Shock absorber

Abstract

To provide a shock absorber for suppressing transmission of load to an occupant.SOLUTION: There is provided a cylindrical shock absorber 30 which is arranged between a vehicular door panel 2 and a trim 3 covering a side surface of the door panel and projects from the trim to the door panel. The shock absorber comprises a plurality of cylindrical peripheral walls 31 to 33 which are aligned in projection direction directing from a proximal edge at the trim side to a distal end at the door panel side and have narrowed width in direction orthogonal to the projection direction at the distal side when compared the width of the peripheral walls each other; at least one connection wall 34, 35 connecting edge parts of adjacent peripheral walls each other; and an end wall 36 closing an end part of the most distal peripheral wall. The shock absorber is arranged below an armrest part 15 arranged on the trim.SELECTED DRAWING: Figure 2

Description

[Technical field]

[0001] The present invention relates to a shock absorber disposed between a door panel and a trim. [Background technology]

[0002] In automobile doors, a configuration is known in which a shock absorber is disposed between a door panel and a door trim covering the passenger compartment side of the door panel in order to reduce the shock applied to an occupant from the door panel during a side collision. Among such shock absorbers, there is one in which a resin cylinder extending from the door trim toward the door panel is gradually narrowed toward the door panel to form a stepped shape (for example, Patent Document 1). This shock absorber can suppress a sudden increase in load (reaction force) because each step deforms in stages according to the displacement (deformation amount). [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Application Publication No. 7-315076 Summary of the Invention [Problem to be solved by the invention]

[0004] One method for increasing the load absorption capacity of a shock absorber is to increase its size. However, if the shock absorber is made larger, a part of the shock absorber will overlap above and below with an occupant seated on the inside of the door trim. In this case, there is a risk that the load will be transmitted to the occupant through the buckled shock absorber.

[0005] In view of the above background, an object of the present invention is to provide an impact absorbing body that suppresses the transmission of load to an occupant. [Means for solving the problem]

[0006] In order to solve the above problems, one aspect of the present invention is a cylindrical shock absorber (30) that is disposed between a door panel (2) of a vehicle and a trim (3) that covers a side surface of the door panel, and that protrudes from the trim toward the door panel, the shock absorber having a plurality of cylindrical peripheral walls (31-33) that are arranged in a protruding direction from a base end on the trim side toward a tip end on the door panel side, with the cylindrical peripheral walls (31-33) having a narrower width in a direction perpendicular to the protruding direction as they are disposed closer to the tip, at least one connecting wall (34, 35) that connects the edges of adjacent peripheral walls to each other, and an end wall (36) that closes the end of the peripheral wall closest to the tip, and the shock absorber is disposed below an armrest portion (15) provided on the trim.

[0007] According to this aspect, the shock absorbing body can be disposed so as to avoid the abdomen of an occupant seated on the interior side of the trim, thereby making it possible to prevent a load from being applied from the shock absorbing body to the occupant.

[0008] In the above aspect, the upper edge of the impact absorbing body may be inclined downward toward the rear.

[0009] According to this embodiment, the upper edge of the impact absorbing body can be disposed so as to avoid the abdomen of an occupant seated on the interior side of the trim.

[0010] According to this aspect, the shock absorbing body can be disposed so as to avoid the abdomen of an occupant seated on the interior side of the trim, thereby making it possible to prevent a load from being applied from the shock absorbing body to the occupant.

[0011] In the above aspect, it is preferable that a flange (41) extending outwardly from the peripheral wall is provided at the end of the peripheral wall closest to the base end, and that the upper edge of the flange is inclined downward toward the rear.

[0012] According to this aspect, the upper edge of the flange that forms the outer edge of the impact absorbing body can be positioned so as to avoid the abdomen of the occupant.

[0013] In addition, in the above-mentioned aspect, each of the multiple peripheral walls has an upper edge portion (E) at its upper part which extends in a straight line when viewed from a direction along the protruding direction, and each of the upper edge portions is inclined downward toward the rear.

[0014] According to this aspect, the upper side of each peripheral wall can be arranged parallel to the flange, so that each peripheral wall can be made large.

[0015] In the above aspect, it is preferable that the distance between the rear end of each of the upper side portions and the armrest portion is greater than the distance between the front end of each of the upper side portions and the armrest portion.

[0016] According to this aspect, a space can be formed between the upper side of each peripheral wall and the armrest portion. Since this space corresponds to the side of the abdomen of the occupant, the load applied to the occupant can be reduced.

[0017] In addition, in the above-mentioned aspect, the trim may have a bulge (18) at a lower rear portion and below the armrest portion, bulging out on the side opposite the door panel, and the impact absorbing body may be provided on the door panel side of the bulge.

[0018] According to this aspect, the bulging portion can form a space in which the shock absorbing body is disposed.

[0019] In the above aspect, the shock absorbing body may have a portion located above an upper end of a seat cushion (63) disposed to the side of the trim.

[0020] According to this aspect, the size of the shock absorbing body can be increased, thereby increasing the amount of load that the shock absorbing body can absorb.

[0021] In the above aspect, the door panel may have a reinforcing member (7) extending in the front-rear direction, and at least a portion of the end wall may overlap with the reinforcing member when viewed from a direction along the protruding direction.

[0022] According to this aspect, a collision load from the side of the vehicle body can be reliably transmitted to the impact absorbing body via the reinforcing member.

[0023] In addition, in the above-mentioned aspect, the trim may have an equipment accommodating portion (21) recessed toward the door panel at the lower edge of the bulge, and the impact absorbing body may be positioned above the equipment accommodating portion in the bulge.

[0024] According to this aspect, the shock absorber can be disposed so as to avoid other devices provided on the trim.

[0025] In the above aspect, a flange (41) extending outwardly from the peripheral wall may be provided at the end of the peripheral wall closest to the base end, and the flange may have a cutout portion (46) for avoiding the device accommodating portion.

[0026] According to this aspect, the flange can be disposed on the bulging portion while avoiding the device accommodating portion.

[0027] In the above aspect, it is preferable that wiring (52) extending from the device accommodated in the device accommodating portion is arranged along a groove portion (54) formed in the boundary between the peripheral wall and the connecting wall.

[0028] According to this aspect, the wires can be supported by the shock absorbing body, and swinging of the wires can be suppressed.

[0029] In the above aspect, it is preferable that at least one through hole (80) is formed in the end wall.

[0030] According to this aspect, the rigidity of the shock absorbing body can be adjusted by the through hole, and the weight of the shock absorbing body can be reduced. Effect of the Invention

[0031] According to the above-mentioned configuration, the shock absorbing body can be disposed so as to avoid the abdomen of an occupant seated on the inside of the vehicle trim, thereby making it possible to prevent a load from being applied from the shock absorbing body to the occupant.

[0032] Furthermore, if the upper edge of the impact absorbing body is inclined downward toward the rear, the upper edge of the impact absorbing body can be positioned to avoid the abdomen of an occupant seated on the interior side of the trim.

[0033] According to the aspect in which the upper edge of the flange is inclined downward toward the rear, the upper edge of the flange forming the outer edge of the impact absorbing body can be positioned so as to avoid the abdomen of the occupant.

[0034] According to an embodiment in which each of the upper side portions is inclined downward toward the rear, the upper side portion of each peripheral wall can be disposed parallel to the flange, and each peripheral wall can be made large.

[0035] According to an embodiment in which the distance between the rear end of each of the upper sides and the armrest is greater than the distance between the front end of each of the upper sides and the armrest, a space can be formed between the upper side of each peripheral wall and the armrest, and since this space corresponds to the side of the abdomen of the occupant, the load applied to the occupant can be suppressed.

[0036] According to an aspect in which the impact absorbing body is provided on the door panel side of the bulging portion, a space in which the impact absorbing body is disposed can be formed by the bulging portion.

[0037] According to an embodiment in which the shock absorbing body has a portion located above the upper end of the seat cushion, The size of the shock absorbing body can be increased, thereby increasing the amount of load that the shock absorbing body can absorb.

[0038] According to an embodiment in which at least a portion of the end wall overlaps with the reinforcing member, a collision load from the side of the vehicle body can be reliably transmitted to the impact absorbing body via the reinforcing member.

[0039] According to an embodiment in which the impact absorbing body is disposed above the device accommodating portion in the bulging portion, the impact absorbing body can be disposed avoiding other devices provided on the trim.

[0040] According to an aspect in which the flange has a cutout portion for avoiding the device accommodating portion, the flange can be disposed on the bulging portion while avoiding the device accommodating portion.

[0041] In an embodiment in which the wiring extending from the device accommodated in the device accommodating section is arranged along a groove formed at the boundary between the peripheral wall and the connecting wall, the wiring can be supported by the shock absorbing body, and the oscillation of the wiring can be suppressed.

[0042] According to an embodiment in which at least one through hole is formed in the end wall of the shock absorbing body, the rigidity of the shock absorbing body can be adjusted by the through hole, and the weight of the shock absorbing body can be reduced. [Brief description of the drawings]

[0043] [Figure 1] FIG. 1 is a side view showing a door provided with a shock absorbing body according to an embodiment; [Diagram 2] Cross-sectional view of Fig. 1 along line II-II [Diagram 3] A side view showing the exterior surface of the door trim [Figure 4] Perspective view of the shock absorber [Diagram 5] Side view of shock absorber [Figure 6] An explanatory diagram showing the relative positions of the door, shock absorbers, seats, and occupants. [Figure 7] 1A to 1C are explanatory diagrams showing deformation modes of a shock absorbing body. [Figure 8] FIG. 11 is a cross-sectional view showing a shock absorbing body according to a modified example. [Figure 9] 1A to 1C are cross-sectional views showing a shock absorber according to a modified example. [Figure 10] FIG. 11 is a side view showing a shock absorbing body according to a modified example. [Figure 11] FIG. 11 is a side view showing a door according to a modified example. [Figure 12]11 is a side view of a seat provided with a shock absorbing body according to a modified example. [Figure 13] FIG. 11 is a side view showing a shock absorbing body according to a modified example. [Figure 14] FIG. 11 is a side view showing a shock absorbing body according to a modified example. [Figure 15] FIG. 11 is a side view showing an interior side of a door trim according to a modified example. [Figure 16] FIG. 11 is a side view showing an exterior surface of a door trim according to a modified example. [Figure 17] FIG. 11 is a side view showing an interior side of a door trim according to a modified example. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0044] DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Hereinafter, an embodiment in which a shock absorbing body according to the present invention is applied to a right front door of an automobile will be described with reference to the drawings.

[0045] As shown in Figures 1 and 2, a right front door 1 of an automobile has a door panel 2 as a framework member, and a door trim 3 provided to cover the interior side of the door panel 2. The door panel 2 has an inner panel 4 and an outer panel 5 formed from steel plate. The inner panel 4 is disposed on the interior side (compartment side) of the outer panel 5 that forms the exterior surface of the vehicle body. The inner panel 4 and the outer panel 5 are joined to the outer panel 5 at their front, lower and rear edges, excluding the upper edge, to form a space in the center.

[0046] A plurality of reinforcing members 7 are provided on the outer and inner surfaces of the inner panel 4. The reinforcing members 7 extend approximately in the front-rear direction from the leading edge to the trailing edge of the inner panel 4. The reinforcing members 7 are formed from a channel material, a pipe material, or the like. The reinforcing members 7 may have, for example, a channel-shaped cross section, and may form a closed cross section together with the inner panel 4. One reinforcing member 7 extends at an angle from the middle of the leading edge of the inner panel 4 to the lower part of the trailing edge.

[0047] A window glass 11 and its lifting device (not shown) are disposed between the inner panel 4 and the outer panel 5. The window glass 11 moves up and down through an opening formed between the upper edges of the inner panel 4 and the outer panel 5.

[0048] The door trim 3 is made of a resin material. The door trim 3 has a trim main body 13 whose faces face left and right and which is disposed on the vehicle interior side of the inner panel 4, and a trim edge wall 14 which protrudes from the periphery of the trim main body 13 towards the inner panel 4 and abuts against the edge of the inner panel 4 on the vehicle interior side. The trim edge wall 14 extends along the periphery of the trim main body 13.

[0049] An armrest portion 15 that bulges toward the vehicle interior is provided in the vertical center of the trim main body portion 13. The armrest portion 15 extends in the front-rear direction from the center to the rear edge of the trim main body portion 13. A switch for operating the lifting device is provided on the upper surface of the armrest portion 15.

[0050] A speaker 16 is provided at the front lower portion of the trim main body 13. A pocket portion 17 that bulges toward the inside of the vehicle is provided at the lower portion of the trim main body 13 and located behind the speaker 16. The pocket portion 17 forms a recess that opens upward. The pocket portion 17 is located below the front portion of the armrest portion 15.

[0051] A bulge 18 that bulges toward the vehicle interior is provided at the lower rear portion of the trim main body portion 13. The bulge 18 is located below the rear of the armrest portion 15 and behind the pocket portion 17. The interior side of the bulge 18 forms a flat surface facing in the left-right direction, and smoothly continues to the lower rear portion of the armrest portion 15 and the rear of the pocket portion 17. The exterior side of the bulge 18 is recessed toward the interior of the vehicle, forming a space 19 between it and the inner panel 4. The exterior side of the bulge 18 is formed as a flat surface facing in the left-right direction.

[0052] A lamp housing portion 21 recessed toward the vehicle exterior is provided at the front lower edge of the bulging portion 18. The lamp housing portion 21 is formed at a position overlapping with the lower edge of the bulging portion 18, and opens toward the vehicle interior and downward. The vehicle exterior portion of the lamp housing portion 21 protrudes beyond the vehicle exterior surface of the bulging portion 18.

[0053] An impact absorbing body 30 is disposed in the space 19 between the bulging portion 18 and the inner panel 4. The impact absorbing body 30 may be supported by either the door trim 3 or the inner panel 4. In this embodiment, the impact absorbing body 30 is supported by the outer surface of the bulging portion 18 (the surface facing the inner panel 4).

[0054] The shock absorber 30 can be formed from various materials such as resin materials and metal materials. The resin material may be, for example, a fiber-reinforced resin containing fibers such as polypropylene, polyethylene, carbon, glass, nanocellulose, etc. When a fiber-reinforced resin is used, the elastic modulus and tensile strength of the material are improved, so that the shock absorber 30 can be made thinner and smaller. As a result, the shock absorber 30 can be made lighter. When a resin material is used, the shock absorber 30 can be formed by a known molding method such as injection molding.

[0055] When a fiber-reinforced resin containing nanocellulose is used as the material, the base material may be polyethylene, polypropylene, etc. In addition, it is preferable that the base material forms a lamellar layer, and the lamellar layer is laminated in a direction different from the direction of the fiber length of the nanocellulose.

[0056] As shown in Figs. 2 and 3, the shock absorber 30 is a cylindrical member protruding from the door trim 3 toward the inner panel 4, and the width of the tip end on the inner panel 4 side is narrowed in a stepped manner from the base end on the door trim 3 side. As shown in Figs. 5 and 6, the shock absorber 30 has a plurality of peripheral walls 31-33, at least one connecting wall 34, 35, and an end wall 36. The plurality of peripheral walls 31-33 are arranged in a protruding direction (vehicle width direction) from the base end toward the tip end, and are arranged offset from each other in the protruding direction. The plurality of peripheral walls 31-33 have a narrower width in a direction perpendicular to the protruding direction as they are arranged closer to the tip end. The connecting walls 34, 35 connect the edges of the adjacent peripheral walls 31-33 to each other. The end wall 36 is provided to close the end of the peripheral wall 31-33 on the most tip end side. The end wall 36 is perpendicular to the protruding direction. In this way, the shock absorber 30 has a pyramidal shape whose width gradually narrows toward the tip side.

[0057] In this embodiment, the peripheral walls 31 to 33 include a first peripheral wall 31, a second peripheral wall 32, and a third peripheral wall 33 provided in this order from the tip side, and the connecting walls 34, 35 include a first connecting wall 34 provided between the first peripheral wall 31 and the second peripheral wall 32, and a second connecting wall 35 provided between the second peripheral wall 32 and the third peripheral wall 33. The first peripheral wall 31 and the end wall 36 form a first step portion 37, the second peripheral wall 32 and the first connecting wall 34 form a second step portion 38, and the third peripheral wall 33 and the second connecting wall 35 form a third step portion 39.

[0058] Each of the first to third peripheral walls 31 to 33 has a plurality of bent portions A to D and linear side portions E to H arranged between the bent portions A to D. Each of the cross sections (cross sections perpendicular to the protruding direction) of the first to third peripheral walls 31 to 33 is formed to have a similar shape except for the shape of the bent portions A to D. In this embodiment, the first to third peripheral walls 31 to 33 have four bent portions A to D (first bent portion A, second bent portion B, third bent portion C, fourth bent portion D) and four side portions E to H (first side portion E, second side portion F, third side portion G, fourth side portion H), and the outer shape of the cross section of the first to third peripheral walls 31 to 33 is formed to be substantially rectangular. The first to third peripheral walls 31 to 33 are arranged coaxially with a common axis X as the center. The axis X extends in the vehicle width direction and coincides with the protruding direction of the impact absorbing body 30.

[0059] When viewed from a direction along the axis X, the bent portions A to D are arranged at positions that align with one another in the circumferential direction. The first side portion E extends front-to-rear at the upper portion, the second side portion F extends up-down at the front portion, the third side portion G extends forward at the lower portion, and the fourth side portion H extends up-down at the rear portion. The first bent portion A is provided at the boundary between the first side portion E and the second side portion F, the second bent portion B is provided at the boundary between the second side portion F and the third side portion G, the third bent portion C is provided at the boundary between the third side portion G and the fourth side portion H, and the fourth bent portion D is provided at the boundary between the fourth side portion H and the first side portion E.

[0060] Each of the wall surfaces of the first to third peripheral walls 31 to 33 extends parallel to the protruding direction (direction along the axis X). The heights (lengths in the protruding direction) of the first to third peripheral walls 31 to 33 are set to be equal to each other. The wall thicknesses of the first to third peripheral walls 31 to 33 are set to be equal to each other.

[0061] The first connecting wall 34 connects the base end edge of the first peripheral wall 31 and the tip end edge of the second peripheral wall 32. The first connecting wall 34 extends along the base end edge of the first peripheral wall 31 and the tip end edge of the second peripheral wall 32, and is formed in a frame shape. The second connecting wall 35 connects the base end edge of the second peripheral wall 32 and the tip end edge of the third peripheral wall 33. The second connecting wall 35 extends along the base end edge of the second peripheral wall 32 and the tip end edge of the third peripheral wall 33, and is formed in a frame shape.

[0062] The first connecting wall 34 and the second connecting wall 35 are formed in a plate shape with a surface perpendicular to the axis X. That is, each connecting wall 34, 35 is arranged perpendicular to each peripheral wall 31-33. The wall thickness of the first connecting wall 34 and the second connecting wall 35 is set equal to the wall thickness of the first to third peripheral walls 31-33. The width of each connecting wall 34, 35 (the distance between adjacent peripheral walls) is formed identically in the portions corresponding to each side portion E-H.

[0063] As shown in FIG. 5, in the present embodiment, the radius of curvature of the first bending portion A located on the tip side is set smaller than the radius of curvature of the first bending portion A located on the base end side. That is, the radius of curvature R1 of the first bending portion A of the first peripheral wall 31 is set smaller than the radius of curvature R2 of the first bending portion A of the second peripheral wall 32, and the radius of curvature R2 of the first bending portion A of the second peripheral wall 32 is set smaller than the radius of curvature R3 of the first bending portion A of the third peripheral wall 33 (R1 < R2 < R3). Thereby, in the first bending portion A, the width W1 of the first connecting wall 34 (the length from the base end edge of the first peripheral wall 31 to the tip edge of the second peripheral wall 32) becomes larger than the width W2 of the second connecting wall 35 (the length from the base end edge of the second peripheral wall 32 to the tip edge of the third peripheral wall 33) (W1 > W2).

[0064] In the present embodiment, the respective radii of curvature of the second bending portion B are the same, and the widths of the first connecting wall 34 and the second connecting wall 35 in the second bending portion B are the same. Similarly, the respective radii of curvature of the third bending portion C are the same, and the widths of the first connecting wall 34 and the second connecting wall 35 in the third bending portion C are the same. The respective radii of curvature of the fourth bending portion D are the same, and the widths of the first connecting wall 34 and the second connecting wall 35 in the fourth bending portion D are the same.

[0065] As shown in FIGS. 2 to 5, a flange 41 extending outward of the third peripheral wall 33 is provided at the base end side edge of the third peripheral wall 33. The flange 41 is formed in a plate shape substantially orthogonal to the protruding direction and is formed over the entire circumference along the base end side edge of the third peripheral wall 33.

[0066] The flange 41 is joined to the outer surface of the bulge 18, whereby the shock absorber 30 is joined to the door trim 3. The flange 41 and the bulge 18 may be joined by adhesion using an adhesive or double-sided tape, fastening with screws, locking with a locking claw, or the like.

[0067] In this embodiment, the flange 41 is provided with fastening seats 42 to 44. The fastening seats 42 to 44 are fastened to the vehicle exterior surface of the bulging portion 18 by fasteners such as bolts and rivets. The fastening seats 42 to 44 include a first fastening seat 42 provided in a portion of the flange 41 corresponding to the first side portion E, a second fastening seat 43 provided in a portion of the flange 41 corresponding to the second side portion F, and a third fastening seat 44 provided in a portion of the flange 41 corresponding to the third side portion G. In the circumferential direction, bent portions A to D are disposed between two adjacent fastening seats 42 to 44. Specifically, a first bent portion A is disposed between the first fastening seat 42 and the second fastening seat 43, and a second bent portion B is disposed between the second fastening seat 43 and the third fastening seat 44.

[0068] As shown in FIG. 5, when viewed from the direction along the axis X, the graphical center of the end wall 36 (the axis X of each of the peripheral walls 31-33) is disposed inside a triangle having the three fastening seats 42-44 as vertices.

[0069] 1 and 3, the impact absorbing body 30 is disposed above the lamp housing portion 21 on the vehicle exterior side surface of the bulging portion 18. As shown in FIGS. 3 to 5, a notch 46 for avoiding the lamp housing portion 21 is formed in the flange 41 corresponding to the third side portion G. The lamp housing portion 21 projects into the notch 46, thereby avoiding contact between the flange 41 and the lamp housing portion 21.

[0070] 1, with the flange 41 joined to the bulge 18, the shock absorber 30 is disposed below the armrest portion 15. The first sides E of the peripheral walls 31-33 and the upper edge 47 of the flange 41, which constitute the upper edge of the shock absorber 30, are disposed parallel to each other and incline downward toward the rear. Each of the first sides E is configured so that the distance between its rear end and the armrest portion 15 is greater than the distance between its front end and the armrest portion 15.

[0071] The end wall 36 may face the vehicle interior side surface of the inner panel 4 via a gap, or may be in contact with the vehicle interior side surface of the inner panel 4. When viewed from the direction along the axis X, the end wall 36 is disposed at a position where at least a portion overlaps with the reinforcing member 7. When viewed from the direction along the axis X, the end wall 36 may be disposed at a position where the entire area of ​​the end wall 36 overlaps with the reinforcing member 7. When viewed from the direction along the axis X, the flange 41 may be disposed at a position where the entire area of ​​the flange 41 overlaps with the reinforcing member 7. The reinforcing member 7 may have an extension portion 49 protruding in the vertical direction in order to increase the area facing the impact absorber 30.

[0072] The relative positions of the reinforcing member 7 and the shock absorbing body 30 can be set arbitrarily depending on the purpose. For example, the relative positions of the reinforcing member 7 and the shock absorbing body 30 may be determined so that the entire area of ​​the first connecting wall 34 overlaps with the reinforcing member 7 while a portion of the second connecting wall 35 does not overlap with the reinforcing member 7 when viewed from the direction along the axis X. The relative positions of the reinforcing member 7 and the shock absorbing body 30 may also be determined so that the entire area of ​​the second connecting wall 35 overlaps with the reinforcing member 7 while a portion of the flange 41 does not overlap with the reinforcing member 7 when viewed from the direction along the axis X.

[0073] As shown in FIG. 1, a courtesy lamp 51 is inserted into the recessed portion of the lamp housing 21. As shown in FIG. 3, a wiring 52 of the courtesy lamp 51 passes through a through hole formed in the bottom of the lamp housing 21, extends into the space 19, and is connected to an electronic control board 53 provided in the armrest 15. The wiring 52 is arranged in the space 19 along a groove 54 formed at the boundary between the peripheral walls 31 to 33 and the connecting walls 34 and 35. This allows the wiring 52 to be supported by the shock absorbing body 30, and the swinging of the wiring 52 can be suppressed. For example, by arranging the wiring 52 along the groove 54 formed at the boundary between the first peripheral wall 31 and the first connecting wall 34, the wiring 52 can be arranged in a relatively straight line, and the wiring 52 can be shortened. In addition, by arranging the wiring 52 along the groove 54 formed at the boundary between the second peripheral wall 32 and the second connecting wall 35, the wiring 52 can be arranged in a position close to the vehicle exterior surface of the door trim 3, and interference with other devices can be avoided. The wiring 52 may be attached to the shock absorber 30 by double-sided tape, adhesive, or the like.

[0074] As shown in FIG. 2 and FIG. 6, a seat 60 for an occupant 100 to sit on is provided on the vehicle interior side of the door 1. The seat 60 has a seat cushion 63 provided on a floor 61 of the vehicle body via a slide rail 62, and a seat back 64 provided at the rear end of the seat cushion 63. The seat cushion 63 is disposed on the side of the bulging portion 18 and the pocket portion 17. When viewed from the direction along the axis X, the upper edge 47 of the flange 41 has a portion located above the upper end of the seat cushion 63. The upper edge 47 of the flange 41 is disposed generally along the upper edge of the seat cushion 63. When viewed from the direction along the axis X, the first side portion E (upper side portion) of the third peripheral wall 33 is preferably disposed below the upper edge of the seat cushion 63. In addition, when viewed from a direction along the axis X, the front end of the upper edge 47 of the flange 41 is located forward of the hip joint of the occupant 100 seated on the seat cushion 63, and the rear end of the upper edge 47 of the flange 41 is located rearward of the hip joint of the occupant 100.

[0075] The action and effect of the door 1 and the shock absorber 30 configured as above will be described. When the door 1 is moved toward the inside of the vehicle due to a side collision of the vehicle, the shock absorber 30 is compressed in the axial direction between the inner panel 4 and the seat cushion 63. From the initial state shown in FIG. 7(A), the first connecting wall 34 and the second connecting wall 35 are deformed, and the first peripheral wall 31 and the second peripheral wall 32 are moved toward the base end side, as shown in FIG. 7(B). At this time, the load is absorbed by the deformation of the shock absorber 30. As shown in FIG. 7(C), the deformation of the first connecting wall 34 and the second connecting wall 35 ends when the first peripheral wall 31, the second peripheral wall 32, and the third peripheral wall 33 are substantially overlapped. Thereafter, the first peripheral wall 31, the second peripheral wall 32, and the third peripheral wall 33 are compressed and deformed to further absorb the load.

[0076] In the shock absorber 30 according to this embodiment, the radii of curvature R1 to R3 of the first bent portions A of the peripheral walls 31 to 33 are set smaller toward the tip end, so that it is possible to reduce the difference in the amount of load that can be absorbed by the peripheral walls 31 to 33. Also, the widths W1 and W2 of the first bent portions A of the connecting walls 34, 35 are set smaller toward the tip end, so that it is possible to reduce the difference in the ease of deformation of the connecting walls 34, 35. Therefore, the first connecting wall 34 and the second connecting wall 35 can start to deform at approximately the same time.

[0077] The flange 41 enables the impact absorber 30 to increase the contact area with the door trim 3. This allows the impact absorber 30, which receives a load from the inner panel 4, to receive a reaction force from the door trim 3 with good stability.

[0078] Since the first and second bent portions A, B are disposed between adjacent fastening seats 42-44 provided on the flange 41, the impact absorbing body 30 can be stably joined to the door trim 3. In addition, since the graphic center (axis X) of the end wall 36 is disposed inside a triangle having the three fastening seats 42-44 as vertices, the impact absorbing body 30 can be stably joined to the door trim 3.

[0079] Since the upper edge 47 of the flange 41 forming the upper edge of the impact absorbing body 30 is inclined downward toward the rear, the impact absorbing body 30 can be positioned avoiding the abdomen of the occupant 100 seated in the seat 60. Since the first side portion E of each of the peripheral walls 31-33 is disposed parallel to the upper edge 47 of the flange 41, each of the peripheral walls 31-33 can be made large.

[0080] Since the first side portion E of each of the peripheral walls 31 to 33 and the upper edge 47 of the flange 41 are inclined, a space is formed between the shock absorbing body 30 and the armrest portion 15. This space corresponds to the side of the abdomen of the occupant 100, so the load applied to the occupant 100 can be reduced.

[0081] Since the front end of the impact absorbing body 30 is located at the uppermost position, the size can be increased while avoiding the abdomen of the occupant 100. This allows the amount of load that the impact absorbing body can absorb to be increased.

[0082] Since at least a portion of the end wall 36 overlaps with the reinforcing member 7 when viewed from the direction along the axis X, a collision load from the side of the vehicle body can be reliably transmitted to the impact absorber 30 via the reinforcing member 7.

[0083] Although the description of the specific embodiment is finished above, the present invention is not limited to the above embodiment and can be widely modified. For example, as shown in FIG. 8, the impact absorber 30 may have a plurality of connecting pieces 68 extending in a direction perpendicular to the outer edge of the flange 41. The vehicle exterior side surface of the bulging portion 18 has a step portion 69 protruding to the outside of the vehicle. The flange 41 is fastened to a protruding end face 69A of the step portion 69, and the connecting piece 68 is fastened to a side surface 69B of the step portion 69. The impact absorber 30 is fastened to the step portion 69 by the flange 41 and the plurality of connecting pieces 68 that are perpendicular to each other, so that the impact absorber 30 can be stably attached to the door trim 3.

[0084] The material of the shock absorber 30 may be changed depending on the part. The shock absorber 30 may be formed by combining two parts: a high elasticity part 71 made of a high elasticity material, and a low elasticity part 72 made of a low elasticity material having a lower elasticity than the high elasticity material. The low elasticity part 72 may be formed only from a base material such as polyethylene or polypropylene, and the high elasticity part 71 may contain nanocellulose, carbon, glass, or other fibers in a base material such as polyethylene or polypropylene. The high elasticity part 71 and the low elasticity part 72 are bonded to each other by two-color molding, welding, or bonding with an adhesive.

[0085] 9(A), in the first example, the flange 41 is the high elasticity portion 71, and the peripheral walls 31 to 33, the connecting walls 34 and 35, and the end wall 36 are the low elasticity portions 72. In this case, deformation and breakage of the flange 41 is suppressed, and the position of the shock absorbing body 30 relative to the trim is stabilized. This allows the shock absorbing body 30 to reliably receive the load.

[0086] As shown in FIG. 9(B), in the second example, the first step 37 (end wall 36 and first circumferential wall 31) is the high elasticity portion 71, and the second step 38 (first connecting wall 34, second circumferential wall 32), the third step 39 (second connecting wall 35, third circumferential wall 33), and the flange 41 are the low elasticity portion 72. In this case, deformation and breakage of the first step 37 are suppressed, and the impact absorber 30 can reliably receive a load from the inner panel 4. When at least a part of the end wall 36 is disposed in a position overlapping the reinforcing member 7 as viewed from the direction along the axis X, the end wall 36 can reliably receive a load from the reinforcing member 7.

[0087] 9(C), in the third example, the first connecting wall 34, the second circumferential wall 32, the second connecting wall 35, and the third circumferential wall 33 are the high elasticity portion 71, and the end wall 36, the first circumferential wall 31, and the flange 41 are the low elasticity portion 72. In this case, the rigidity of the second step portion 38 and the third step portion 39 can be increased to control the deformation mode to a desired mode. In particular, when other members such as wiring 52 are supported by the shock absorbing body 30, by increasing the rigidity of the portion, it is possible to prevent the other members from being involved in the deformation of the shock absorbing body 30.

[0088] The high elasticity portion 71 and the low elasticity portion 72 may be set according to the parts of the impact absorber 30. As shown in Fig. 10, in a fourth example, the upper half of the impact absorber 30 is the high elasticity portion 71, and the lower half is the low elasticity portion 72. Also, within the impact absorber 30, the part where other members such as the wiring 52 are arranged may be the high elasticity portion 71, and the other part may be the low elasticity portion 72.

[0089] In another embodiment, a plurality of shock absorbers 30 may be provided. As shown in FIG. 11, a first shock absorber 75 and a second shock absorber 76 may be provided in the door trim 3. The first shock absorber 75 and the second shock absorber 76 have a plurality of peripheral walls 31 to 33, at least one connecting wall 34, 35, and an end wall 36, 41, like the shock absorber 30. The first and second shock absorbers 75, 76 may differ from each other in size, height, width, shape, number of steps, etc. The first and second shock absorbers 75, 76 may be disposed adjacent to each other. In this case, a part of the flange 41 of the first and second shock absorbers 75, 76 may be shared, and the first and second shock absorbers 75, 76 may be integrally formed.

[0090] Also, the first and second shock absorbers 75, 76 may be arranged apart from each other. The first shock absorber 75 may be arranged at the front lower part of the trim main body portion 13, and the second shock absorber 76 may be arranged at the rear lower part. In this case, the first shock absorber 75 may be arranged at a position corresponding to the knees of the occupant 100 seated in the seat 60, and the second shock absorber 76 may be arranged at a position corresponding to the hip bones of the occupant 100. Also, the first shock absorber 75 may be formed to be large with respect to the second impact sphere. Also, in another example, the first and second shock absorbers 75, 76 may be arranged apart from each other vertically.

[0091] The shock absorber 30 may be made of, for example, a metal. In this case, the shock absorber 30 may be formed by combining a plurality of members by drawing or welding or the like.

[0092] The number of steps (the number of peripheral walls 31-33) of the shock absorber 30 may be changed as desired within a range of 2 or more. The cross-sectional outer shape of each of the peripheral walls 31-33 may be various shapes such as a square, a rectangle, a polygon, a circle, an ellipse, and a star. The thickness of each of the peripheral walls 31-33 and each of the connecting walls 34, 35 may be set as desired. The thickness of each of the peripheral walls 31-33 and each of the connecting walls 34, 35 may be set to be equal to each other or to different values.

[0093] At least one of the peripheral walls 31 to 33 may be inclined toward the axis so that the width decreases from the base end side to the tip end side. With this configuration, the rigidity of the peripheral wall can be reduced to adjust the amount of load that can be absorbed.

[0094] The impact absorber 30 can be arranged in various spaces, such as between the door panel 2 (inner panel 4) and the door trim 3, as well as between a side panel that forms the side of the passenger compartment or luggage room and a trim provided on the passenger compartment side of the side panel.

[0095] As shown in Fig. 12, the shock absorber 30 may be provided between a seat cushion frame 111 forming a framework of the seat cushion 63 and a cover 65. The seat cushion frame 111 has a pair of left and right side frames 112, a front member (not shown) connecting front ends of the left and right side frames 112, and a rear member (not shown) connecting rear ends of the left and right side frames 112. The shock absorber 30 is fastened to the outer surface of the side frame 112 arranged on the outer side of the vehicle at the flange 41, and the end wall 36 faces the inner surface of the cover 65. According to this embodiment, when the door 1 moves toward the inner side of the vehicle due to a side collision of the vehicle, the shock absorber 30 is compressed between the door 1 and the side frame 112, and can absorb the load.

[0096] As shown in Fig. 13, the shock absorber 30 may have a through hole 80 formed in the end wall 36 penetrating in the thickness direction. The through hole 80 makes the end wall 36 have a ring shape having a uniform width W3 from its outer periphery. By forming the through hole 80 in the end wall 36, it is possible to reduce the weight of the shock absorber 30 and adjust the rigidity. Note that the width of the end wall 36 from its outer periphery may vary depending on the location.

[0097] The number of through holes 80 needs to be at least one. Fig. 14 shows an example in which a plurality of through holes 81 are provided in the end wall 36. The shape of the through holes 81 may be, for example, a square or a circle. By arranging a plurality of through holes 81, the distribution of high stiffness areas and low stiffness areas in the end wall 36 can be adjusted.

[0098] As shown in Figures 15 and 16, the upper edge of the pocket portion 17 may extend at an incline downward toward the rear. As a result, in the trim main body portion 13, a space 83 is formed above the rear portion of the pocket portion 17 and below the rear portion of the armrest portion 15. The shock absorbing body 30 may be disposed in the space 83. By inclining the lower edge of the shock absorbing body 30 so as to extend downward toward the rear, the lower edge of the shock absorbing body 30 can be aligned with the pocket portion 17. As a result, the size of the shock absorbing body 30 within the space 83 can be increased.

[0099] As shown in Fig. 17, an armrest portion 15 extending at an incline upward toward the rear may be provided in the center of the trim main body portion 13 in the up-down direction, and a reinforcing member 7 may be provided on the inner panel 4 along the armrest portion 15. In the trim main body portion 13, a speaker 16, a pocket portion 17, and a shock absorber 30 are arranged in this order from the front below the armrest portion 15. In this way, since the shock absorber 30 does not overlap with the reinforcing member 7, etc., the height of the shock absorber 30 can be increased to increase the amount of load absorption. In addition, by arranging the shock absorber 30 in a portion not protected by the reinforcing member 7, it is possible to prevent a load from being applied to the occupant. [Explanation of symbols]

[0100] 1: Door 2: Door panel (framework) 3: Door trim 4: Inner panel 7: Reinforcement material 15: Armrest section 18 :bulge 21: Lamp housing section (device housing section) 30: Shock absorber 31: 1st peripheral wall 32:Second surrounding wall 33: Third peripheral wall 34: 1st connecting wall 35:Second connecting wall 36: End wall 37: First stage 38: Second stage 39: Third stage 41: Flange 42: 1st fastening seat 43:Second fastening seat 44: 3rd fastening seat 46: Notch 47: Upper edge 52: Wiring 54: Groove 60:Sheet 61: Floor 68: Joining piece 80:Through hole 81: Through hole 100: Crew A~D: Bent part E~F: Edge X: Axis line

Claims

1. An impact absorbing body that is disposed between a door panel of a vehicle and a trim covering a side surface of the door panel and that protrudes from the trim toward the door panel, The trim has an armrest portion that bulges toward the vehicle interior side, and a pocket portion that is disposed below the armrest portion and bulges toward the vehicle interior side, An upper edge of the pocket portion extends downwardly and rearwardly below the pocket portion, The shock absorber is disposed between the armrest portion and the pocket portion.

2. The impact absorber of claim 1, having an upper edge extending along the lower part of the armrest portion and a lower edge extending along the upper part of the pocket portion.

3. An impact absorber as described in claim 2, wherein the vertical width of the impact absorber increases toward the rear.

4. An impact absorber as described in claim 3, wherein the upper edge and the lower edge extend in the fore-and-aft direction and are spaced apart from each other in the up-down direction toward the rear.

5. The shock absorber has a flange, The flange is provided with a fastening seat that is fastened to the trim by a fastener, 2. The impact absorber according to claim 1, wherein the fastening seat protrudes from the flange toward the door panel.

6. An impact absorber as described in claim 1, wherein when viewed from a direction along the vehicle width direction, the impact absorber overlaps with a seat cushion of a seat provided on the inner side of the trim.

7. The shock absorber has an end wall on the door panel side, The shock absorber of claim 1 , wherein the end wall has an aperture.

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