Vehicle impact absorption structure

Abstract

To provide a vehicle impact absorption structure that can increase collision energy absorption efficiency while making appropriate the load retainable at the time of a collision.SOLUTION: A vehicle impact absorption structure 10 includes: a main body section 15 that integrally includes a first plate 11, a second plate 12 provided at a position parallel to the first plate 11, and a third plate 13 connecting the first plate 11 and the second plate 12; and a plurality of partition ribs 16 provided across the first plate 11, the second plate 12, and the third plate 13. In an area RA partitioned by the plurality of partition ribs 16 in the main body section 15, a first auxiliary rib 21A is provided that extends across the first plate 11 and the third plate 13 and is in contact only with the first plate 11 and the third plate 13.SELECTED DRAWING: Figure 2

Description

[Technical field]

[0001] The present invention relates to a vehicle shock absorbing structure. [Background technology]

[0002] A vehicle is provided with an impact absorbing structure for absorbing impact energy received when colliding with another object to protect passengers and precision parts mounted thereon. As a specific example of an impact absorbing structure in a vehicle, Patent Document 1 discloses an energy absorbing casting mounted on a vehicle (hereinafter referred to as a "vehicle impact absorbing structure"). The vehicle impact absorbing structure disclosed in Patent Document 1 is formed of cast metal and is composed of a main body having an upper web, a lower web parallel to the upper web, and a vertical web connecting the upper web and the lower web. In addition, the main body is provided with ribs at predetermined intervals across the upper web, the lower web, and the vertical web. In such a vehicle impact absorbing structure, the vehicle is gradually crushed when it is hit from a direction in which the multiple ribs are arranged side by side. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Special Publication No. 2023-537494 Summary of the Invention [Problem to be solved by the invention]

[0004] In the vehicle impact absorption structure disclosed in Patent Document 1, in the region where the ribs are present, the load received when absorbing the collision energy is held by the web and the ribs. Meanwhile, in the spatial region separated by the ribs, the load due to the collision energy is held only by the web. Therefore, in the spatial region, the load due to the collision energy can no longer be held when the outer wall or inner wall of the web breaks. Thus, in the vehicle impact absorption structure of Patent Document 1, when absorbing the collision energy, a stroke that cannot properly hold the load exists in the spatial region separated by the ribs, and therefore the efficiency of absorbing the collision energy decreases.

[0005] In a vehicle impact absorbing structure, it is possible to continuously hold the load during a collision by, for example, increasing the number of ribs or increasing the plate thickness of the members constituting the outer shape. However, in this case, the load required to cause plastic deformation increases due to the increase in the cross-sectional area that holds the load in the vehicle impact absorbing structure. As a result, a high resistance is required for the cabin that protects the occupants and the battery, and measures such as increasing the plate thickness of the members constituting the cabin are necessary to increase the resistance of the cabin. Thus, there is room for improvement in the vehicle impact absorbing structure in terms of continuously holding the load during a collision while optimizing it.

[0006] Therefore, there is a demand for a vehicle impact absorbing structure that can increase the efficiency of absorbing impact energy while optimizing the load that can be supported during a collision. [Means for solving the problem]

[0007] One embodiment of the vehicle impact absorbing structure of the present invention is a vehicle impact absorbing structure formed of cast metal, comprising a main body portion integrally having a first plate, a second plate disposed in a position parallel to the first plate, and a third plate connecting the first plate and the second plate, and a plurality of partition ribs provided across the first plate, the second plate, and the third plate, and a first auxiliary rib is provided in an area of ​​the main body portion partitioned by the plurality of partition ribs, the first auxiliary rib straddling the first plate and the third plate and abutting only the first plate and the third plate.

[0008] In the vehicle impact absorption structure of this configuration, a first auxiliary rib that straddles the first and third plates and abuts only the first and third plates is provided in an area defined by a plurality of dividing ribs in a main body portion defined by the first, second, and third plates. In this manner, in the vehicle impact absorption structure, the first auxiliary rib acts as a reinforcing material that locally receives the propagation of the breakage of the main body portion, and promotes gradual collapse in the defined area. As a result, the vehicle impact absorption structure of this configuration can eliminate the problem that the load during a collision cannot be supported when a breakage occurs in the outer wall or inner wall of the main body portion in the spatial area defined by the dividing rib.

[0009] In addition, since the first auxiliary rib is configured to straddle the first and third plates and abut only against the first and third plates, the main body is not overly reinforced by the first auxiliary rib and the load is not excessively increased. Therefore, the vehicle impact absorption structure can increase the efficiency of absorbing collision energy while continuously maintaining an appropriate load. [Brief description of the drawings]

[0010] [Figure 1] FIG. 2 is a perspective view showing a vehicle shock absorbing structure installed on a vehicle frame. [Diagram 2] FIG. 2 is a perspective view of a vehicle impact absorber. [Diagram 3] FIG. 2 is a side view of the vehicle impact absorber. [Figure 4] FIG. 4 is a cross-sectional view taken along line IV-IV of FIG. [Diagram 5] FIG. 4 is a cross-sectional view taken along the line VV in FIG. [Figure 6] 6 is a cross-sectional view taken along the line VI-VI in FIG. [Figure 7] FIG. 2 is a perspective view of a vehicle impact absorber of Comparative Example 1. [Figure 8] FIG. 11 is a perspective view of a vehicle impact absorber of Comparative Example 2. [Figure 9] 1 is a graph showing the collision behavior of Comparative Example 1. [Figure 10] 13 is a graph showing the collision behavior for Comparative Example 2. [Figure 11] 4 is a graph showing a collision behavior related to the first embodiment. [Figure 12] FIG. 11 is a perspective view of a vehicle shock absorber according to a second embodiment (E-shaped). DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0011] The vehicle shock absorbing structure according to the present invention is configured to be used in, for example, a vehicle body. The vehicle shock absorbing structure according to the present embodiment will be described below. However, the vehicle shock absorbing structure is not limited to the following embodiment, and various modifications are possible without departing from the gist of the structure.

[0012] [First embodiment] Vehicle shock absorbing structures are widely used as shock absorbing structures for automobiles and the like. As shown in Fig. 1, a vehicle 1 has a front frame 2, a center frame 3, and a rear frame (not shown) as a body frame. The vehicle shock absorbing structure 10 is configured, for example, by being integrated with the body frame. Fig. 1 shows an example in which the vehicle shock absorbing structure 10 is configured by being integrated with the front frame 2. Although not shown, the vehicle shock absorbing structure 10 may be integrated with the center frame 3 or a rear frame as a body frame arranged on the rear side of the vehicle compartment.

[0013] The vehicle shock absorbing structure 10 of the present embodiment is formed by casting metal. Here, the casting metal is, for example, a metal such as aluminum, zinc, magnesium, copper, lead, or tin, or a metal alloy containing these metals, which is molded by using a die casting method. The casting metal obtained by using the die casting method can maintain the desired porous ductility, strength, thermal conductivity, high temperature resistance, hardness, wear resistance, durability, dimensional stability, and the like.

[0014] As shown in FIG. 2, the vehicle shock absorbing structure 10 (vehicle shock absorber) includes a main body 15 integrally including a first plate 11, a second plate 12 provided in a position parallel to the first plate 11, and a third plate 13 connecting the first plate 11 and the second plate 12. In this embodiment, the third plate 13 is provided in a position that divides each plate surface of the first plate 11 and the second plate 12 in half. As shown in FIG. 4, the main body 15 in this embodiment is divided into two spaces VA and VB in the Y direction by the third plate 13. The main body 15 further includes a pair of side plates 14, 14 connected to both ends of the first plate 11, the second plate 12, and the third plate 13. The main body 15 is formed in a box shape as a whole by the first plate 11, the second plate 12, the third plate 13, and the pair of side plates 14, 14.

[0015] 1 to 6, the traveling direction of the vehicle 1 (front-rear direction of the vehicle) is defined as the X direction, and the width direction of the vehicle 1 (left-right direction of the vehicle) is defined as the Y direction. Furthermore, the front side in the traveling direction is defined as the X1 side, the rear side in the traveling direction is defined as the X2 side, the right side in the vehicle width direction is defined as the Y1 side, and the left side in the vehicle width direction is defined as the Y2 side.

[0016] The main body 15 includes a plurality of partitioning ribs 16 provided across the first plate 11, the second plate 12, and the third plate 13. In the main body 15, in the space VA on the Y1 side in the Y direction, a first auxiliary rib 21A straddling the first plate 11 and the third plate 13 and a second auxiliary rib 22A straddling the second plate 12 and the third plate 13 are provided in a plurality of regions RA partitioned by the partitioning ribs 16. The first auxiliary rib 21A abuts only the first plate 11 and the third plate 13. The second auxiliary rib 22A abuts only the second plate 12 and the third plate 13. In the main body 15, in the space VB on the Y2 side in the Y direction, a first auxiliary rib 21B straddling the first plate 11 and the third plate 13 and a second auxiliary rib 22B straddling the second plate 12 and the third plate 13 are provided in a plurality of regions RB partitioned by the partitioning ribs 16. The first auxiliary rib 21B abuts only against the first plate 11 and the third plate 13. The second auxiliary rib 22B abuts only against the second plate 12 and the third plate 13.

[0017] In this embodiment, there are seven regions RA (RB), and the first auxiliary ribs 21A, 21B and the second auxiliary ribs 22A, 22B are provided only in four regions from the X1 side among the seven regions RA. The first auxiliary ribs 21A, 21B and the second auxiliary ribs 22A, 22B are provided two in the first region RA1 (RB1), four in the second region RA2 (RB2), three in the third region RA3 (RB3), and three in the fourth region RA4 (RB4). The seven regions RA are formed so that the width in the parallel direction (X direction) gradually decreases from the X1 side toward the X2 side.

[0018] As described above, the region RA2 (RB2) has more first auxiliary ribs 21A, 21B and second auxiliary ribs 22A, 22B than the regions RA3 (RB3) and RA4 (RB4). This is to suppress the variation in the load held by the vehicle shock absorbing structure 10 during a collision between the region RA2 (RB2) and the regions RA3 (RB3) and RA4 (RB4). The number of first auxiliary ribs 21A, 21B and second auxiliary ribs 22A, 22B in the region RA1 (RB1) is less than those in the region RA2 (RB2), region RA3 (RB3), and region RA4 (RB4) to facilitate crushing from the tip of the main body portion 15 in the early stage of a collision.

[0019] The first auxiliary ribs 21A, 21B and the second auxiliary ribs 22A, 22B are alternately arranged along the juxtaposition direction (X direction) of the multiple dividing ribs 16. Also, the width of the multiple regions RA (RB) in the juxtaposition direction of the dividing ribs 16 is configured to become narrower from the X1 side toward the X2 side.

[0020] The first auxiliary rib 21A and the second auxiliary rib 22A partially overlap when viewed along the juxtaposition direction (X direction) of the dividing ribs 16. The first auxiliary rib 21B and the second auxiliary rib 22B partially overlap when viewed along the juxtaposition direction (X direction) of the dividing ribs 16. Specifically, as shown in Fig. 5 and Fig. 6, the first auxiliary rib 21A and the second auxiliary rib 22A overlap at a central intersection portion C1, and the first auxiliary rib 21B and the second auxiliary rib 22B overlap at a central intersection portion C2.

[0021] As shown in Fig. 5 and Fig. 6, the first auxiliary ribs 21A, 21B are formed in a right-angled triangle shape, with two sides forming a right angle being provided on the first plate 11 and the third plate 13, and the hypotenuse extending to the side. The second auxiliary ribs 22A, 22B are formed in a right-angled triangle shape, with two sides forming a right angle being provided on the second plate 12 and the third plate 13, and the hypotenuse extending to the side. In this way, since the first auxiliary ribs 21A, 21B and the second auxiliary ribs 22A, 22B are in a right-angled triangle shape, the first auxiliary ribs 21A, 21B and the second auxiliary ribs 22A, 22B can be easily arranged while ensuring a long contact area with the first plate 11, the second plate 12, and the third plate 13. The first auxiliary ribs 21A, 21B and the second auxiliary ribs 22A, 22B may be in a shape other than a right-angled triangle.

[0022] The main body 15 has an H-shaped cross section perpendicular to the juxtaposition direction (X direction), and the first auxiliary rib 21A and the second auxiliary rib 22B are provided at positions that are point symmetric with the third plate 13 in between.

[0023] As shown in Fig. 2, the first plate 11 and the second plate 12 are formed in a wavy shape. Specifically, the first plate 11 and the second plate 12 are formed so that the portions 11a, 12a facing the region RA (RB) in a side view are valley-shaped, and the portions 11b, 12b facing the partition rib 16 are mountain-shaped. In this way, by forming the first plate 11 and the second plate 12 in a wavy shape, it is possible to sequentially generate deformations in which the first plate 11 and the second plate 12 are folded inward of the structure when the main body portion 15 is crushed in the vehicle impact absorption structure 10. As a result, the vehicle impact absorption structure 10 can be stably crushed from the tip of the main body portion 15. EXAMPLES

[0024] The effects of the above-described embodiment will be explained with reference to the results of collision behavior tests based on the following Example and Comparative Examples 1 and 2. [Example] In the embodiment, a vehicle shock absorbing body (vehicle shock absorbing structure 10) having a hollow rectangular prism shape shown in Figs. 2 to 6 was manufactured by casting an aluminum alloy. [Comparative Example 1] Comparative Example 1 shown in FIG. 7 is a vehicle impact absorber 10A that is the same in material and overall shape as the example, and has only a plurality of partition ribs 16 in the same positions as the example. [Comparative Example 2] Comparative Example 2 shown in FIG. 8 is a vehicle impact absorber 10B that is the same in material and overall shape as the embodiment, but has more dividing ribs 16 and narrower intervals between adjacent dividing ribs 16 than Comparative Example 1.

[0025] Collision tests were conducted under the same conditions for the Example and Comparative Examples 1 and 2, and the amount of displacement (stroke) of one end in the arrangement direction (X direction) of the partition ribs 16 due to the collision and the change in load associated with the displacement were measured. The amount of displacement and the load were integrated to calculate the amount of energy absorption (EA amount). Fig. 9 is a graph of the measurement results and the amount of energy absorption for Comparative Example 1. Fig. 10 is a graph of the measurement results and the amount of energy absorption for Comparative Example 2. Fig. 11 is a graph of the measurement results and the amount of energy absorption for the Example.

[0026] [evaluation] As shown in the graph of Fig. 9, in Comparative Example 1, the load held during a collision is small. Also, in Comparative Example 1, the load is almost zero in the movement range M1 between positions S1 and S2 and in the movement range M2 between positions S3 and S4 of the entire stroke. Thus, in the vehicle impact absorber 10A of Comparative Example 1, there are regions in which it is impossible to hold the load when crushed. For this reason, in Comparative Example 1, the energy absorption amount (EA amount) is small.

[0027] As shown in the graph of Fig. 10, the load held during a collision is larger in Comparative Example 2. The reason for this is believed to be that in Comparative Example 2, the number of partitioning ribs 16 is increased, which increases the load holding area and increases the rigidity of the vehicle impact absorber 10B. In Comparative Example 2, the energy absorption amount (EA amount) increases as the load increases. Furthermore, even in the vehicle impact absorber 10B of Comparative Example 2, there are areas that are unable to hold the load when crushed.

[0028] In comparative example 2, since the load supported in the event of a collision becomes larger, the components of the vehicle 1 that are arranged in series with the vehicle impact absorber 10B are required to support the vehicle impact absorber 10B, and therefore, for example, the cabin that protects the occupants, battery, etc. is required to have high strength, and measures such as increasing the plate thickness of the cabin's constituent components are required to increase the cabin's strength.

[0029] On the other hand, in the Example, as shown in the graph of FIG. 11, the load is suppressed to a lower level than in Comparative Example 2. Furthermore, in the Example, there is no region in which the load cannot be maintained when crushed. As a result, the Example obtains a higher energy absorption amount (EA amount) than Comparative Example 1. From the above results, it was confirmed that the Example can increase the efficiency of absorbing collision energy while suppressing the generation of excessive loads compared to Comparative Examples 1 and 2.

[0030] Second Embodiment As shown in FIG. 12, the vehicle impact absorption structure 10 (vehicle impact absorber) may have an E-shaped cross section formed by the first plate 11, the second plate 12, and the third plate 13. The other configurations are the same as those of the first embodiment. In the vehicle impact absorption structure 10 shown in FIG. 12, the third plate 13 is connected to the end faces of the first plate 11 and the second plate 12, and a plate material 17 that can be used for both the first plate 11 and the second plate 12 is provided at the middle position of the third plate 13, in addition to the first plate 11 and the second plate 12 connected to both ends of the third plate 13. As a result, the vehicle impact absorption structure 10 can be provided with a space VA (a plurality of regions RA) in which the first auxiliary rib 21A and the second auxiliary rib 22A are provided, and a space VB (a plurality of regions RB) in which the first auxiliary rib 21B and the second auxiliary rib 22B are provided, arranged vertically.

[0031] Other embodiments (a) In the above embodiment, an example has been shown in which the first auxiliary rib 21A (21B) and the second auxiliary rib 22A (22B) are alternately arranged along the juxtaposition direction of the multiple partition ribs 16. Alternatively, one or both of the first auxiliary rib 21A (21B) and the second auxiliary rib 22A (22B) may be arranged continuously along the juxtaposition direction. Furthermore, the vehicle shock absorbing structure 10 may be configured such that only one of the first auxiliary rib 21A (21B) and the second auxiliary rib 22A (22B) is arranged.

[0032] (b) In the above embodiment, an example was shown in which the vehicle impact absorption structure 10 was disposed on the front side of the passenger compartment of the vehicle 1, but the vehicle impact absorption structure 10 may also be disposed on the rear side of the passenger compartment of the vehicle 1. In addition, the vehicle impact absorption structure 10 may also be disposed on the left or right side of the passenger compartment.

[0033] (c) In the above embodiment, the vehicle impact absorbing structure 10 is disposed so as to extend in the vehicle longitudinal direction at the front side of the cabin of the vehicle 1, but the vehicle impact absorbing structure 10 may be disposed so as to extend in the vehicle lateral direction. Moreover, the vehicle impact absorbing structure 10 may be disposed so as to extend in both the vehicle longitudinal direction and the vehicle lateral direction.

[0034] (d) In the above embodiment, examples were shown in which the vehicle impact absorption structure 10 had an H-shaped or E-shaped cross-sectional shape, but the vehicle impact absorption structure 10 may have other cross-sectional shapes as long as there is at least one space partitioned by the partitioning rib 16 in a cross section perpendicular to the arrangement direction of the partitioning ribs 16.

[0035] (e) In the above embodiment, an example was shown in which the plate surfaces of the first plate 11 and the second plate 12 in the vehicle impact absorption structure 10 are formed in a wavy shape, but the plate surfaces of the first plate 11 and the second plate 12 may also be flat.

[0036] [Summary of the above embodiment] Hereinafter, in the above-described embodiment, the following configurations are envisioned. <1> One embodiment of the vehicle impact absorbing structure (10) is a vehicle impact absorbing structure (10) formed of cast metal, and includes a main body portion (15) integrally having a first plate (11), a second plate (12) provided in a position parallel to the first plate (11), and a third plate (13) connecting the first plate (11) and the second plate (12), and a plurality of partition ribs (16) provided across the first plate (11), the second plate (12), and the third plate (13). In the main body portion (15), first auxiliary ribs (21A, 21B) are provided in areas (RA, RB) defined by the plurality of partition ribs (16) that span the first plate (11) and the third plate (13) and abut only against the first plate (11) and the third plate (13).

[0037] According to this embodiment, the vehicle impact absorption structure (10) is provided with first auxiliary ribs (21A, 21B) that straddle the first plate (11) and the third plate (12) and abut only on the first plate (11) and the third plate (13) in the areas (RA, RB) defined by the partitioning ribs (16) in the main body portion (15) composed of the first plate (11), the second plate (12), and the third plate (13). As a result, in the vehicle impact absorption structure (10), the first auxiliary ribs (21A, 21B) act as reinforcing materials that locally receive the propagation of the breakage of the main body portion (15) and promote gradual collapse in the defined areas (RA, RB). As a result, the vehicle impact absorption structure (10) can eliminate the problem that the load at the time of a collision cannot be supported when a breakage occurs in the outer wall or the inner wall of the main body portion (15) in the spatial area defined by the partitioning ribs (16).

[0038] In addition, since the first auxiliary ribs (21A, 21B) are configured to straddle the first plate (11) and the third plate (13) and abut only against the first plate (11) and the third plate (13), the main body portion (15) is not overly reinforced by the first reinforcing ribs (21A, 21B) and the load is not excessively increased. Therefore, the vehicle impact absorption structure (10) can continuously maintain an appropriate load and increase the efficiency of absorbing collision energy.

[0039] <2> In the vehicle impact absorption structure (10), second auxiliary ribs (22A, 22B) are provided in the areas (RA, RB) defined by the plurality of partitioning ribs (16) in the main body (15), spanning the second plate (12) and the third plate (13) and abutting only the second plate (12) and the third plate (13), and it is preferable that the first auxiliary ribs (21A, 21B) and the second auxiliary ribs (22A, 22B) are arranged alternately along the parallel arrangement direction (X direction) of the plurality of partitioning ribs (16).

[0040] In this embodiment, the first auxiliary ribs (21A, 21B) and the second auxiliary ribs (22A, 22B) are alternately arranged along the arrangement direction (X direction) of the partitioning ribs (16), so that the vehicle impact absorption structure (10) can absorb the impact energy while stably maintaining the posture of the main body portion (15) when it is hit in the arrangement direction (X direction) of the partitioning ribs (16). This allows the vehicle impact absorption structure (10) to increase the efficiency of absorbing impact energy.

[0041] <3> In the vehicle shock absorbing structure (10), it is preferable that the first auxiliary ribs (21A, 21B) and the second auxiliary ribs (22A, 22B) partially overlap each other when viewed along the juxtaposition direction (X direction).

[0042] As in this embodiment, if the first auxiliary ribs (21A, 21B) and the second auxiliary ribs (22A, 22B) partially overlap when viewed along the juxtaposition direction (X direction) of the multiple partition ribs (16), the load associated with the collision energy can be integrally supported by the first auxiliary ribs (21A, 21B) and the second auxiliary ribs (22A, 22B). This enables the vehicle impact absorption structure (10) to increase the maximum load support amount by the first auxiliary ribs (21A, 21B) and the second auxiliary ribs (22A, 22B).

[0043] <4> In the vehicle impact absorption structure (10), it is preferable that the main body (15) has an H-shaped cross section perpendicular to the arrangement direction (X direction), and the first auxiliary rib (21A, 21B) and the second auxiliary rib (22A, 22B) are provided in point-symmetric positions across the third plate (13).

[0044] According to this embodiment, the cross section of the main body (15) perpendicular to the arrangement direction (X direction) of the partitioning ribs (16) is H-shaped, so that the arrangement area of ​​the first auxiliary ribs (21A, 21B) and the second auxiliary ribs (22A, 22B) can be widely secured, and therefore the efficiency of absorbing collision energy can be improved. In addition, the first auxiliary ribs (21A, 21B) and the second auxiliary ribs (22A, 22B) are provided at positions that are point symmetrical with respect to the third plate (13), so that the vehicle shock absorbing structure (10) can be crushed in a balanced manner by the first auxiliary ribs (21A, 21B) and the second auxiliary ribs (22A, 22B) when collided with from the arrangement direction (X direction) of the partitioning ribs (16). [Industrial Applicability]

[0045] The present invention is widely applicable to vehicle shock absorbing structures. [Explanation of symbols]

[0046] 1: vehicle, 10: vehicle impact absorbing structure, 11: first plate, 12: second plate, 13: third plate, 15: main body, 16: partition rib, 21A, 21B: first auxiliary rib, 22A, 22B: second auxiliary rib, RA, RB: area, X: juxtaposition direction

Claims

1. A vehicle shock absorbing structure formed of cast metal, comprising: a main body integrally including a first plate, a second plate provided in a position parallel to the first plate, and a third plate connecting the first plate and the second plate; a plurality of partition ribs provided across the first plate, the second plate, and the third plate; A vehicle impact absorbing structure in which a first auxiliary rib is provided in an area partitioned by the plurality of partition ribs in the main body portion, the first auxiliary rib spanning the first plate and the third plate and abutting only the first plate and the third plate.

2. a second auxiliary rib is provided in the area defined by the plurality of defining ribs in the main body portion, the second auxiliary rib being in contact with only the second plate and the third plate across the second plate and the third plate; The vehicle shock absorbing structure according to claim 1 , wherein the first auxiliary ribs and the second auxiliary ribs are alternately arranged along a direction in which the plurality of partition ribs are arranged side by side.

3. The vehicle impact absorbing structure according to claim 2 , wherein the first auxiliary rib and the second auxiliary rib partially overlap each other when viewed along the juxtaposition direction.

4. The main body has an H-shaped cross section perpendicular to the juxtaposition direction, 4. The vehicle impact absorbing structure according to claim 2, wherein the first auxiliary rib and the second auxiliary rib are provided at positions that are point symmetric with respect to the third plate.

Images