Vehicle Cushioning Member With Segmented Bending Portions
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Solution Overview
Problem
Conventional vehicle cushioning members fail to achieve a desired force-and-stroke-amount (F-S) characteristic, particularly in small vehicles, as they tend to decrease in absorption force after an initial peak, making it difficult to absorb a large amount of impact energy within a limited stroke, and this is often compensated by enlarging the cushioning member, which narrows the vehicle interior space.
Innovation Solution
A vehicle cushioning member with a substantially polygonal tube shape, featuring a top plate, side walls, and a plate-shaped flange portion, where the side walls include first and second bending portions with convex and concave sections, allowing for controlled bending to achieve an ideal F-S characteristic by distributing collision force effectively.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Quantity of substance
If the vehicle cushioning member is enlarged to absorb more impact energy, then the impact absorption amount increases, but the vehicle interior space is narrowed
Solution Approach 1:
The side walls are divided into multiple bending portions (first bending portion with first convex-bending and first concave-bending portions, second bending portion with second convex-bending and second concave-bending portions) arranged perimetrically. This segmentation allows the cushioning member to absorb energy through multiple sequential deformation stages, increasing total energy absorption without requiring a larger overall size.
Solution Approach 2:
The cushioning member is designed to undergo dynamic deformation through controlled bending at multiple convex and concave portions. The alternating bending portions create a progressive collapse mechanism that maintains high absorption force throughout the stroke, enabling the member to achieve higher energy absorption in a compact form by utilizing dynamic structural transformation rather than static size increase.
2Device complexity
If the vehicle cushioning member uses a conventional single bending line design, then the structure is simple, but the F-S characteristic shows force decrease after initial peak, reducing total energy absorption
Solution Approach 1:
The single bending line is segmented into multiple bending portions (first convex-bending, first concave-bending, second convex-bending, second concave-bending portions) arranged perimetrically around the top plate. This creates multiple deformation centers that activate sequentially during impact, maintaining absorption force after the initial peak and increasing total energy absorption while keeping the overall structure relatively simple.
Solution Approach 2:
The alternating convex and concave bending portions are designed to deform in sequence during impact, creating a continuous energy absorption process. As one bending portion completes its deformation, the next portion begins to deform, ensuring that the absorption force remains high throughout the entire stroke rather than dropping after an initial peak, thereby maintaining useful action continuously.
Applied Scientific Principles
This section explains which scientific principles are used to turn an abstract innovation direction into a practical engineering solution.
Function Achieved in This Case
The configuration enables a larger amount of impact absorption with a smaller stroke amount, achieving a stable and increased integrated F-S characteristic, thereby enhancing energy absorption without compromising vehicle interior space.
Implementation Method 1
the first convex-bending portion stimulating outward convex bending of the side wall when the top plate receives collision force, the first concave-bending portion stimulating inward concave bending of the side wall
Data Source
AI summary
A vehicle cushioning member includes first and second bending portions including first and second convex-bending portions, and first and second concave-bending portions. The first and second convex-bending portions and the first and second concave-bending portions are formed perimetrically while switched from each other between the adjacent side walls. When a length from a top surface of the top plate to a flange portion is 100%, a length from the top surface to the first bending portion is 24% or more and 47% or less, a length from the first bending portion to the second bending portion is 34% or more and 49% or less, and a length from the second bending portion to a top-plate-side surface of the flange portion is 13% or more and 33% or less, concerning a height direction along the axis of a substantially polygonal tube.