FIG. 7, the second energy absorbing member 27 is an elongated member having a groove 28 with an open cross section (or a cavity with a closed cross section) extending along the longitudinal axis 21 of the vehicle.

[0058] [Effect of Modification Example 1] As shown in FIG. 8(a), the pole 16 collides with the vehicle collision energy absorption device 10 as indicated by the white arrow.

[0059] FIG. 8(b) is a view taken along the arrow bb in FIG. 8(a). The pole 16 first hits the second energy absorbing member 27 at a point. It bends and deforms, and the impact force is distributed along the longitudinal axis 21 of the vehicle, as shown by the tree-shaped arrow. The distributed impact force is applied to the ridge of the first energy absorbing member 26.

[0060] 8(c), first, the ridges of the second energy absorbing member 27 buckle and collapse. The first energy absorbing member 26 comes into contact with the second energy absorbing member 27, and the first energy absorbing member 26 begins to collapse. By providing a difference in energy absorption performance between the buckling deformation of the ridgeline of the first energy absorbing member 26 and the bending deformation of the second energy absorbing member 27, it becomes possible to respond to a variety of collision patterns.

[0061] [Modification 2 of vehicle collision energy absorption device] As shown in FIG. 9, the energy absorbing member 20 comprises a first energy absorbing member 26 and a second energy absorbing member 27 arranged in contact with or adjacent to the first energy absorbing member 26, with the second energy absorbing member 27 arranged on the non-input side (the mounting surface 15 side).

[0062] Although the effect of dispersing the impact force as described with reference to FIG. 8(b) cannot be obtained, the second energy absorbing member 27 can reliably support the first energy absorbing member 26, and can promote buckling of the ridge line. When the second energy absorbing member 27 is a groove, it can form a closed cross section together with the upper or lower shell.

[0063] [Modification 3 of vehicle collision energy absorption device] As shown in FIG. 10( a ), the width (width in the vehicle width direction) of the head 43 may be widened so that the neck 42 is located near the center of the width of the head 43 . Furthermore, as shown in FIG. 10( b ), the width of the head portion 43 may be increased so that it has the same width as the lower shell 31 .

[0064] Increasing the width of the head portion 43 can increase the strength and rigidity of the head portion 43. Since the strength and rigidity of the head portion 43 is increased, the collapse of the energy absorbing member 20 can be further suppressed. In addition, since the rigidity of the head portion 43 is increased, the amount of collision energy absorbed by the head portion 43 increases, and the collision energy absorption performance of the vehicle collision energy absorption device 10 is improved.

[0065] [Modification 4 of vehicle collision energy absorption device] As shown in FIG. 11, the first energy absorbing member 26 may be housed within the shell 30 and the second energy absorbing member 27 may be located outside the shell 30 and to the side of the head 43 .

[0066] In the configuration of FIG. 6, the second energy absorbing member 27 collapses before the first energy absorbing member 26 begins to collapse. In contrast, in the configuration of FIG. 11, first energy absorbing member 26 and second energy absorbing member 27 begin to collapse simultaneously and in parallel. Since the first energy absorbing member 26 and the second energy absorbing member 27 have different energy absorbing performances, it is possible to cope with a wider variety of collision patterns.

[0067] [Modification 5 of vehicle collision energy absorption device] When the vehicle collision energy absorption device is applied to the side frame of a battery case that is an accessory to the vehicle body, a convex portion 46 (or concave portion) that serves as the starting point of deformation may be provided at any location on the shell body 30, as shown in Figure 12(a). During a collision, the protrusions 46 begin to undergo plastic deformation first. By providing an appropriate number of protrusions 46 at appropriate locations, it is possible to control the collision mode.

[0068] [Modification 6 of vehicle collision energy absorption device] As shown in FIG. 12(b), the convex portion 46 (or concave portion) may be provided at a position that closes the groove 28 of the second energy absorbing member 27. The groove 28 of the second energy absorbing member 27 and the bent portion of the convex portion 46 (or concave portion) act as a trigger to start absorbing the collision energy, so that the control of the collision mode can be made more stable.

[0069] [Modification Example 7 of Vehicle Collision Energy Absorption Device] As shown in FIG. 12(a), a lower shell 31 is provided with a protruding portion 32 extending toward the side opposite to the input side. The upper shell 40 may be provided with a folded flange portion 47 that overlaps the protruding portion 32 , and this folded flange portion 47 may be joined to the protruding portion 32 of the lower shell 31 .

[0070] 12(c), a protruding portion 32 extending toward the anti-input side is provided on the lower shell 31. An inner plate 14 is prepared as a separate member having a folded flange portion 47 that overlaps the protruding portion 32. The folded flange portion 47 may then be joined to the protruding portion 32 of the lower shell 31.

[0071] The upper shell 40 can be manufactured with a complex cross section by roll forming, and the lower shell 31 can be manufactured inexpensively by press forming, thereby reducing manufacturing costs.

[0072] [Modification 8 of vehicle collision energy absorption device] FIG. 13 shows a battery case 50 to be mounted on the vehicle body. As shown in Figure 13, the battery case 50 includes a bottom plate 52 that supports the battery 51, a frame body 53 that surrounds the battery 51 placed on the bottom plate 52, a lid 54 that closes the upper opening of the frame body 53, and a protective plate 55 that protects the cooler placed under the bottom plate 52.

[0073] The frame 53 is made up of left and right side frames 56, cross members 57 respectively extending between the front and rear ends of these side frames 56, and sub-cross members 58 extending between the left and right side frames 56.

[0074] FIG. 14 is a cross-sectional view taken along line 14-14 in FIG. 14, the side frames 56 of the battery case 50 are the vehicle collision energy absorbing device 10 of the present invention. That is, the side frames 56 are also used as the vehicle collision energy absorbing device 10.

[0075] Compared to manufacturing the side frame 56 and the vehicle collision energy absorption device 10 separately, by using the side frame 56 of the battery case 50 as both the vehicle collision energy absorption device 10, the manufacturing cost of the vehicle collision energy absorption device 10 can be reduced.

[0076] [Modification Example 9 of Vehicle Collision Energy Absorption Device] Alternatively, as shown in FIG. 15(a), the vehicle collision energy absorbing device 10 may be retrofitted to the side frame 56 of the battery case 50. That is, the mounting surface 15 of the vehicle collision energy absorbing device 10 may be the side wall of the battery case 50 or the outer surface of the side frame.

[0077] Since the side frame 56 is reinforced by the vehicle collision energy absorption device 10, the side frame 56 can be made thinner and smaller, and the battery case 50 can be made lighter.

[0078] [Modification 10 of vehicle collision energy absorption device] As shown in FIG. 16, the lower shell 31 may be provided with a downward extension 33 that extends downward along the mounting surface 15, and the upper shell 40 may be provided with an upward extension 48 that extends upward along the mounting surface 15.

[0079] The downward extension 33 and the upper extension 48 are joined to the mounting surface 15. Because the downward extension 33 and the upper extension 48 are spaced apart vertically, the vehicle collision energy absorption device 10 is stably supported by the mounting surface 15, and the vehicle collision energy absorption device 10 is effectively prevented from tilting up or down during a collision.

[0080] [Modification 11 of vehicle collision energy absorption device] In FIG. 1, the energy absorbing member 20, the lower shell 31, and the upper shell 40 are preferably made of aluminum alloy plates. Since the aluminum alloy plate is lightweight, the weight of the energy absorbing member 20 can be reduced. In addition, by carrying out an appropriate heat treatment, the strength can be improved, and therefore the energy absorbing member 20 having excellent performance in absorbing collision energy can be provided.

[0081] [Modification 12 of vehicle collision energy absorption device] As shown in FIG. 6, the energy absorbing member 20 is made up of a first energy absorbing member 26 and a second energy absorbing member 27. The plate thickness of the first energy absorbing member 26 is set to be thicker than the lower shell 31 and the upper shell 40.

[0082] Increasing the plate thickness improves the energy absorption performance of the first energy absorption member 26. In addition to using an aluminum alloy plate for the first energy absorption member 26, the lower shell 31 and the upper shell 40 can be formed from a steel plate. Because steel plate is ductile, it can stabilize the plastic deformation of the energy absorption member.

[0083] [Modification 13 of vehicle collision energy absorption device] In FIG. 6, the plate thickness of the second energy absorbing member 27 is made thinner than that of the first energy absorbing member . When the second energy absorbing member 27 is arranged on the input side, the second energy absorbing member 27 collapses, followed by the first energy absorbing member 26. The second energy absorbing member 27 is thin and therefore has low strength, so it collapses quickly, and so the collapse occurs sequentially from the input side, facilitating stabilization of the collision mode.

[0084] [Modification 14 of vehicle collision energy absorption device] FIG. 15(b) is a view (partially omitted) taken along the arrow bb in FIG. 15(a). As shown in FIG. 15(b), the first energy absorbing member 26 may be divided into a plurality of members for one second energy absorbing member 27.

[0085] By dividing the first energy absorbing members 26, a gap is created between adjacent first energy absorbing members 26, and a stay 59 can be placed in this gap. 15(a), the stay 59 extends upward from the lower shell 31 while penetrating the upper shell 40, and is fixed to, for example, the side sill 11. The side sill 11 may be substituted for a part of the vehicle body or a vehicle body accessory.

[0086] Even if the vehicle collision energy absorbing device 10 extends long along the longitudinal axis of the vehicle, the vehicle collision energy absorbing device 10 is stably attached to the vehicle body by the plurality of stays 59.

[0087] [Method of manufacturing a vehicle collision energy absorption device] As shown in FIG. 17, for example, in step (hereinafter referred to as ST) 01, an energy absorbing member is manufactured, in ST02 a lower shell is manufactured and the energy absorbing member is joined to the lower shell, in ST03 an upper shell is manufactured, in ST04 a neck portion is joined, and in ST05 the upper shell is joined to the lower shell and the energy absorbing member, thereby manufacturing a vehicle collision energy absorption device. Furthermore, because the shell is divided into upper and lower halves, it is easy to accommodate and join the energy absorbing members. ST01 to ST03 may be performed in reverse order or simultaneously in parallel.

[0088] [Energy absorption material manufacturing process] For example, the energy absorbing member 20 shown in FIG. 2 is manufactured by bending a single aluminum alloy plate or steel plate.

[0089] [Lower shell manufacturing process] The dish-shaped lower shell 31 shown in FIG. 1 is manufactured by press-forming a single aluminum alloy plate or steel plate. If press molding is used, the lower shell 31 can be manufactured inexpensively.

[0090] [Top shell manufacturing process] The upper shell 40 shown in FIG. 1 is manufactured by roll forming a single aluminum alloy plate or steel plate. By roll forming, it is possible to form a complex shape in a single stroke.

[0091] [Neck joining process] The double plates constituting the neck portion 42 shown in FIG. 1 are joined by a laser beam, or by adhesive, or by spot welding or riveting.

[0092] [Joining process] The energy absorbing member 20 is set at any position on the lower shell 31 and joined using a laser beam (welding) or adhesive, and is joined from the open surface. Therefore, for example, space can be left on the input side to make it easier to crush at the beginning of a collision, multiple energy absorbing members can be combined, or sufficient joining can be achieved using spot or linear welding, making it possible to integrate the shell and the energy absorbing member 20.

[0093] According to the method of the present invention, the vehicle collision energy absorption device 10 can be manufactured at low cost using general-purpose techniques such as press molding, die forming, and laser welding (or bonding).

[0094] The present invention is suitable for a vehicle collision energy absorbing device attached to a vehicle body. [Explanation of symbols]

[0095] 10...vehicle collision energy absorption device, 14...inner plate, 15...mounting surface, 20...energy absorbing member, 21...longitudinal axis (longitudinal axis of vehicle), 22...ridge, 23...valley, 25...polygonal hole, 26...first energy absorbing member, 27...second energy absorbing member, 28...groove, 30...shell, 31...lower shell, 32...projection portion, 33...downward extension portion, 40...upper shell, 41...foot portion, 42...neck portion, 43...head portion, 45...closed cross section portion, 46...convex portion, 48...upper extension portion, 50...battery case, 51...battery, 52...bottom plate, 53...frame body, 56...side frame, 57...cross member, 59...stay.

Claims

1. A vehicle collision energy absorption device that absorbs collision energy when a collision force is applied in one direction, The vehicle collision energy absorption device includes an energy absorbing member that is a long member extending in a direction perpendicular to the one direction and absorbs the collision energy in one direction, and a shell that encases the energy absorbing member, The shell body includes a lower shell that covers a lower portion of the energy absorbing member and an upper shell that covers an upper portion of the energy absorbing member, the energy absorbing member comprises a first energy absorbing member and a second energy absorbing member disposed adjacent to the first energy absorbing member; the first energy absorbing member buckles in one direction to absorb collision energy, the second energy absorbing member extends in a direction perpendicular to the one direction and absorbs collision energy by bending deformation; A vehicle collision energy absorbing device, characterized in that the shell has a convex or concave portion formed on the input side, which serves as a starting point of deformation.

2. 2. The vehicle collision energy absorption device according to claim 1, The vehicle collision energy absorbing device, wherein the convex portion or the concave portion is formed at a portion that closes a groove of the second energy absorbing member.

3. 3. The vehicle collision energy absorption device according to claim 1, A vehicle collision energy absorption device characterized in that the first energy absorption member is a long material extending along the longitudinal axis of the vehicle and is a corrugated plate with alternating peaks and valleys arranged along the longitudinal axis.

4. 2. The vehicle collision energy absorption device according to claim 1, the energy absorbing member, the lower shell, and the upper shell are made of aluminum alloy plates; The plate thickness of the first energy absorbing member is thicker than the lower shell and the upper shell, A vehicle collision energy absorbing device, wherein the second energy absorbing member has a thickness thinner than that of the first energy absorbing member.

5. 2. The vehicle collision energy absorption device according to claim 1, The first energy absorbing member is divided into a plurality of pieces relative to one second energy absorbing member, a stay is attached between adjacent first energy absorbing members, the stay extending upward from the lower shell, penetrating the upper shell, and being fixed directly or indirectly to the vehicle body.

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