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    ENERGY ABSORBING ASSEMBLY, VEHICLE AND METHOD OF PRODUCING AN ENERGY ABSORBING ASSEMBLYAn energy absorbing assembly (10) may comprise: a support structure (12) provided with a first wall (18) and an external wall (20) extending in an x direction from a first end to a second end; an energy absorber (14) that extends through the first wall of the support structure, theenergy absorber comprising a plurality of crushable members which are configured to crush and absorb energy in an impact, a first energy absorberimpact (16); and a second shock absorber (16), wherein the first and second shock absorbers extend from the first and second ends of the support structure. The energy absorber assembly is a unique element formed in situ. A method of producing an energy absorbing assembly may comprise: introducing molten thermoplastic material into a mold to form the energy absorbing assembly in situ, and removing the energy absorbing assembly from the mold by moving the mold in a y direction.
    公开号:BR112013010081A2
    申请号:R112013010081-8
    申请日:2011-10-11
    公开日:2020-12-01
    发明作者:Dinesh Mana；Dhanendra Kumar Nagwanshi；Manish Chaturvedi
    申请人:Sabic Global Technologies B.V.；
    IPC主号:
    专利说明:

    ENERGY ABSORBING ASSEMBLY, VEHICLE AND METHOD OF PRODUCE AN ENERGY ABSORBING SET
    BACKGROUND This disclosure relates, in general, to energy absorbers for use in a vehicle, for example, to reduce injuries (for example, to occupant (s), pedestrian (s), "etc.) and / or to reduce damage to the vehicle Fender systems generally extend '' across the width, transversely across the front and rear of a vehicle, and are mounted on rails i that extend in one direction along the length. Many bumper assemblies for an automotive vehicle include a metal bumper beam and an injection-molded energy absorber attached to the bumper beam. The bumper system generally also includes an energy absorber on the side. along the bumper surface and also a fascia to cover the energy absorber. Beneficial energy absorber bumper systems achieve high efficiency by developing .— "load quickly up to just under the load limit of the rails, and maintain that load constant until energy impact has been dissipated. Energy absorbing systems attempt to reduce] vehicle damage and / or injury as a result of a collision. controlling the absorption of impact energy. Impact requirements for bumper systems are expressed in the United States Federal Motor Vehicle Safety Standards (US FMVSS), Canadian Motor Vehicle Safety Standards (CMVSS), European Consumer Law EC E42, pedestrian protection requirements - EuroNCAP, Allianz Impact Requirements, and Asian Pedestrian Protection Standards for upper and lower legs. In addition, The Insurance Institute for Road Safety (IIHS)
    developed different barrier test protocols in the rear and front bumper systems. These requirements must be met for the various design criteria expressed for each of the various automotive platforms and car models. Even if there is very limited damage to any component of the vehicle's chassis, repair costs. of the vehicle can rise dramatically. This creates the need to develop low-cost, lightweight, high-performance energy absorber systems that will deform and absorb impact energy to ensure a good vehicle safety rating, absorb energy on impact with a pedestrian to reduce injuries sustained by pedestrians, and reduce vehicle damage in low-speed collisions, for example, inhibit damage to the chassis. Different components due to inherent geometry and assembly requirements require different designs of energy absorbers to satisfy the impact criteria. As a result, the automotive industry is continually looking for economical solutions to improve the overall safety rating of a vehicle. Consequently, there is an ongoing need to provide a solution that would reduce damage to the vehicle and / or increase the safety rating of the vehicle. vehicle.
    BRIEF DESCRIPTION Energy absorbing devices and methods of producing energy absorbing devices that can be used in conjunction with various vehicle components are disclosed in various embodiments.
    In one embodiment, an energy absorbing assembly may comprise: a support structure provided with | a first wall and an outer wall that extend in an x direction from a first end to a second end; an energy absorber that extends through! from the first wall of the support structure, the energy absorber comprising a plurality of crushable members Í which are configured to be crushed and absorb energy in an impact, a first impact absorber; and a second shock absorber, wherein OS first and,. second shock absorbers extend from the first and | second ends of the support structure.
    The set | 'energy absorber is a unique element formed in situ.
    In one embodiment, a vehicle comprises a body k and rails and an energy absorbing assembly.
    The set | energy absorber comprises a support structure | equipped with a first wall and an external wall that is | extend in an x direction from a first end to | 15 a second end; an energy absorber that Se | extends through the first wall of the support structure, the energy absorber comprising a plurality of crushable members that are configured to be crushed and absorb energy in an impact, a first impact absorber; and a second shock absorber, in k that the first and second shock absorbers extend from the first and second ends of the support structure, 'and in which the first and second shock absorbers are | . attached to the rails without a bumper beam.
    The set | 25 - energy absorber is a unique element formed in situ. | - In one embodiment, a method of producing an energy absorbing assembly may comprise: introducing molten thermoplastic material into a mold to, in situ, form the energy absorbing assembly comprising a support structure, energy absorber, first impact absorber, € second shock absorber, in | that the support structure has a first wall and an outer wall having ends, where the first and j
    | | : 14/32 second impact absorbers extend from the ends of the support structure, and the energy absorber extends through the first wall of the support structure; and removing the energy absorbing assembly from the mold by moving the mold in a y direction. ! These and other non-limiting features 7 are more particularly described below.
    BRIEF DESCRIPTION OF THE DRAWINGS! 'Below is a brief description of the drawings, in which similar elements are numbered | equal, and which are presented for the purpose of illustrating the example embodiments disclosed herein, and not for the purpose of limiting them. | ; Fig. 1 is an isometric view of an assembly | energy absorber comprising a bumper beam, | an energy absorber and impact absorbers. | : Fig. 2 is an isometric view of a beam | bumper. | Fig. 3 is an isometric view of a bumper beam. ; Fig. 4 is an isometric view of a portion | of an energy absorber. | Fig. 5 is an isometric view of a portion, of an energy absorber. | Fig. 6 is an isometric rear view of a crush capsule. | Fig. 7 is a front isometric view of a crush capsule. | Fig. 8 is an isometric view of an energy absorber assembly comprising a bumper beam, energy absorber and impact absorbers. | Fig. 9 is a cross-sectional side view of the energy absorber assembly of fig. 8 "long socket
    | 5/32 of line A-A.
    Fig. 10 is a graph illustrating acceleration versus time for impact testing on the bottom of pedestrian legs.
    Fig. 11 is a graph illustrating rotation versus time for impact testing on the lower part of a pedestrian's legs. Fig. 12 is a graph illustrating shear in: function of time for impact testing on the bottom of pedestrian legs.
    Fig. 13 is a graph illustrating the force observed in the center pendulum test.
    Fig. 14 is a graph illustrating the rear of the beam displacement as a function of the time observed in the center pendulum test.
    Fig. 15 is a graph illustrating the amount of energy absorbed as a function of time for vehicle damage capacity results.
    Fig. 16 is a graph illustrating strength versus time for vehicle damage capacity results.
    DETAILED DESCRIPTION: Published in this document, in various embodiments, are sets of energy absorbers - which can be used in conjunction with vehicle components,; 25 for example, to minimize damage to the vehicle and / or injury sustained during an impact. The energy absorber assembly may comprise a support structure, an energy absorber (for example, "crushing shoulders"), and | impact absorbers, each of which comprises one: 30 plastic material, and all of them are formed as one unique solitary component.The energy absorbing assemblies eliminate the metal bumper beam and comprise an integrated set of a thermoplastic support structure extending between impact absorbers configured to protect vehicle tracks (for example, for larger impacts than or equal to 15 km / h), and a plastic energy absorber.
    The plastic energy absorber comprises crushing ridges configured to assist pedestrian protection (for example, for impacts on the lower legs less than or equal to 40 kilometers per hour (km / h) (such as 30- 40 km / h)). The support structure,. impact absorbers and crushing shoulders are formed in situ, for example, using a vertically movable mold (ie, in the Yl direction.
    In some embodiments, the assembly has no outer wall extending in the x and z directions to cover the energy absorber, to cover the support structure and / or to cover the impact absorbers (for example, the outermost surfaces in the y direction on both sides of the set). The assembly may have outer walls extending in the x and y directions on one or both sides of the assembly, over the support structure (for example, first wall 18 and third wall 22 in fig. 1), over the energy absorber (for example, example, the front wall 26 of Fig. 1), and / or on the. impact absorbers (for example, the front face 50 and the rear face 52 of Figures 6 and 7). . In various embodiments, the impact absorbers form the ends of the assembly, with the thermoplastic support structure extending between the impact absorbers.
    At the front of the support structure and the impact absorbers are the energy absorbers (for example, crushing shoulders), extending through the assembly, through the impact absorbers and support structure.
    The impact absorbers can be attached to the naked body (BIW), for example, to the projecting supports (for example, the vehicle tracks). A redesign was
    '7/32 necessary in order to achieve this design, ie a set - “unit absorber that replaces separate elements of the metal bumper beam, energy absorbers and impact absorbers. The various embodiments are formed with openings in the y direction (see fig. 1). the integrated set provides a "significant reduction in the weight of the set as a whole (for example, up to a third weight reduction compared to sets: comprising a metal bumper beam and / or metal impact absorbers that meet the same energy absorption capacity), since each component comprises a thermoplastic material, while providing “simultaneously high performance (for example, controlled crushing and, consequently, an increase in efficiency compared to metal energy absorbers) during impacts to pedestrians and also during low speed collisions. Due to the integrated assembly, the energy absorber assemblies described here can replace metal bumper beams and / or impact absorbers. The result is a reduction in the time required to assemble the components and, consequently , a reduction in the total costs of the assembly. The energy absorber assembly can be manufactured using various molding processes (by. example, injection molding, thermoforming, extrusion, etc.) to provide a single piece assembly (for example, a fully formed support structure, energy absorber and impact absorber).
    Although the energy absorber assemblies disclosed in this document can be used at any location in a vehicle, the energy absorber assemblies are intended to be located on the front portion of a vehicle (for example, on the portion of the vehicle where the engine, radiator, etc. ., are generally located) to protect the bare body (BIW) and components located behind the BIW from damage when an impact occurs.
    In general, the energy absorbing assembly can be located on the front of and attached to the BIW to serve as protection of the structure during an impact.
    For example, The energy absorber assembly may be attached to the vehicle tracks and / or cross members located on the BIW. the energy absorbing component of the assembly may be located in front of the support structure to reduce injuries to a pedestrian on impact.
    The absorbers of | impact supports help support the support structure at opposite ends (for example, at the left end and the right end of the support structure (the support structure may be less than the distance between the tracks of the vehicle). provide rigidity to protect the vehicle's tracks from damage after an impact.
    Impact absorbers in general also serve to reduce vehicle damage and injury to the driver / occupant “during an impact.
    This solution is observed to be greater than or equal to 20% lighter than, the previous drawings at the same time that it reaches the same. performance, for example, of the design disclosed in US Patent No. 7,044,515. . Metal bumper beams and shock absorbers are generally heavy and expensive to produce.
    Likewise, metal bumper beams cannot be formed "integrally (for example, in situ), with plastic energy absorbers or plastic impact absorbers, thus increasing processing time with an energy absorber assembly. which comprises metal bumper beams and / or metal impact absorbers, In addition, since the metal bumper beams are not integrally formed with the energy absorber and impact absorbers, additional time is required assembly with metal bumper beams, which also increases the total cost of an energy absorber assembly that uses a metal bumper beam.The same issues are true with respect to metal impact absorbers, ie , "metal impact absorbers cannot be formed integrally with the metal bumper and / or plastic energy absorber, - * - - increasing both the processing time and the assembly time. for energy absorbing assemblies. Automotive manufacturers continually desire lighter, highly efficient and low-cost solutions for such automobile components. By providing a one-piece set, where each component of the set comprises a thermoplastic material, significant savings in weight, processing times and assembly times can be achieved. For example, up to a third of weight reduction can be observed, where each component of the set comprises a thermoplastic material. Shorter assembly times can also be achieved with a single-piece set. For example, assembly time can be reduced by at least 35%.
    The energy absorbing component (for example, crushing shoulders) of the assembly can be designed to. absorb energy and deform during impact on a pedestrian, the support structure can be designed to provide support to the energy absorber and serves as a rigid member that elastically deforms and absorbs energy during pendulum and barrier impacts, while impact absorbers can be designed to plastically deform and absorb energy during Allianz impact and / or for RCAR, € and can also provide support for the plastic beam. In other words, the support structure has a stiffness that lies between the stiffness of the shock absorbers and the energy absorber (for example, crushing shoulders). The Allianz impact refers to a test where the front of a vehicle is driven against a rigid barrier, at an angle of 10 degrees to the direction of travel of the vehicle, with a 40% overlap on the driver's side, while RCAR refers to an impact at 15 kilometers per. hour (km / h). The impactor pendulum and barrier test refers to FMVSS 581.1-581.7 at a variable speed. A - 'pendulum impact speed is 1.5 miles per hour (mph) [= 2.41 km / h] for the corner impact on a vehicle at 30 degrees from the direction of travel of the vehicle, and 2 , 5 mph [= 4.02 km / h] for all other pendulum and barrier impacts that are in the same direction as that of the vehicle's direction of travel.
    The energy absorber assemblies described here are capable of meeting and / or exceeding the requirements established for low speed impacts, for example, ECE-42 AND RCAR // Allianz / Danner / Thatcham impacts, as well as meeting and / or exceeding regulatory requirements for pedestrian impact, eg EEVC, ACEA (Phase IT) and GTR. The "EEVC 17 and ACEA Working Group (Phase II) correspond to. Pedestrian impact requirements, the latter being more stringent. They have also developed the test procedures and quantified the maximum allowable damage to a simulated leg model. pedestrian when it is impacted by a: automobile, so that the pedestrian will be safe during the impact.
    Example features of the energy absorber assembly include high rigidity / ductility, thermal stability, high energy absorption capacity, a good ratio of modulus to elongation, € recycling capacity, among others, and where "high" and " good "are meant to mean that the feature meets at least vehicle safety requirements and regulations for the given component / element. The support structure, energy absorber, and impact absorbers individually comprise the same or different plastic material (for example, thermoplastic material). The support structure, energy absorber and / or impact absorber can "comprise any thermoplastic material or combination of thermoplastic materials that can be formed in the desired shape, and can provide the desired properties. Desirable modulus values for the materials can be greater than or equal to 0.6 gigaPascals (GPa), specifically 0.6 GPa to 20 GPa, more specifically 3 GPa to 20 GPa. For efficient energy absorption, it is desirable that the material has a high deformation to failure value typically from 20% to 130%, specifically 30% to 120%, and more specifically, 80% to 110%.
    Example plastic materials include thermoplastic materials, as well as combinations of thermoplastic materials with elastomeric materials, thermosetting materials, metals and / or composites, such as hybrid plastic-metal structures and / or hybrid plastic-composite structures. Possible thermoplastic materials include polybutylene terephthalate (PBT); acrylonitrile-. butadiene-styrene (ABS); polycarbonate; polycarbonate / PBT blends; polycarbonate mixtures; copolycarbonate polyesters; acrylic-styrene-acrylonitrile (ASA); acrylonitrile- (ethylene-polypropylene diamine modified) - styrene (AES); phenylene ether resins; polyphenylene ether / polyamide blends; polyamides; phenylene sulfide resins; polyvinyl chloride PVC; high impact polystyrene (HIPS), low / high density polyethylene (L / HDPE); polypropylene (PP); expanded polypropylene (EPP); and thermoplastic olefins (TPO). For example, the support structure,
    energy absorber and / or impact absorber comprise Xenoyº plastic resin, which is commercially available from SABIC Innovative Plastics IP B.V.
    The support structure, energy absorber, and / or impact absorbers can also be formed from combinations comprising at least one of any of the materials described above. v the total size, for example, the specific dimensions of the energy absorber assembly will depend on: - its location in the vehicle and its function, as well as the -
    private vehicle for which it is intended.
    For example, the length (1), height (h) and width (w of the energy absorber assembly will depend on the amount of space available at the desired location of use, as well as the energy absorption required.
    The depth and wall thickness of the support structure, the energy absorber, and / or the impact absorbers will also depend on the space available, the desired stiffness and the materials (or combination of materials) employed.
    For example, the width, w of the energy absorber can be less than or equal to 200 mm mm, specifically 50 mm to 200 mm, and more specifically 80 mm to 90 mm.
    The height, h, of the support structure can be less than or equal to 250 mm,] specifically, 50 mm to 150 mm and more specifically 70 mm. at 80 mm, The energy absorber (eg crushing lugs) can extend the length of the support structure, specifically, the crushing lugs can extend through the length of the support structure of the combined shock absorbers, for example ,
    to provide energy absorption through the assembly.
    The thickness of the walls of the support structure, the energy absorber, and / or the impact absorbers may all be the same or may be different to increase the stiffness in a desired direction.
    For example, absorbers
    : 13/32 impact may have thicker walls at the front than at the rear, for example, the surface facing the BIW, the energy absorber may have thicker walls in the middle or towards one or both ends of the energy absorber, and the support structure may have thicker walls towards the ends, where the
    . impact absorbers are located.
    The energy absorbing assembly can be produced by a variety of methods, such as molding (for example, injection molding, compression-injection molding), forming, extruding, and / or any other suitable manufacturing technique.
    For example, the support structure, energy absorber and impact absorbers can be formed by a process, such as injection molding, thermoforming, extrusion and combinations comprising at least one of the foregoing, In various embodiments, in order to achieve absorption of desired energy and enable the formation in situ of the set, a process that uses molds that move in the y direction (see fig. 1), in such a way that the set comprises openings, for example, on both sides of the same, in the direction y, with the energy absorbers and support structure being closed in the x and z directions (for example, they have] external walls in the x and z directions), such that none. opening or cavity is formed in these directions, but has openings, such that cavities and / or channels are formed in the y direction. (See Figs. 1-8). The crushing shoulders may be open in the y direction (for example, between vertical walls 56 and reinforcements 54) and optionally have an opening in the x direction (for example, hollow portion 58 of fig. 6). The energy absorber assembly is designed to have greater rigidity in the impact absorbers than in the support structure, to absorb significantly greater amount of energy during impact cases
    14/32 'external RCAR / Allianz at 15 km / h, and greater rigidity in the support structure than in the energy absorber (for example, crushing shoulders), so that the support structure is rigid enough to provide adequate reaction to the energy absorber for crushing during an impact on the lower legs. For example, if a. support structure stiffness is "SS", impact absorbers can have a stiffness of 2 SS to 5 ss, "specifically, 2.5 SS to 4.5 SS. Crush shoulders can have a stiffness of 0.2 SS to 0.9 SS, specifically 0.3 SS to 0.7 SS, A more complete understanding of the components, processes and apparatus disclosed in this document can be obtained by reference to the accompanying drawings. These figures (also referred to here as "fig. ") are merely schematic representations based on the convenience and ease of demonstration of the present disclosure, and therefore are not intended to indicate the relative size and dimensions of the devices or components thereof and / or to define or limit the scope of the embodiments of Although specific terms are used in the following description for reasons of clarity, these terms are intended to 'refer only to the particular structure of the embodiments selected for illustration in the drawings, and are not intended to define or l mimic the scope of the disclosure. In the drawings and description below, it is important to understand that equal numerical designations refer to components of the same function.
    Fig. 1 illustrates energy absorber assembly 10 comprising a support structure 12, an energy absorber 14, and impact absorber (s) 16. As illustrated in fig. 2, the support structure 12 comprises a first wall 18 and a second wall 20, and, optionally, a third wall 22. Reinforcements 24 can be arranged between the first wall 18 and the second wall 20. As illustrated in figs. 2 and 3, the reinforcements 24 can form triangular structures extending across the length of the support structure 12. The reinforcements 24 increase the stiffness and thus also the energy absorbing capacities of the * support structure, so that less damage to the components of vehicles located behind the support structure occur - 'after a collision.
    In embodiments where the third wall 22 is present, the reinforcements 24 can also be arranged between the second wall 20 and the fifth wall 22, as shown in fig. 3. In an embodiment as illustrated in fig. 3, the horizontal layer or layers 30 separate the first wall 18 and the second wall 20 of the support structure in a structure having an upper portion 32 and a lower portion 34, where the reinforcements 24 are arranged in the upper portion 32 and the lower portion 34 between the first wall 18 and the second wall 20. In embodiments where the third wall 22 is present, a horizontal layer 30 can divide the space between the second wall 20 and the third wall 22 into an upper portion 32 and a lower portion 34, as shown in fig. . 3. The presence of the third wall 22 with reinforcements arranged on the second wall 20 and the third wall 22 further increases a. rigidity of the support structure 12, allowing the beam to absorb more energy in an impact, & E further reduce the amount of damage suffered by the vehicle components located behind the support structure 12. The support structure 12 can be designed in such a way that the first wall 18, second wall 20, and optional third wall 22 each comprise openings 36 in the direction of the y axis, as shown in fig. 1 (i.e., the first wall 18, second wall 20, and optional third wall 22 can be open at the top and bottom portions of the support structure). Reinforcements 24 can also be designed similarly to have an opening 36 in the top and bottom portions on the support structure (i.e., the opening 36 extends in the direction of the y axis). This type of design can allow vertical mold movement to occur during processing of the energy absorber assembly 110, as opposed to the horizontal mold movement which generally allows only a single opening in the direction of the x-axis.
    The support structure 12 generally comprises at least one row of reinforcements 24 extending across the length of the support structure 12. In other embodiments, the support structure 12 may comprise more than one row of reinforcements 24. For example, the support structure 12 can comprise more than or equal to 2 rows of reinforcements, specifically, more than or equal to 3 rows of reinforcements, more specifically, more than or equal to 4 rows of reinforcements, and even more specifically, more than or equal to 5 rows reinforcements. Reinforcements 24 can comprise any shape that will provide the desired stiffness to the support structure 12 in order to allow it to absorb. energy and protect from damage the vehicle components located behind the support structure 12. The reinforcements 24 s can comprise a shape, such as triangular, lattice, sawtooth, sinusoidal, lamellar, abs (sin), cycloid, and combinations comprising at least one of the foregoing. Reinforcements 24 can assist in providing and / or maintaining connectivity of the support structure 12 to impact absorbers 16. In an example embodiment, reinforcements 24 can be connected directly to impact absorbers 16. In another embodiment, where the structure support 12 comprises side walls (for example, a fourth wall and a fifth wall, not
    B 17/32 illustrated) at each end of the support structure, the shock absorbers 16 can be affixed to the side walls.
    It is also contemplated that, depending on the desired stiffness, the number of vertical walls (for example, first wall 18, second wall 20, third wall 22, 1 etc.) and / or horizontal walls 30 present in the support structure 12 with reinforcements arranged between at least two of the 2 - vertical walls can be increased or reduced.
    Vertical walls and horizontal walls are able to provide the desired stiffness during impact.
    In one embodiment, as illustrated in fig. 2, no horizontal layer 30 is present, and only a reinforcement layer 24 is disposed between the first wall 18 and the second wall 20, while fig. 3 illustrates an embodiment where two layers of reinforcements 24 are present, that is, between the first wall 18 and the second wall 20 and between the second wall 20 and the third wall 22, and two horizontal layers 30 are present, that is, one horizontal wall 30 located between the first wall 18 and the second wall 20 and another horizontal wall 30 located between the second wall 20 and the: third wall 22. In another embodiment, more than or equal to two layers of reinforcements can be present without any . horizontal layers.
    This is similar to the embodiment illustrated in fig. 2, but at least one additional vertical wall with reinforcements arranged between it is present.
    This embodiment can be useful for applications where less impact resistance is desired (for example, for smaller cars). In addition, without the presence of a horizontal layer 30, the support structure 12 can be extruded providing a simple and cost-effective method of manufacturing the support structure 12. The support structure 12 can also optionally comprise two vertical walls (for example,
    18/32 (example, first wall 18 and second wall 20) and a horizontal wall 30 that separates the support structure into an upper portion 32 comprising reinforcements 24 and a lower portion 34 also comprising reinforcements 24. For compact and small cars, where The storage space is generally less than in a larger vehicle, only a single layer of reinforcements (for example, a first wall and a second wall with reinforcements arranged between them, as illustrated in Fig. 2) could be desirable. "For larger cars that have more storage space, a larger number of walls with reinforcements arranged between them could be desirable to achieve the desired stiffness of the support structure 12. The number of horizontal layers 30 could also be variable depending on the desired stiffness of the support structure. support structure, with a greater number of horizontal layers 30 present when greater rigidity is desirable, and a smaller number of horizontal layers 30 or no layer present when less rigidity is desirable.
    When multiple horizontal layers are employed, horizontally moving side webs can be used to form the beam portions that are between two horizontal layers,. while souls moving vertically to the other portions. . Moving now to figs. 4 and 5, a portion of the energy absorber 14 with two possible design configurations is shown.
    In the drawing illustrated in fig. 4, the vertical side walls 40 connect the energy absorber to the first wall 18 of the support structure 12. In fig. 4, the side walls 40 of the energy absorber 14 do not vary in shape and / or thickness over the entire length of the energy absorber 14, which means that The energy absorber 14 can be extruded, thereby reducing the tooling cost for The manufacturer.
    Fig. 5 illustrates a similar embodiment, except that the side walls 40 contain corrugations 44. Corrugations 44 can provide high rigidity to the energy absorber 14 in a minimum thickness.
    For example, thickness values as low as 1.2 mm could be used if compression-injection molding is used, with thickness values as low as 1.6 mm 7 could be used for injection molding.
    In one embodiment, the minimum thickness can be 2.2 mm, per -—. example, for Xenoyº plastic resin walls.
    The energy absorber 14 in fig. 5 is also shown in fig. 1 | affixed to the first wall 18 of the support structure 12 and to the shock absorbers 16. The energy absorber 14 can be configured in such a way that the energy absorber 14 comprises an opening 36 in the space located between the front wall and the side walls 40 (ie Energy absorber 14 is not confined at the top and bottom with respect to the y-axis). Similar to the support structure 12, this type of design allows vertical displacement of the mold.
    In one embodiment, as illustrated in fig. 1, The energy absorber 14 can extend across the length of the energy absorber assembly in the direction of the x axis.
    The energy absorber 14 extends from a first shock absorber 16 through the. support structure 12 for a second shock absorber 16 (for example, from an outer end of a shock absorber to the opposite end of the other shock absorber). In this embodiment, the energy absorber 14 is affixed to a front face 50 of the impact absorber 16, as well as to the first wall 18 of the support structure.
    In another embodiment, the energy absorber 14 can extend across the length of the support structure 12 and not through the impact absorbers 16. Any structure can be used in the design for the side walls 40 of the energy absorber 14, including any structure , such as vertical, corrugated, quadratic, trapezoidal, hexagonal, pentagonal, octagonal, semicircular, and combinations comprising at least one of the foregoing, provided the opening 36 is present.
    Any structure that allows vertical mold displacement "can be used as the side walls 40 shown in Figures 4 and 5, 0. Figures 6 and 7 illustrate an embodiment of the shock absorber component 16 of the energy absorber assembly 10. Fig. 6 shows the portion of the shock absorber 16 that is affixed to the vehicle components (not shown) .Specifically, a rear face 52 is affixed to the vehicle tracks. Any type of affixing mechanism can be used, including, but not limited to, not limited to bolts and nuts, bolts, adhesives, and combinations comprising at least one of the foregoing Fig. 6 also illustrates a hollow portion 58 located behind the rear face 52 and surrounded by reinforcements 54 and vertical walls 56. The absorber of impact 16 also comprise side faces 60 extending from the front face 50 to the rear face 52.
    . At least one of the side faces 60 is affixed to the fourth wall, fifth wall, and / or to the reinforcements 24 of the structure. support 12. The reinforcements 54 € and vertical wall 56 provide rigidity to the shock absorber 16 to assist it in absorbing energy in an impact. The hollow portion 58 of the shock absorber 16 is designed to absorb energy and be crushed in an impact during low speed shocks (for example, 15 km / h).
    The hollow portion 58 may comprise a conical structure, such that the hollow portion comprises an area in smaller cross section close to the front face 50 and an area in larger cross section close to the rear face 52. The hollow portion 58 of the shock absorber 16 can comprise any shape that will provide the desired stiffness in an impact. For example, the hollow portion 58 of the shock absorbers 16 can comprise a shape, such as tapered, circular, square, rectangular, elliptical, trapezoidal, parabolic, and combinations comprising at least one. precedents. The impact absorbers 16 can comprise any shape that will provide the desired O stiffness - an impact. For example, shock absorbers can = comprise a shape, such as conical, circular, square, rectangular, elliptical, trapezoidal, and combinations comprising “at least one of the foregoing. In one embodiment, the front face 50 of the shock absorber 16 may be affixed to the side walls 40 of the energy absorber 14. In another embodiment, the side wall 40 of the energy absorber 14 does not extend to the impact absorbers 16. In in another embodiment, the shock absorbers 16 do not comprise the hollow portion 58 and instead comprise reinforcements 54 and vertical wall 56 in the area between the front face 50, the rear face 52 and the side face 60.
    In one embodiment, the shock absorbers 16 may be designed not to extend outwardly beyond S of the first wall 18 of the support structure. the. impact absorbers 16 can be designed so that the front face 50 of the impact absorbers 16 is aligned with the first wall of the support structure 12. This design facilitates an energy absorber assembly 10 where the energy absorber 14 extends through the entire the length of the energy absorber assembly 10.
    Figs. 8 and 9 illustrate a different embodiment of an energy absorbing assembly 70. FIG. 8 illustrates an integrated design of a support structure 72, energy absorber, 74, and impact absorbers 76. As can be
    "22/32 seen in Fig. 8, the support structure comprises a rear portion 90 and side portions 80. Reinforcements 82 project from side portions 80 (for example, extend out of side portions 80) and connect the structure support 72 to impact absorbers 76. As shown in Fig. 8, the rear portion 90 may comprise a multilayer structure to provide greater rigidity to the support structure 72. For example, the rear portion 90 may
    2. understand more than or equal to 1 layer, specifically, more than or equal to 2 layers, more specifically more than or equal to 3 layers, much more specifically, more than or equal to 4 layers, and even more specifically, more than or equal to 5 layers. A plurality of crushing shoulders 78 form the energy absorber 74 and project outwardly from the rear portion 90 of the support structure 72.
    The crushing shoulders 78 comprise a front wall 94 affixed to the side walls 96. The crushing shoulders generally comprise four side walls.
    96. The energy absorber 74 can extend across the length of the support structure 12 in one embodiment.
    The shock absorbers 76 contain a portion of. display 86 with holes 88 (for example, for bolts, nuts and / or screws) that can be used to affix OS to impact absorbers 76 to vehicle rails. Impact absorbers 76 contain a hollow portion 84 which is designed to provide protection to a lower part of the driver and / or occupant legs during an impact. In one embodiment, the shock absorbers 76 comprise a honeycomb structure 92 located in the hollow portion 84. The honeycomb structures can be formed, for example, using injection molding (a process for the complete assembly molding) , where the tool moves in the horizontal direction. The shock absorbers may be aligned with the front wall 94 of the energy absorber 74, such that the impact absorbers 76 do not extend beyond the front face of the energy absorber.
    Impact absorbers are designed to deform and absorb energy in an impact, thereby reducing the amount of energy reaching the driver or occupant of the vehicle.
    The absorbers of. impact 76 absorb energy during a decentralized angled barrier impact of 15 kilometers per hour (km / h) for the S 'requirements. RCAR impact
    Impact absorbers. are --
    capable of satisfying the test requirements, that is, the rail on which the impact absorbers are supported does not suffer permanent damage, there is minimal or no damage to the surrounding components, and the force generated on contact during impact is less than 130 kiloNewtons (kN). The conical impact absorbers 76, as illustrated in fig. 8, facilitate the use of this component of the energy absorbing set 70. The divergent and converging conical walls, with sufficient exit angle (for example, more than or equal to 4 degrees) facilitate frontal and rear movement of the core.
    This is important because the axial displacement of the tool is significantly high, ranging from 150 mm to 200 mm.
    Although conical impact absorbers 76 'are illustrated in fig. 8, it is contemplated that any. crush capsule format 76 could be used.
    For example, the crush capsule 76 could comprise a shape such as conical, circular, square, rectangular, elliptical, trapezoidal, and combinations comprising at least one of the foregoing.
    The structure of the crushing shoulders 78 is also not limited to that illustrated in fig. 8. The crushing shoulders can comprise any shape that will provide the desired energy absorption characteristics.
    They can be of any shape, including tapered,
    circular, parabolic, triangular, rectangular, trapezoidal, elliptical or combination comprising at least one of the foregoing.
    Fig. 9 is a cross-sectional side view of the energy absorber assembly of fig. 8 taken along line A-A.
    A method of producing a water absorber assembly. energy is also contemplated.
    For example, a support structure, energy absorber, and impact absorbers 2 be shaped simultaneously to form a one-piece integrated energy absorber assembly, where one-piece integrated assembly refers to the fact that the components of the energy absorber assembly energy (ie support structure, energy absorber, and impact absorbers) cannot be separated from each other without damage to one of the components.
    Any method in which the support structure, energy absorber, and impact absorbers can be formed as an integrated energy absorber assembly can be used.
    For example, the energy absorbing assembly can be shaped by a process, such as injection molding, extrusion, thermoforming, blow molding, and combinations comprising at least one. precedents.
    When injection molding is used to form the energy absorber assembly 10, it can be used. vertical mold displacement creating open spaces at the top and bottom of the support structure and at the top and bottom of the energy absorber. The energy absorber assembly is further illustrated by the following non-limiting examples.
    EXAMPLES: The following examples are all simulations.
    Simulated tests were conducted to validate the energy absorber assembly for three main impacts: impact on the lower part of the pedestrian legs,
    | 25/32 center pendulum impact according to ECE-42 protocols, and RCAR 1l0-degree impact.
    A generic vehicle with a curved polypropylene (PP) fascia, grille, a polycarbonate (PC) glass surface for the headlight, 25 pounds per square inch (psi) steel [= 1.72 Bar] as the outer hood and 2mm thick steel spoiler as the 'lower leg protector' were chosen for study.
    The energy absorber material used was xenoyº 1 plastic resin (PC / PBT mix). And the average thickness was. maintained as 2.2:: mm, The complete length of the set was kept at 1,200 mm, width of 100 mm and height of 100 mm.
    A simulated pedestrian leg model and the pendulum were allowed to reach this vehicle at speeds as specified by the regulations mentioned above.
    The energy absorber system weighed approximately 2.1 kilograms (kg), which is lighter than designs comprising a metal support structure and / or metal impact absorbers, where the set weighs approximately 3.2 kg.
    Weight reduction is observed to be greater than 35%. The additional advantage of a one-piece set reduces the cost of the set by at least 50% because the costs associated with displaying. energy absorber on the support structure and the cost involved in affixing the support structure to. impact absorbers are completely eliminated from the present design.
    Fig. 10 shows a side view of the performance of the drawing of fig. 1 when the energy absorber assembly is impacted on the lower part of the pedestrian legs.
    Impact tests on the bottom of pedestrian legs were conducted using a vehicle platform | with a 3 mm (mm) thick polypropylene fascia, a fiberglass bottom spoiler, and a rigid top member to mimic the hood, are used in conjunction with the one-piece energy absorber assembly. The results were measured after no impact (0 milliseconds (ms)), after 8 ms, and after 16 ms. The simulated leg model is allowed to impact the vehicle set with a speed of 40 km / h and the acceleration, rotation, and shear in the knee position are measured to qualify] the damage. The measured values were observed to be within the values prescribed by regulations (ACEA - 'phase IL). with ...
    In another impact test, the lower part of the pedestrian legs the support structure suffers negligible deflection when it is subjected to impact on the lower part of the pedestrian legs. The beam displacement was observed to be less than 10 mm and was purely in the elastic regime; that is, it has not suffered any permanent damage. The energy absorber walls arch close to the midpoint and absorb energy. In addition, it is observed that the front walls of the energy absorber also absorb some energy due to their curvature action, which contributes to having a highly efficient energy absorber assembly. The energy absorber completely crushes and absorbs a sufficient amount of energy; that is, the energy absorber absorbs approximately 400. joules (J) of energy which is almost 50% of the total impact energy. The remaining energy is normally absorbed by the other vehicle components. The force levels are kept constant at 15 kiloNewtons (kN) after the front portion of the energy absorber smashes through. The performance of the energy absorber assembly is approximately 126 G of acceleration (where G acceleration is due to gravity on the Earth's surface), less than 10 degrees of rotation, and a shear of less than 2.4 mm, with a storage space less than 50 mm, all of which meet the Phase II regulatory requirements of less than 150 G of acceleration, less than 15 degrees of rotation and less than 6 mm of shear by about 20%. In other words, the energy absorber assembly has a safety margin of about 20% over the regulatory requirements of Phase IT. * Figs. 10, 11 and 12 show graphical results of acceleration, rotation and shear tests of the set O - energy absorber, as described above. These graphs represent the magnitude of acceleration, rotation and shear at the knee joint of the simulated leg model during impact. The maximum permissible values according to the regulation are 150 G, 15 degrees, and 6 mm, respectively. These results are very difficult to achieve using metal support structures, as the metal beams are very rigid for low speed impact cases. As a result, the efficiency of the energy absorbing assembly described here is very high, which can be seen in Figs. 13 and 14. Efficiency is the ratio of the area under the force obtained as a function of the intrusion curve and the area of the rectangle with length and width as the intrusion e. maximum strength level. Therefore, for an energy absorber assembly to be efficient, the area must be the most. high as possible and, consequently, to the decrease in force due to the curved intrusion after the first peak must be minimal, as shown in fig. 13 and 14. The complete energy absorber set also performs well for center pendulum impact testing in line with the regulatory requirements of ECE-42 and RCAR impact.
    Fig. 15 shows the results of the energy absorbing assembly for RCAR impact. The shock absorber smashes axially and absorbs up to 10 kiloJoules (kJ) of energy during impact, as illustrated in figs. 15 and | i 28/32
    16. Strength levels are maintained at around 120 kN during this test. This is the reaction force experienced during the impact. The force generated during the impact must not be high enough to cause permanent damage to the tracks on which the shock absorbers are mounted. The trail is observed not to go through any. plastic deformation during impact. However, if the energy levels involved are lower, O-shock absorbers can be designed to be less rigid. o: The energy absorbing assemblies described here comprise an integrated one-piece assembly, which means that the individual components, for example, a | support structure, energy absorber and OS | impact absorbers cannot be separated from each other | 15 others without causing damage to one of the other components. Each of the support structure, energy absorber, and impact absorber comprises a thermoplastic material, thereby reducing the total weight of the energy absorbing assembly. The integrated design also decreases processing and assembly time, and therefore also reduces the cost of the energy absorbing assembly, while at the same time providing equivalent or greater energy absorbing characteristics.
    . In one embodiment, an energy-absorbing assembly may comprise: a support structure provided with a first wall and an external wall extending in an x direction from a first end to a second end; an energy absorber extending through the first wall of the support structure, the energy absorber comprising a plurality of crushable members are configured to crush and absorb energy in an impact, a first impact absorber; and a second shock absorber, wherein the first and second shock absorbers extend from the first and second ends of the support structure.
    The energy absorber assembly is a unique element formed in situ.
    In one embodiment, a vehicle comprises a body and tracks and an energy absorbing assembly.
    The energy absorbing assembly comprises a support structure 'provided with a first wall and an external wall which extend in a direction x from a first end to the - a second end; an energy absorber that moves. - extends through the first wall of the support structure, the energy absorber comprising a plurality of crushable members that are configured to be crushed and absorb energy in an impact, a first impact absorber; and a second shock absorber, in which the first and second shock absorbers extend from the first and second ends of the support structure and in which the first and second shock absorbers are affixed to the tracks without a bumper beam.
    The energy absorber assembly is a unique element formed in situ.
    In one embodiment, a method of producing an energy absorbing assembly may comprise: introducing molten thermoplastic material into a mold, in situ, to form the energy absorbing assembly comprising one. support structure, energy absorber, first impact absorber, and second impact absorber, where the support structure has a first wall and an outer wall having ends, where the first € second impact absorbers extend from the ends of the support structure, Ee The energy absorber extends through the first wall of the support structure; and removing the energy absorbing assembly from the mold by moving the mold in a y direction.
    In the various embodiments, (i) the structure of
    The support may comprise openings in a y direction, and / or the energy absorber comprises openings in the y direction, and / or the shock absorber comprises openings in the y direction; and / or (ii) the energy absorber can extend in the x direction through the first impact absorber, the support structure, and the second impact absorber (for example, * can extend in the longitudinal direction through a front part of the energy absorber assembly); and / or (iii) the ”support structure,. energy, and shock absorber: each comprises a thermoplastic material; and / or (iv) the first and second shock absorbers comprise a rear face with a cavity open from the rear face, where the cavity converges to the front face; and / or (v) the support structure has an "SS" structure stiffness, and where a stiffness of the first and second impact absorbers is greater than the structure stiffness, and where an energy absorber stiffness is less that the rigidity of structure; and / or (vi) the stiffness of the first and second shock absorbers is from 2 SS to 5 SS, and where the | 20 stiffness of the energy absorber is from 0.2 SS to 0.9 ss; and / or (vii) the support structure is sufficiently rigid to | . enable the energy absorber to be crushed and absorb energy in an impact without a bumper beam. metal; and / or (viii) the first and second shock absorbers comprise display sections configured for direct affixing to vehicle tracks (for example, there is no bumper beam or other main component (for example, self-supporting component) between the shock absorber and the vehicle track; only smaller elements, such as gaskets, sealants, and so on (for example, elements without self-support) are located between the track and the shock absorber); and / or (ix) the outer wall of the support structure is a solid wall; and / or (x) Oo o 31/32 - - - - -: - - - Do —- 2 - - "energy absorber has an external solid wall wall located opposite the external wall of the support structure; (xi) the front face of the first and second shock absorbers is a solid wall; and / or (xii) the first and second impact absorbers do not extend beyond the front wall of the energy absorber; and / or (xiii) the absorber + energy has cavities that are opened in the y direction on both sides of the energy absorber assembly; and / or (xiv) O - the energy absorber and the support structure have solid external = walls that extend in the x and y directions .
    All ranges disclosed in this document include end points, and end points are independently combinable (for example, ranges of "up to 25% by weight, or, more specifically, 5% by weight to 20% by weight", include end points if all intermediate values in the ranges of "5% by weight to 25% by weight," etc.). The term "combination" includes mixtures, mixtures, alloys, reaction products, etc. Furthermore, the terms "first," "second,", etc., in this document do not mean any order, quantity or importance, but are used to distinguish one element from another. The terms "one" and "one" and "a / o" in this document do not mean a limitation on quantity, and should be understood as covering both the singular and the plural, a. unless otherwise indicated in this document or clearly contradicted by the context. The suffix "(s)" as used here is intended to include both the singular and the plural of the term it modifies, thereby including one or more of that term (for example, the film (s) includes) one or more films). Reference throughout the report to "one embodiment", "another embodiment", "one embodiment", and so on, means that a particular element (for example, appearance, structure and / or characteristic) described in relation to the embodiment is included in at least one embodiment
    . 32/32 i | fin mn = = - - -.- PSD - = - - - - described in this document, and may or may not be present in | other embodiments.
    Furthermore, it is important to be understood that the elements described can be combined in any suitable manner in the various embodiments.
    Although particular embodiments have been described, alternatives, modifications, variations, * improvements and substantial equivalents that are or may be currently unforeseen may occur to the A - depositors or others skilled in the art. Therefore, the. - Attached claims as filed and as amended may be intended to cover all of these alternatives, modifications, variations, improvements and substantial equivalents.
    权利要求:
    Claims (18)
    [1]
    1. ENERGY ABSORBING ASSEMBLY, characterized by comprising: a support structure provided with a first wall and an external wall that extend in an x direction from a first end to a second end; . energy absorber that extends through the first wall of the support structure, The | o - energy comprising a plurality of crushable members - which are configured to be crushed and absorb energy in an impact, first impact absorber; and second shock absorber, wherein the first and second shock absorbers extend from the first and second ends of the support structure; where the energy absorbing assembly is ONE singular element formed in situ.
    [2]
    2. ABSORBING ASSEMBLY according to claim 1, characterized in that the support structure comprises openings in a y direction, and / or The energy absorber comprises openings in the y direction, and / or the shock absorber comprises openings in the y direction . Ú
    [3]
    3. ABSORBING ASSEMBLY, according to any one. of claims 1 or 2, characterized in that the energy absorber extends in the x direction through the first impact absorber, the support structure, € of the second impact absorber.
    [4]
    ABSORBING ASSEMBLY, according to any one of claims 1 to 3, characterized in that the structure of | The support, the energy absorber and the impact absorber each comprise a thermoplastic material.
    [5]
    5. ABSORBING ASSEMBLY according to any one of claims 1 to 4, characterized in that the first and second impact absorbers comprise a rear face with a cavity open from the rear face, where the cavity converges to the front face.
    [6]
    ABSORBING ASSEMBLY according to any one of claims 1 to 5, characterized in that the support structure has a "SS" structure stiffness, and in which one. stiffness of the first and second shock absorbers is greater than the stiffness of the structure, and where a stiffness of the energy absorber is less than the stiffness of the structure. .
    [7]
    ABSORBING ASSEMBLY according to any one of claims 1 to 6, characterized in that the stiffness of the first and second shock absorbers is from 2 SS to 5 SS, and in which the stiffness of the energy absorber is 0.2 SS at 0.9 SS.
    [8]
    8. ABSORBING ASSEMBLY, according to any one of claims 1 to 7, characterized in that the support structure is sufficiently rigid to allow the energy absorber to be crushed and absorb energy in an impact without a metal bumper beam .
    [9]
    ABSORBING ASSEMBLY, according to any one of claims 1 to 8, characterized in that the first and second impact absorbers comprise 'display' sections configured for direct display to railways. vehicle.
    [10]
    ABSORBING ASSEMBLY according to any one of claims 1 to 9, characterized in that the outer wall of the support structure is a solid wall.
    [11]
    ABSORBING ASSEMBLY according to any one of claims 1 to 10, characterized in that the energy absorber has an external solid wall located opposite the external wall of the support structure.
    [12]
    ABSORBING ASSEMBLY according to any one of claims 1 to 11, characterized in that the front face of the first and second shock absorbers is a solid wall. !
    [13]
    13. ABSORBING ASSEMBLY, according to any one | claims 1 to 12, characterized in that the first and | 5 second shock absorbers do not extend beyond the front wall of the energy absorber. .
    [14]
    14, VEHICLE, characterized by comprising: a body with a frame and rails; To an absorber assembly. of energy comprising: - a support structure provided with a first wall and an external wall extending in an x direction | from a first end to a second end; | energy absorber extending through the first wall of the support structure, the energy absorber comprising a plurality of crushable members that are configured to be crushed and absorb energy in an impact, first impact absorber; and second shock absorber, where the first and second shock absorbers extend from the first and second ends of the support structure, and where the first and second shock absorbers are attached to the rails without a bumper beam; . wherein the energy-absorbing assembly is a singular element formed in situ.
    [15]
    15. METHOD OF PRODUCING AN ENERGY ABSORBING ASSEMBLY, characterized by comprising: introducing molten thermoplastic material into a mold, in situ, to form the energy absorber assembly comprising “a support structure, energy absorber, first impact absorber and second impact absorber, where the support structure has a first wall and an external wall having ends, where the first and second impact absorbers extend from the ends of the support structure, and the energy absorber extends through the first wall of the support structure; and removing the energy absorbing assembly from the mold by moving the mold in a y direction.
    [16]
    . 16. METHOD, according to claim 15, characterized in that the energy absorber assembly has' cavities open in the y direction on both sides of the assembly. - energy absorber.
    [17]
    17. METHOD according to any one of claims 15 to 16, characterized in that the energy absorber and the support structure have solid external walls that extend in the x and y directions.
    [18]
    18. METHOD according to any one of claims 15 to 17, characterized in that the energy absorber extends further through the first and second impact absorbers.
    AE:
    VANS
    NNE No EO 3 AVV AA
    WE ME, S AE>
    AZ
    ASS 7
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    法律状态:
    2017-12-26| B25D| Requested change of name of applicant approved|Owner name: SABIC GLOBAL TECHNOLOGIES B.V. (NL) |
    2020-12-15| B06F| Objections, documents and/or translations needed after an examination request according [chapter 6.6 patent gazette]|
    2020-12-22| B06U| Preliminary requirement: requests with searches performed by other patent offices: procedure suspended [chapter 6.21 patent gazette]|
    2021-04-13| B11B| Dismissal acc. art. 36, par 1 of ipl - no reply within 90 days to fullfil the necessary requirements|
    2021-06-08| B350| Update of information on the portal [chapter 15.35 patent gazette]|
    2021-12-07| B350| Update of information on the portal [chapter 15.35 patent gazette]|
    优先权:
    申请号 | 申请日 | 专利标题
    US12/915,440|US9302638B2|2010-10-29|2010-10-29|Unitary energy absorbing assembly and method of making the same|
    US12/915,440|2010-10-29|
    PCT/IB2011/054487|WO2012056349A1|2010-10-29|2011-10-11|Unitary energy absorbing assembly and method of making the same|
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