Vehicle impact absorber

Abstract

To provide a vehicle impact absorber that can appropriately protect a collision object from an impact when the collision object collides against an external member and can suppress an increase in size of a vehicle.SOLUTION: A vehicle impact absorber 1 of the present invention is located between a vehicle body 101 and an exterior member 103 in a first direction. The first direction is a direction that intersects a height direction of the vehicle body 101. The vehicle impact absorber 1 includes a first portion 10, a second portion 20, and an impact absorption part 30. The impact absorption part 30 is located between the first portion 10 and the second portion 20 to connect the first portion 10 and the second portion 20. The impact absorption part 30 absorbs an impact by deforming to bring the first portion 10 and the second portion 20 close to each other in the first direction when a collision object collides with the exterior member 103. The impact absorption part 30 has a plurality of central bodies 31. A circular through-hole 31a penetrating in the height direction with a circular shape is formed in each of the central bodies 31.SELECTED DRAWING: Figure 4

Description

[Technical field]

[0001] The present invention relates to an impact absorber for a vehicle. [Background technology]

[0002] Patent Document 1 discloses a conventional vehicle shock absorber. This vehicle shock absorber is used in a vehicle. The vehicle has a door panel and a door trim. The door panel is located outside the door trim in the vehicle width direction, that is, on the outside of the vehicle. This allows the door panel to also serve as an exterior member of the vehicle. On the other hand, the door trim is located inside the vehicle from the door panel. And the vehicle shock absorber is located between the door panel and the door trim in the vehicle width direction.

[0003] The vehicle shock absorber has a rectangular parallelepiped shape. A plurality of through holes are formed in the vehicle shock absorber. Each through hole is formed in the same rectangular shape and penetrates the vehicle shock absorber in the width direction of the vehicle. In other words, each through hole penetrates the vehicle shock absorber from the door panel side to the door trim side.

[0004] When an object outside the vehicle or an installation on the road (hereinafter collectively referred to as a collision body) collides with the door panel, the shock absorber for a vehicle deforms so as to be crushed between the door panel and the door trim. In this way, the shock absorber for a vehicle absorbs the shock when the collision body collides with the door panel, i.e., the exterior member. [Prior art documents] [Patent documents]

[0005] [Patent Document 1] Japanese Patent Application Publication No. 8-188052 Summary of the Invention [Problem to be solved by the invention]

[0006] In this type of vehicle shock absorber, it is required to be able to effectively protect the impact body from the impact when the impact body hits the exterior member. Therefore, it is conceivable to make the vehicle shock absorber absorb more of the impact when the impact body hits the exterior member by making the vehicle shock absorber larger. However, in this case, a large space is required in the vehicle to accommodate the vehicle shock absorber, and therefore, it is inevitable to make the vehicle larger.

[0007] The present invention has been made in consideration of the above-mentioned conventional situation, and has as its object to provide an impact absorber for a vehicle that can effectively protect a colliding body from the impact when the colliding body strikes an exterior member, while also suppressing an increase in the size of the vehicle. [Means for solving the problem]

[0008] The vehicle shock absorber of the present invention is used in a vehicle having a vehicle body and an exterior member provided on the vehicle body, and is positioned between the vehicle body and the exterior member in a first direction intersecting a height direction of the vehicle body, and absorbs shock when a collision object collides with the exterior member, A first portion fixed to the vehicle body; A second portion disposed closer to the exterior member than the first portion; a shock absorbing section that is located between the first section and the second section, connects the first section and the second section, and absorbs the shock while deforming in response to the shock so as to bring the first section and the second section closer to each other in the first direction, The shock absorbing portion includes a plurality of central bodies arranged at predetermined intervals in a second direction intersecting the height direction and the first direction; a plurality of first connectors located between each of the central bodies and the first portion and connecting each of the central bodies and the first portion; a plurality of second connectors located between each of the central bodies and the second portion and connecting each of the central bodies to the second portion; Each of the central bodies is characterized in that a circular through hole is formed extending circularly therethrough in the height direction.

[0009] In the vehicle shock absorber of the present invention, the first portion and the second portion are connected by the shock absorbing portion. Here, the shock absorbing portion has a plurality of central bodies. In this vehicle shock absorber, the shock absorbing portion deforms so as to bring the first portion and the second portion closer to each other in a first direction due to the shock when a collision body collides with the exterior member. In other words, the shock absorbing portion absorbs the shock when the collision body collides with the exterior member by deforming each central body so as to be crushed in the first direction due to the shock when the collision body collides with the exterior member.

[0010] Each central body is formed with a circular through hole penetrating in the height direction, which makes each central body not solid. Also, by forming the circular through hole, each central body, and therefore the shock absorbing part, is less likely to deform when an impact body collides with the exterior member, but it can absorb the shock favorably even in a limited narrow space.

[0011] Moreover, each central body is connected to the first portion by a plurality of first connecting bodies, and is connected to the second portion by a plurality of second connecting bodies. This makes it difficult for each central body to rotate in a twisted manner between the first connecting bodies and the second connecting bodies or to buckle due to the impact of the impact body striking the exterior member. This allows each central body to be stably crushed in the first direction due to the impact of the impact body striking the exterior member. This makes it difficult for the impact absorbing section to have variation in the magnitude of the impact that can be absorbed due to the crushing of each central body.

[0012] Thus, in this vehicle shock absorber, the shock when a colliding object strikes the exterior member can be suitably absorbed in the shock absorbing section, and therefore, in a vehicle using this vehicle shock absorber, the reaction force acting from the exterior member to the colliding object when the colliding object strikes the exterior member can be suitably reduced.

[0013] Since the shock absorbing section can absorb shock effectively in this manner, there is no need to excessively increase the size of the entire shock absorber for a vehicle, including the shock absorbing section, in order to absorb a large amount of shock, and therefore there is no need to secure a large space in the vehicle to accommodate the shock absorber for a vehicle.

[0014] Therefore, the vehicle impact absorber of the present invention can suitably protect the impact body from the impact when the impact body strikes the exterior member, and can also suppress an increase in the size of the vehicle.

[0015] The shock absorbing portion may have a plurality of reinforcing bodies positioned inside the circular through-hole and capable of reinforcing the shock absorbing portion, and each reinforcing body preferably includes a first plate extending in a plate shape in the height direction from each central body, a second plate extending in a plate shape in the height direction from each central body and disposed closer to the exterior member side than the first plate, and a connecting plate located between the first plate and the second plate and connecting the first plate and the second plate.

[0016] In this case, unnecessary bending or the like is unlikely to occur in the impact absorbing portion in a normal state where a colliding body does not impact the exterior member. Therefore, the vehicle impact absorber can be stably fixed to the vehicle body. Also, each reinforcing body is composed of a first plate portion, a second plate portion, and a connecting plate portion. As a result, each reinforcing body is unlikely to prevent each central body from deforming in the first direction when a colliding body impacts the exterior member.

[0017] Each of the first connectors may have a first through hole formed therethrough in the height direction. In addition, each of the second connectors may preferably have a second through hole formed therethrough in the height direction. In this case, the first connectors and the second connectors can also be deformed in the first direction due to the impact of the impact body striking the exterior member, so that the impact absorbing section can more suitably absorb the impact.

[0018] Each central body may be formed with a rectangular through hole penetrating in a substantially rectangular shape in the height direction, and the circular through hole and the rectangular through hole are preferably arranged side by side in the second direction.

[0019] Since each central body is disposed at a predetermined interval in the second direction, by forming a rectangular through hole in each central body, each rectangular through hole is disposed between the circular through holes. In other words, the circular through holes and the rectangular through holes are disposed alternately in the second direction. And, by disposing the rectangular through holes between the circular through holes in this way, the circular through holes can be suitably separated from each other in the second direction. This allows each central body to be suitably crushed in the first direction by the impact when the impact body strikes the exterior member.

[0020] It is preferable that the shock absorbing section has a connecting body that connects each central body to another central body in the second direction. In this case, in addition to each first connecting body and each second connecting body, each connecting body can also suitably prevent each central body from rotating or buckling due to the impact when the impact body hits the exterior member. Therefore, the shock absorbing section can absorb the impact more stably. Effect of the Invention

[0021] The vehicle impact absorber of the present invention can suitably protect a collision object from the impact when the collision object strikes an exterior member, and can also suppress an increase in the size of the vehicle. [Brief description of the drawings]

[0022] [Figure 1] FIG. 1 is a partial cross-sectional view of a vehicle in which a shock absorber for a vehicle according to a first embodiment is used. [Diagram 2] FIG. 2 is a perspective view of the shock absorber for a vehicle according to the first embodiment. [Diagram 3] FIG. 3 is a plan view of the shock absorber for a vehicle according to the first embodiment. [Figure 4] FIG. 4 is an enlarged plan view of a main part showing the X1 portion of FIG. 3 in relation to the shock absorber for a vehicle according to the first embodiment. [Diagram 5] FIG. 5 is a cross-sectional view showing the AA cross section of FIG. 4, relating to the shock absorber for a vehicle of the first embodiment. [Figure 6]FIG. 6 is an enlarged plan view of a main part similar to FIG. 4 when the shock absorbing portion is deformed in the shock absorbing body for a vehicle according to the first embodiment. [Figure 7] FIG. 7 is a cross-sectional view similar to FIG. 5 of the vehicle shock absorber of the first embodiment when the shock absorbing portion is deformed. [Figure 8] FIG. 8 is an enlarged plan view of a main portion similar to FIG. 4, relating to a shock absorbing body for a vehicle according to a second embodiment. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0023] Hereinafter, first and second embodiments of the present invention will be described with reference to the drawings.

[0024] Example 1 As shown in Fig. 1, the vehicle shock absorber 1 of the first embodiment is used in a vehicle 100. The vehicle 100 is specifically a passenger car, and has a vehicle body 101, a front hood 102, and a front bumper 103. The front bumper 103 is an example of an "exterior member" in the present invention. Note that in Fig. 1, the shapes of the vehicle shock absorber 1, the front bumper 103, etc. are simplified for ease of explanation.

[0025] In this embodiment, the up-down direction and the front-rear direction of the vehicle body 101 are defined by the arrows shown in Fig. 1. In Fig. 2, in addition to the up-down direction and the front-rear direction, the left-right direction of the vehicle body 101, i.e., the width direction of the vehicle body 101, is defined. In Fig. 3 and subsequent Figs. 1 and 2, the up-down direction, the front-rear direction, and the left-right direction of the vehicle body 101 are defined. These up-down direction, front-rear direction, and left-right directions are mutually orthogonal. The up-down direction corresponds to the "height direction" in the present invention, and the front-rear direction corresponds to the "first direction" in the present invention. The left-right direction corresponds to the "second direction" in the present invention.

[0026] As shown in FIG. 1, a vehicle body 101 forms the basic components of a vehicle 100, such as a power compartment PR. The vehicle body 101 also has a bumper frame 101a, a bumper absorber 101b, and a radiator support 101c, as well as a vehicle body frame (not shown). The bumper frame 101a extends in the left-right direction of the vehicle body 101. The bumper absorber 101b is fixed to the bumper frame 101a and is located in front of the bumper frame 101a. The radiator support 101c is formed in a rectangular frame shape and is fixed to the vehicle body frame. A radiator 104 is disposed within the radiator support 101c. A bracket 105 is fixed to the radiator support 101c. The bracket 105 has a plurality of mounting holes (not shown).

[0027] The front hood 102 is pivotally mounted on the vehicle body 101 and is located on the upper part of the vehicle body 101. The front hood 102 opens and closes the power chamber PR. The front hood 102 has an outer panel 102a and an inner panel 102b. The outer panel 102a and the inner panel 102b are formed by pressing a metal plate. A front seal rubber 102c is attached to the front ends of the outer panel 102a and the inner panel 102b. As shown in FIG. 1, the front seal rubber 102c extends in the left-right direction of the vehicle body 101 and forms the front edge of the front hood 102. The shape of the front hood 102 can be designed as appropriate.

[0028] The front bumper 103 is made of resin. The front bumper 103 is attached to the vehicle body 101 in front of the front hood 102. As a result, the front bumper 103 is located at the front end of the vehicle body 101 and covers the bumper absorber 101b, the radiator 104, etc. from the front of the vehicle body 101.

[0029] The front bumper 103 is formed with an upper surface 103a and a front end surface 103b. The upper surface 103a is located forward of the front hood 102 when the front bumper 103 is attached to the vehicle body 101, and is adjacent to the front seal rubber 102c. That is, in the front bumper 103, the upper surface 103a is exposed forward of the front hood 102. The front end surface 103b is located below the upper surface 103a, and extends forward of the vehicle body 101 further than the upper surface 103a.

[0030] Further, a first front grill 106 and a second front grill 107 are attached to the front bumper 103, and an undercover 108 is also attached to the front bumper 103. The undercover 108 is located below the vehicle body 101. The shape of the front bumper 103 can be designed as appropriate, and the front bumper 103 may be configured to be covered from above by the front hood 102.

[0031] A power unit such as an engine (not shown) is provided in the power chamber PR. Although detailed illustration is omitted, the vehicle 100 is provided with components necessary for the vehicle 100 to run, including side doors, in the same manner as a typical passenger car. Note that the vehicle 100 may be configured as an electric vehicle by providing an electric motor or the like instead of the engine.

[0032] The vehicle shock absorber 1 is disposed between the front bumper 103 and the radiator support 101c in the front-rear direction, more specifically, between the front bumper 103 and a bracket 105. The vehicle shock absorber 1 is made of resin. As shown in FIG. 2 and FIG. 3, the vehicle shock absorber 1 includes a first portion 10, a second portion 20, and a shock absorbing part 30.

[0033] The first portion 10 is located at the rear of the vehicle impact absorber 1 and constitutes the rear portion of the vehicle impact absorber 1. The first portion 10 is composed of a main body portion 11, a first side wall portion 12, a second side wall portion 13, and a plurality of tubular portions 14.

[0034] The main body 11 is formed in a generally rectangular tubular shape extending in the left-right direction along the shape of the bracket 105. More specifically, as shown in FIG. 4, the main body 11 has a first standing wall 11a, a second standing wall 11b, and an upper wall 11c. The first standing wall 11a is located at the front end of the main body 11 and extends in the left-right direction and the up-down direction. The second standing wall 11b is located behind the first standing wall 11a and is separated from the first standing wall 11a in the front-rear direction. The second standing wall 11b extends in the left-right direction and the up-down direction. The upper wall 11c is located between the first standing wall 11a and the second standing wall 11b in the front-rear direction and is connected to the upper end of the first standing wall 11a and the upper end of the second standing wall 11b, respectively. A space 11d is formed in the main body 11 by the first standing wall 11a, the second standing wall 11b, and the upper wall 11c. The main body 11 does not have side walls that close the space 11d from the left and right directions, so the space 11d is open in the left and right directions.

[0035] 3, the main body 11 is provided with two first fixing parts 111, two second fixing parts 112, and two third fixing parts 113. The first fixing parts 111 are arranged so as to be spaced apart from each other in the left-right direction. A fixing hole 111a is formed in each of the first fixing parts 111. The fixing hole 111a penetrates the first fixing parts 111 in the up-down direction.

[0036] Each second fixing portion 112 is disposed outward in the left-right direction from each first fixing portion 111. In other words, each first fixing portion 111 is disposed between two adjacent second fixing portions 112. Each second fixing portion 112 protrudes rearward from the main body portion 11. A fixing hole 112a is formed in each second fixing portion 112. The fixing hole 112a penetrates the second fixing portion 112 in the up-down direction.

[0037] One of the third fixing parts 113 is disposed at the right end of the main body 11 and extends rearward from the main body 11. The other of the third fixing parts 113 is disposed at the left end of the main body 11 and extends rearward from the main body 11. Thus, each of the third fixing parts 113 is disposed outward in the left-right direction from each of the second fixing parts 112. Each of the third fixing parts 113 is formed with a fixing hole 113a. The fixing hole 113a passes through the third fixing part 113 in the up-down direction. A bolt 109 (see FIG. 1) can be inserted into each of the fixing holes 111a-113a. The shape and number of each of the first to third fixing parts 111-113 can be designed as appropriate.

[0038] As shown in FIG. 3, the first side wall portion 12 is disposed at the right end of the main body portion 11. Meanwhile, the second side wall portion 13 is disposed at the left end of the main body portion 11. In other words, the first side wall portion 12 and the second side wall portion 13 are disposed at a distance from each other on the left and right sides of the vehicle shock absorber 1. Furthermore, the first side wall portion 12 and the second side wall portion 13 are each connected at their lower ends to the lower end of the first standing wall 11a, and are integral with the first standing wall 11a, i.e., the main body portion 11. Furthermore, the first side wall portion 12 and the second side wall portion 13 each extend forward from the main body portion 11 and also extend in the up-down direction.

[0039] Each of the cylindrical portions 14 is connected to the main body portion 11 and is located at the rear of the main body portion 11. The cylindrical portions 14 are arranged at equal intervals in the left-right direction. Each of the cylindrical portions 14 has a fixing hole 14a that penetrates the cylindrical portion 14 in the up-down direction. This gives each of the cylindrical portions 14 a cylindrical shape that extends in the up-down direction. Like the fixing holes 111a to 113a, each of the fixing holes 14a can also receive a bolt 109 (see FIG. 1). The number and shape of each of the cylindrical portions 14 can be designed as appropriate.

[0040] 3, the second portion 20 is disposed forward and spaced apart from the first portion 10. More specifically, it is located at the front end of the vehicle shock absorber 1 and constitutes the front portion of the vehicle shock absorber 1. The second portion 20 is composed of first to fifth front wall portions 21 to 25 and first to fourth intermediate portions 26a to 26d.

[0041] The first to fifth front walls 21-25 are generally rectangular upright walls extending in the up-down, front-rear and left-right directions. As shown in Fig. 5, the first to fifth front walls 21-25 are open at the bottom and have a space 27 formed therein. That is, the first to fifth front walls 21-25 are hollow. The vertical length of the first to fifth front walls 21-25 is shorter than the vertical length of the main body 11 of the first section 10.

[0042] As shown in FIG. 2 and FIG. 3, the first front wall portion 21 is disposed at the right end of the second portion 20, and the second front wall portion 22 is disposed at the left end of the second portion 20. The third to fifth front wall portions 23 to 25 are disposed between the first front wall portion 21 and the second front wall portion 22 in the left-right direction. Here, the third to fifth front wall portions 23 to 25 are formed longer in the left-right direction than the first and second front walls portions 21 and 22. The fourth front wall portion 24 is disposed to be the longest in the left-right direction among the third to fifth front wall portions 23 to 25. The fourth front wall portion 24 is disposed between the third front wall portion 23 and the fifth front wall portion 25 in the left-right direction. Thus, the fourth front wall portion 24 is located in the center of the second portion 20 in the left-right direction.

[0043] The first to fourth intermediate portions 26a to 26d are formed integrally with the first to fifth front wall portions 21 to 25. The first to fourth intermediate portions 26a to 26d are disposed between the first to fifth front wall portions 21 to 25, respectively, and connect the first to fifth front wall portions 21 to 25 in the left-right direction. Specifically, the first intermediate portion 26a is disposed between the first front wall portion 21 and the third front wall portion 23, and connects the first front wall portion 21 and the third front wall portion 23 in the left-right direction. The second intermediate portion 26b is disposed between the third front wall portion 23 and the fourth front wall portion 24, and connects the third front wall portion 23 and the fourth front wall portion 24 in the left-right direction. The third intermediate portion 26c is disposed between the fourth front wall portion 24 and the fifth front wall portion 25, and connects the fourth front wall portion 24 and the fifth front wall portion 25 in the left-right direction. The fourth intermediate portion 26d is disposed between the fifth front wall portion 25 and the second front wall portion 22, and connects the fifth front wall portion 25 and the second front wall portion 22 in the left-right direction.

[0044] The second portion 20 extends in the left-right direction of the vehicle shock absorber 1 by the first to fifth front wall portions 21-25 and the first to fourth intermediate portions 26a-26d. The second portion 20 has a shape that protrudes forward in an arc shape so as to match the shape of the front bumper 103. The shape of the second portion 20, including the shapes and numbers of the first to fifth front wall portions 21-25 and the first to fourth intermediate portions 26a-26d, can be designed as appropriate.

[0045] The impact absorbing portion 30 is located between the first portion 10 and the second portion 20 in the front-rear direction. As a result, the impact absorbing portion 30 is located approximately in the center of the vehicle impact absorber 1 in the front-rear direction. The impact absorbing portion 30 is also located between the first side wall portion 12 and the second side wall portion 13 in the left-right direction. In this case, the impact absorbing portion 30 is separated from the first side wall portion 12 and the second side wall portion 13 in the left-right direction and is not connected to them.

[0046] As shown in FIG. 4, the shock absorbing part 30 is composed of a plurality of central bodies 31, a plurality of first connecting bodies 32, a plurality of second connecting bodies 33, a plurality of reinforcing bodies 34, and a plurality of connecting bodies 35.

[0047] Each central body 31 has the same shape and is located approximately in the center in the front-rear direction of the shock absorbing part 30. The central bodies 31 are disposed at equal intervals in the left-right direction. As shown in Fig. 4, each central body 31 has a circular through hole 31a and a rectangular through hole 31b formed therein.

[0048] The circular through-hole 31a passes through the central body 31 in a circular shape in the up-down direction. More specifically, the circular through-hole 31a has a perfect circular shape and passes through the central body 31 in the up-down direction. Note that the circular through-hole 31a is not limited to a perfect circular shape, and may be an elliptical or other circular shape, as long as it passes through the central body 31 in a circular shape in the up-down direction.

[0049] The rectangular through hole 31b is disposed to the left of the circular through hole 31a in the central body 31. The rectangular through hole 31b penetrates the central body 31 in the up-down direction in a substantially rectangular shape. More specifically, the rectangular through hole 31b has a rectangular shape whose length in the front-rear direction is longer than its length in the left-right direction. In addition, the rectangular through hole 31b is separated from the circular through hole 31a and does not communicate with the circular through hole 31a. As a result, in the central body 31, the circular through hole 31a and the rectangular through hole 31b are disposed side by side in the left-right direction. The number and shape of the rectangular through holes 31b can be designed as appropriate.

[0050] Each of the first connectors 32 is located between each of the central bodies 31 and the first portion 10. The first connectors 32 are disposed so as to be spaced apart from each other in the left-right direction. A first through hole 32a is formed in each of the first connectors 32. The first through hole 32a penetrates the first connector 32 in the up-down direction in a substantially semicircular shape. As a result, each of the first connectors 32 has a substantially U-shape with a rear portion branched into two in a plan view. The first through hole 32a may be a perfect circle or a rectangle penetrating the first connector 32 in the up-down direction.

[0051] Each of the first connecting bodies 32 is connected to the central body 31 at its front portion, and is connected to the first standing wall 11a of the main body 11 at its rear portion. Here, the first connecting bodies 32 are not connected to each other. Furthermore, in this vehicle shock absorber 1, two first connecting bodies 32 are connected to one central body 31. Thus, each of the first connecting bodies 32 is integral with each of the central bodies 31 and the first portion 10, and connects each of the central bodies 31 and the first portion 10.

[0052] Each second connection body 33 is located between each central body 31 and the second portion 20. Similarly to each first connection body 32, each second connection body 33 is also arranged to be spaced apart from each other in the left-right direction. Each second connection body 33 has a second through hole 33a. The second through hole 33a penetrates the second connection body 33 in the vertical direction in a substantially semicircular shape. As a result, each second connection body 33 has a substantially U-shape with a front portion branched into two branches in a plan view. In other words, each second connection body 33 has a shape that is substantially symmetrical to each first connection body 32 in the front-rear direction. The second through hole 33a may also penetrate the second connection body 33 in the vertical direction in a perfect circular or rectangular shape.

[0053] Each second connecting body 33 is connected to the central body 31 at a rear portion and connected to the second portion 20 at a front portion. In other words, each second connecting body 33 located, for example, behind the third front wall portion 23 or behind the second intermediate portion 26b of the second portion 20 is connected to the third front wall portion 23 or the second intermediate portion 26b at a front portion, and is also connected across the third front wall portion 23 and the second intermediate portion 26b.

[0054] Similarly to the first connecting bodies 32, the second connecting bodies 33 are not connected to one another. Similarly to the first connecting bodies 32, in this vehicle shock absorber 1, two second connecting bodies 33 are connected to one central body 31. Thus, each second connecting body 33 is integral with each central body 31 and the second portion 20, and connects each central body 31 to the second portion 20.

[0055] Each reinforcing body 34 is integrally formed with each central body 31. Each reinforcing body 34 is provided for each central body 31, and is disposed within the circular through hole 31a. In other words, the number of reinforcing bodies 34 and the number of central bodies 31 are equal.

[0056] Each reinforcing body 34 has the same shape, and each reinforcing body 34 is composed of a first plate portion 34a, a second plate portion 34b, and a connecting plate portion 34c. The first plate portion 34a is integral with the rear portion of the central body 31, and extends upward from the central body 31 in a plate shape. The second plate portion 34b is integral with the front portion of the central body 31, and extends upward from the central body 31 in a plate shape. In other words, the first plate portion 34a and the second plate portion 34b are separated in the front-rear direction. Also, as shown in FIG. 5, the first plate portion 34a extends upward longer than the second plate portion 34b.

[0057] The connecting plate portion 34c is located between the first plate portion 34a and the second plate portion 34b, and extends in a plate shape in the front-rear direction. The connecting plate portion 34c is connected at its rear end to the upper end of the first plate portion 34a, and at its front end to the upper end of the second plate portion 34b. Thus, the first plate portion 34a constitutes the rear portion of the reinforcing body 34, and the second plate portion 34b constitutes the front portion of the reinforcing body 34. The connecting plate portion 34c constitutes the upper portion of the reinforcing body 34. A space 340 is formed between the first plate portion 34a, the second plate portion 34b, and the connecting plate portion 34c.

[0058] Here, the first plate portion 34a and the second plate portion 34b each close the space 340 from the front-rear direction, and the connecting plate portion 34c closes the space 340 from above, whereas the reinforcing body 34 does not have any plate portions that close the space 340 from the left-right direction or below. Thus, the reinforcing body 34 is open at the bottom and in the left-right direction, and is generally U-shaped in side view.

[0059] 4, each connector 35 is integrally formed with each central body 31 and is disposed between the central bodies 31. That is, each central body 31 and each connector 35 are disposed alternately in the left-right direction. Each connector 35 is composed of a first connector 35a and a second connector 35b.

[0060] The first connector 35a and the second connector 35b are disposed apart in the front-rear direction, and the second connector 35b is located in front of the second connector 35b. The first connector 35a and the second connector 35b are symmetrical in the front-rear direction, and each of them is a thin piece extending in the left-right direction. More specifically, the first connector 35a and the second connector 35b extend in a substantially arc shape so as to move away from each other in the front-rear direction from the right end to the left end.

[0061] The first connecting body 35a and the second connecting body 35b have their right ends integrated with the central body 31 located to the right of them, and their right ends integrated with the central body 31 located to the left of them. Thus, the first connecting body 35a and the second connecting body 35b, i.e., each connecting body 35, connects each central body 31 to the left and right direction.

[0062] The shock absorbing part 30 has a substantially mesh shape having a plurality of openings in a plan view by the central bodies 31, the first connecting bodies 32, the second connecting bodies 33, the reinforcing bodies 34, and the connecting bodies 35. The shock absorbing part 30 is located between the first part 10 and the second part 20, and connects the first part 10 and the second part 20 in the front-rear direction.

[0063] When the shock absorber 1 for a vehicle is attached to the vehicle body 101, as shown in FIG. 1, the first part 10 is disposed above the bracket 105 while the second part 20 faces the front bumper 103. In this state, the first fixing parts 111, the second fixing parts 112, the third fixing parts 113 and the tubular parts 14 of the first part 10 are fixed to the bracket 105 by the bolts 109. In this manner, the first part 10 is fixed to the bracket 105 and, in turn, to the radiator support 101c. As a result, the shock absorber 1 for a vehicle is disposed between the radiator support 101c and the front bumper 103 in the front-rear direction. Here, the second part 20 and the front bumper 103 are spaced apart from each other in the front-rear direction, and the second part 20 and the front bumper 103 are not fixed to each other.

[0064] In a vehicle 100 using this vehicle shock absorber 1, if an impacting object (not shown) collides with the front bumper 103 from the front, the front bumper 103 is crushed rearward by the impact and collides with the second portion 20 of the vehicle shock absorber 1. As a result, in the vehicle shock absorber 1, the impact absorbing section 30 is deformed so as to be crushed in the front-rear direction, thereby absorbing the impact when the impacting object collides with the front bumper 103. As a result, in the vehicle 100, it is possible to suitably protect the impacting object from the impact when the impacting object collides with the front bumper 103.

[0065] A more detailed description will be given of such deformation of the impact absorbing part 30. In the following description, a collision test object T shown by imaginary lines in Fig. 4 and Fig. 6 is regarded as a collision object, and deformation of the impact absorbing part 30 will be described based on a verification experiment in which the collision test object T directly collides from the front against the second part 20.

[0066] Since the vehicle shock absorber 1, including the second part 20, is made of resin, the second part 20 is deformed so as to be crushed backward when the collision test object T collides with it from the front. In addition, the collision test object T that collides with the second part 20 tries to move backward together with the second part 20 due to inertia. On the other hand, although not shown in Figs. 4 and 6, as described above, the first part 10 is fixed to the bracket 105. Therefore, in the vehicle shock absorber 1, the second part 20 tries to move backward, while the first part 10 tries to stay in its current position. As a result, as shown in Fig. 7, the second part 20 applies a load F1 from the front to the rear to the shock absorbing part 30, and the first part 10 applies a load F2 in the opposite direction, that is, from the rear to the front, to the shock absorbing part 30. Note that the first connection part 111 and the like may be damaged by the impact when the collision test object T collides with the second part 20, and a part of the first part 10 may come off the bracket 105.

[0067] Here, as shown in FIG. 4, in the impact absorbing section 30, each central body 31 is connected to the first portion 10 by each first connecting body 32, and is connected to the second portion 20 by each second connecting body 33. Each central body 31 is formed with a circular through hole 31a and a rectangular through hole 31b penetrating in the up-down direction. Therefore, as shown in FIG. 6 and FIG. 7, each central body 31 can be deformed in the front-rear direction between the first portion 10 and the second portion 20 by the impact when the impact test object T collides with the second portion 20. By deforming in this way, each central body 31, and therefore the impact absorbing section 30, absorbs the impact when the impact test object T collides with the second portion 20.

[0068] Moreover, one central body 31 is connected to the first portion 10 by two first connecting bodies 32, and is connected to the second portion 20 by two second connecting bodies 33. This makes it difficult for each central body 31 to rotate in a twisted manner between each first connecting body 32 and each second connecting body 33 or to buckle due to the impact when the collision test object T collides with the second portion 20. Therefore, each central body 31 can be stably crushed in the front-rear direction due to the impact when the collision test object T collides with the second portion 20, so that in the impact absorbing section 30, the magnitude of the impact that can be absorbed by each central body 31 is unlikely to vary.

[0069] Further, each of the first connecting bodies 32 has a first through hole 32a penetrating in the vertical direction. Therefore, each of the first connecting bodies 32 can be deformed in the front-rear direction between each of the central bodies 31 and the first part 10 by the impact when the collision test body T collides with the second part 20. Furthermore, each of the second connecting bodies 33 has a second through hole 33a penetrating in the vertical direction, so each of the second connecting bodies 33 can also be deformed in the front-rear direction between each of the central bodies 31 and the second part 20 by the impact when the collision test body T collides with the second part 20. Thus, each of the first connecting bodies 32 and each of the second connecting bodies 33 can also absorb the impact when the collision test body T collides with the second part 20.

[0070] As a result, in this vehicle shock absorber 1, the shock absorbing section 30 can sufficiently absorb the shock when the collision test object T collides with the second portion 20, and accordingly it is possible to sufficiently reduce the reaction force acting from the second portion 20 to the collision test object T when the second portion 20 collides with the collision test object T. As a result, in this vehicle shock absorber 1, when the front bumper 103 collides with a collision object, it is possible to sufficiently reduce the reaction force acting on the impact object from the front bumper 103 side, i.e., the vehicle 100 side.

[0071] In this manner, in the vehicle shock absorber 1, the circular through holes 31a, the rectangular through holes 31b, the first through holes 32a, and the second through holes 33a connect the first portion 10 and the second portion 20 while the shock absorbing portion 30 is formed in a substantially mesh shape in a plan view as described above. In addition, since the circular through holes 31a are formed in each central body 31, the central body 31 and the shock absorbing portion 30 are less likely to deform when the front bumper 103 collides with a collision object, but the shock can be absorbed appropriately even in a limited narrow space. As a result, the vehicle shock absorber 1 reduces the reaction force acting on the impact object. In other words, unlike a honeycomb structure or the like formed by combining a plurality of rectangular shapes, the shock absorbing portion 30 does not have a shape intended to withstand the impact when the front bumper 103 collides with a collision object.

[0072] Furthermore, because the shock absorbing section 30 can absorb shocks favorably in this way, in order to absorb a large amount of shock, with this vehicle shock absorber 1, there is no need to excessively increase the size of the entire vehicle shock absorber 1, including the shock absorbing section 30. As a result, with this vehicle shock absorber 1, there is no need to ensure a large space in the vehicle 100 to accommodate the vehicle shock absorber 1.

[0073] Therefore, the shock absorber for a vehicle 1 of the first embodiment can suitably protect a colliding object from the impact when the colliding object impacts the front bumper 103, and can also suppress an increase in size of the vehicle 100.

[0074] In addition, in this vehicle shock absorber 1, the shock absorbing section 30 has a plurality of reinforcing members 34, so that unnecessary bending or the like is unlikely to occur in the shock absorbing section 30 in a normal state where a colliding object does not impact the front bumper 103. This makes it possible to stably fix the vehicle shock absorber 1 to the bracket 105.

[0075] Here, each reinforcing body 34 is composed of a first plate portion 34a, a second plate portion 34b, and a connecting plate portion 34c. The first plate portion 34a, the second plate portion 34b, and the connecting plate portion 34c are formed in a plate shape. Therefore, if each central body 31 is crushed in the front-rear direction due to the impact when a collision object strikes the front bumper 103, each reinforcing body 34 is deformed so as to collapse in the left-right direction while being crushed in the front-rear direction, as shown in FIG. 6. As a result, each reinforcing body 34 is unlikely to prevent each central body 31 from being crushed in the front-rear direction when a collision object strikes the front bumper 103.

[0076] Moreover, the central bodies 31 are connected to each other in the left-right direction by a plurality of connecting bodies 35. Each connecting body 35 is composed of a first connecting body 35a and a second connecting body 35b, and the first connecting body 35a and the second connecting body 35b are spaced apart in the front-rear direction. In this way, by connecting the central bodies 31 to each other in the left-right direction by each connecting body 35, each central body 31 is less likely to rotate in a twisted manner between each first connecting body 32 and each second connecting body 33 or to buckle due to the impact when a colliding object impacts the front bumper 103.

[0077] Example 2 8, the vehicle shock absorber 2 of the second embodiment includes a shock absorbing section 40 instead of the shock absorbing section 30 in the vehicle shock absorber 1 of the first embodiment. Like the shock absorbing section 30, the shock absorbing section 40 is located between the first section 10 and the second section 20 in the front-rear direction.

[0078] The shock absorbing portion 40 is composed of a plurality of central bodies 41, a plurality of first connecting bodies 42, and a plurality of second connecting bodies 43.

[0079] Each central body 41 has the same shape and is located approximately in the center of the shock absorbing part 40 in the front-rear direction. The central bodies 41 are disposed at equal intervals in the left-right direction and are connected to each other in the left-right direction to be integrated. Each central body 41 has a circular through hole 41a and a rectangular through hole 41b formed therein.

[0080] The circular through hole 41a has a perfect circular shape and penetrates the central body 41 in the up-down direction. Note that the circular through hole 41a is not limited to a perfect circular shape and may be a circular shape such as an elliptical shape as long as it penetrates the central body 41 in a circular shape in the up-down direction. The rectangular through hole 41b is disposed to the left of the circular through hole 41a in the central body 41. The rectangular through hole 41b penetrates the central body 41 in the up-down direction in a substantially rectangular shape.

[0081] Here, by connecting the central bodies 41 to each other in the left-right direction, the circular through holes 41a and the rectangular through holes 41b are arranged alternately in the left-right direction in the shock absorbing part 40. The circular through holes 41a are arranged at equal intervals in the left-right direction, and the rectangular through holes 41b are arranged at equal intervals in the left-right direction. The rectangular through holes 41b may be omitted.

[0082] Each of the first connecting bodies 42 is located between each of the central bodies 41 and the first portion 10. Meanwhile, each of the second connecting bodies 43 is located between each of the central bodies 41 and the second portion 20. Furthermore, each of the first connecting bodies 42 is disposed spaced apart from each other in the left-right direction, and each of the second connecting bodies 43 is disposed spaced apart from each other in the left-right direction.

[0083] Each of the first connecting bodies 42 and each of the second connecting bodies 43 has a shape that is approximately symmetrical in the front-rear direction. Each of the first connecting bodies 42 is connected to the central body 41 while being integral with the central body 41 at the front portion, and is connected to the first standing wall 11a of the main body 11 while being integral with the first standing wall 11a at the rear portion. Meanwhile, each of the second connecting bodies 43 is connected to the central body 41 while being integral with the central body 41 at the rear portion, and is connected to the second portion 20 while being integral with the second portion 20 at the front portion. Here, in this vehicle shock absorber 2, two first connecting bodies 42 and two second connecting bodies 43 are connected to one central body 41.

[0084] The central bodies 41, the first connecting bodies 42, and the second connecting bodies 43 also form a substantially mesh shape having a plurality of openings in a plan view for the impact absorbing section 40. The impact absorbing section 40 is located between the first portion 10 and the second portion 20, and connects the first portion 10 and the second portion 20 in the front-rear direction. The other configurations of this impact absorber for a vehicle 2 are similar to those of the impact absorber for a vehicle 1 of the first embodiment, and the same configurations are denoted by the same reference numerals, and detailed description of the configurations will be omitted.

[0085] Although detailed illustration is omitted, in this vehicle shock absorber 2 as well, the first portion 10 is fixed to the bracket 105 and is disposed between the radiator support 101c and the front bumper 103 in the front-rear direction. In this vehicle shock absorber 2 as well, if an impact body collides with the front bumper 103 from the front, the impact will cause each central body 41, and ultimately the shock absorbing portion 40, to deform so as to be crushed in the front-rear direction. In this way, this vehicle shock absorber 2 can also achieve the same effect as the vehicle shock absorber 1 of the first embodiment.

[0086] In addition, in this vehicle impact absorber 2, the central bodies 41 are directly connected to each other in the left-right direction. Furthermore, in this vehicle impact absorber 2, the impact absorbing section 40 does not have multiple reinforcing bodies 34 (see FIG. 4). As a result, in the vehicle impact absorber 2, the structure of the impact absorbing section 40 is simplified while still achieving the above-mentioned effects. For this reason, the vehicle impact absorber 2 can also be manufactured more easily.

[0087] In the above, the present invention has been described based on Examples 1 and 2. However, the present invention is not limited to the above Examples 1 and 2, and it goes without saying that the present invention can be modified as appropriate without departing from the spirit of the present invention.

[0088] For example, in this embodiment, the front bumper 103 disposed at the front end of the vehicle body 101 is defined as an "exterior member" in the present invention. However, this is not limiting, and a side panel or a side door disposed on the side of the vehicle body 101 may also be defined as an "exterior member" in the present invention. In this case, the left-right direction of the vehicle body 101 corresponds to the "first direction" in the present invention, and the front-rear direction corresponds to the "second direction" in the present invention.

[0089] In the vehicle shock absorber 1 of the first embodiment, the shock absorbing section 30 does not have to have the reinforcing members 34 and the connecting members 35. Conversely, in the vehicle shock absorber 2 of the second embodiment, the shock absorbing section 40 may have the reinforcing members 34 and the connecting members 35.

[0090] In addition, in the vehicle shock absorber 1 of Example 1, the rectangular through-holes 31b may be omitted from being formed in each central body 31. Similarly, in the vehicle shock absorber 2 of Example 2, the rectangular through-holes 41b may be omitted from being formed in each central body 41.

[0091] This specification also includes the following inventions. (Appendix 1) A vehicle shock absorber that is used in a vehicle having a vehicle body and an exterior member provided on the vehicle body, the vehicle shock absorber being positioned between the vehicle body and the exterior member in a first direction intersecting a height direction of the vehicle body and absorbing shock when a collision object collides with the exterior member, A first portion fixed to the vehicle body; A second portion disposed closer to the exterior member than the first portion; a shock absorbing section that is located between the first section and the second section, connects the first section and the second section, and absorbs the shock while deforming in response to the shock so as to bring the first section and the second section closer to each other in the first direction, The shock absorbing portion includes a plurality of central bodies arranged at predetermined intervals in the height direction and a second direction intersecting the first direction; a plurality of first connectors located between each of the central bodies and the first portion and connecting each of the central bodies and the first portion; a plurality of second connectors located between each of the central bodies and the second portion and connecting each of the central bodies to the second portion; A shock absorber for a vehicle, characterized in that each of the central bodies has a circular through hole formed therein, the circular through hole penetrating in the height direction. (Appendix 2) the shock absorbing portion has a plurality of reinforcing bodies positioned inside the circular through hole and capable of reinforcing the shock absorbing portion, Each of the reinforcing bodies has a first plate portion extending in a plate shape in the height direction from each of the central bodies; A second plate portion is disposed closer to the exterior member than the first plate portion and extends in a plate shape in the height direction from each of the central bodies; 2. A vehicle impact absorber as described in claim 1, comprising a connecting plate portion located between the first plate portion and the second plate portion, having a plate shape and connecting the first plate portion and the second plate portion. (Appendix 3) Each of the first connectors has a first through hole formed therethrough in the height direction, 3. The vehicle impact absorber according to claim 1 or 2, wherein each of the second connecting bodies has a second through hole formed therein, the second through hole penetrating in the height direction. (Appendix 4) Each of the central bodies is formed with a rectangular through hole that penetrates the central body in a substantially rectangular shape in the height direction, 4. The shock absorber for a vehicle according to claim 1, wherein the circular through hole and the rectangular through hole are arranged side by side in the second direction. (Appendix 5) 5. The vehicle shock absorber according to claim 1, wherein the shock absorbing portion has a connecting body that connects the central bodies to each other in the second direction. [Industrial Applicability]

[0092] The present invention can be used in vehicles such as transport vehicles and industrial vehicles in addition to passenger cars. [Explanation of symbols]

[0093] 1, 2... Shock absorber for vehicles 10…First part 20…Second part 30, 40…Shock absorbing section 31, 41...Central body 31a, 41a...Circular through holes 32, 42…First connector 32a...1st through hole 33, 43…Second connector 33a...Second through hole 34…Reinforcement body 34a...First plate part 34b…Second plate part 34c…Connection plate section 35...Connection body 100…Vehicle 101…Body 103...Front bumper (exterior part)

Claims

1. A vehicle shock absorber that is used in a vehicle having a vehicle body and an exterior member provided on the vehicle body, the vehicle shock absorber being positioned between the vehicle body and the exterior member in a first direction intersecting a height direction of the vehicle body and absorbing shock when a collision object collides with the exterior member, A first portion fixed to the vehicle body; A second portion is disposed closer to the exterior member than the first portion; and a shock absorbing section that is located between the first section and the second section, connects the first section and the second section, and absorbs the shock while deforming in response to the shock so as to bring the first section and the second section closer to each other in the first direction, The shock absorbing portion includes a plurality of central bodies arranged at predetermined intervals in a second direction intersecting the height direction and the first direction; a plurality of first connectors located between each of the central bodies and the first portion and connecting each of the central bodies to the first portion; a plurality of second connectors located between each of the central bodies and the second portion and connecting each of the central bodies to the second portion; A shock absorber for a vehicle, characterized in that each of the central bodies has a circular through hole formed therein, the circular through hole penetrating in the height direction.

2. the shock absorbing portion has a plurality of reinforcing bodies positioned inside the circular through hole and capable of reinforcing the shock absorbing portion, Each of the reinforcing bodies has a first plate portion extending in a plate shape in the height direction from each of the central bodies; A second plate portion is disposed closer to the exterior member than the first plate portion and extends in a plate shape in the height direction from each of the central bodies; 2. The shock absorber for a vehicle according to claim 1, further comprising a connecting plate portion located between the first plate portion and the second plate portion, the connecting plate portion being plate-shaped and connecting the first plate portion and the second plate portion.

3. Each of the first connectors has a first through hole formed therethrough in the height direction, 3. The shock absorber for a vehicle according to claim 1, wherein each of the second connectors has a second through hole formed therethrough in the height direction.

4. Each of the central bodies is formed with a rectangular through hole that penetrates the central body in a substantially rectangular shape in the height direction, The shock absorber for a vehicle according to claim 1 or 2, wherein the circular through hole and the rectangular through hole are arranged side by side in the second direction.

5. 3. The shock absorber for a vehicle according to claim 1, wherein the shock absorbing portion has a connecting member that connects the central bodies to each other in the second direction.

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