Impact absorption member for vehicle and impact absorption structure for vehicle

Abstract

To provide an impact absorption member for a vehicle and an impact absorption structure for a vehicle that are capable of satisfying requirements to impact absorption with highly flexibility.SOLUTION: An impact absorption member 30 includes a cylindrical main body portion 31 and a partition wall 32 dividing the inside of the main body portion 31. The partition wall 32 includes a n inclined wall 34 extending in an inclination direction inclined with respect to an axial direction of the main body portion 31.SELECTED DRAWING: Figure 1

Description

[Technical Field]

[0001] The present invention relates to a vehicle impact absorbing member and a vehicle impact absorbing structure. [Background technology]

[0002] Patent Document 1 describes a cylindrical impact absorbing box, a so-called crash box. The vehicle on which the impact absorbing box is installed has a bumper reinforcement extending in the vehicle width direction at the front and side members extending in the front-rear direction of the vehicle at the sides. The impact absorbing box is installed between the bumper reinforcement and the side members so that its axis extends in the front-rear direction of the vehicle.

[0003] When a collision load is applied during a frontal collision of the vehicle, the impact absorbing box deforms so as to be crushed in the axial direction, thereby absorbing the impact energy applied during the vehicle collision. [Prior art documents] [Patent documents]

[0004] [Patent Document 1] Japanese Patent Application Laid-Open No. 2009-113596 Summary of the Invention [Problem to be solved by the invention]

[0005] The requirements for impact energy absorption are becoming more diverse, such as the need to absorb impact loads applied obliquely to the axis of the impact absorbing box, or the need to absorb large loads resulting from increased vehicle weight, etc. The impact absorbing box described above may not be able to adequately meet such requirements. [Means for solving the problem]

[0006] To solve the above problem, an impact absorbing member for a vehicle comprises a cylindrical main body and a partition wall that separates the interior of the main body, and the partition wall has an inclined wall that extends in an inclined direction relative to the axial direction of the main body.

[0007] A vehicle impact absorption structure for solving the above-mentioned problems includes a side member extending in the longitudinal direction of the vehicle at the side of the vehicle, a bumper reinforcement extending in the vehicle width direction further forward of the side member, and an impact absorbing box provided between the side member and the bumper reinforcement so as to connect the side member and the bumper reinforcement, wherein the bumper reinforcement is provided with a vehicle impact absorbing member, and the vehicle impact absorbing member includes a cylindrical main body portion whose axis extends in the longitudinal direction and a partition wall that separates the interior of the main body portion, and the partition wall has an inclined wall that extends in an inclined direction that is inclined in the vehicle width direction with respect to the axial direction of the main body portion. [Brief explanation of the drawings]

[0008] [Figure 1] 1 is a perspective view of a vehicle impact absorbing member according to a first embodiment. [Figure 2] 1 is a plan view showing the front part of a vehicle to which a shock absorbing structure for a vehicle according to a first embodiment is applied. [Figure 3] 3 is a cross-sectional view of the impact absorbing member for a vehicle according to the first embodiment taken along line 3-3 in FIG. 1. FIG. [Figure 4] 1 is a front view of a vehicle impact absorbing member according to a first embodiment, as viewed from the front. [Figure 5] 5(a) to 5(e) are schematic diagrams conceptually showing deformation modes of the impact absorbing member when a load is applied from the front in the axial direction. [Figure 6] 10 is a schematic diagram conceptually showing deformation of a connecting wall when an axial load is applied from the front. [Figure 7] 10 is a plan view showing an example of a right impact absorbing member and its surrounding structure when a collision load is applied from the diagonally front right side. FIG. [Figure 8] 10 is a plan view showing the front part of a vehicle to which a shock absorbing structure for a vehicle according to a second embodiment is applied. FIG. [Figure 9] 1 is a plan view showing an example of an impact absorbing member and its surrounding structure when an object collides from the front with an outer portion in the vehicle width direction at the front of the vehicle. FIG. [Figure 10] FIG. 10 is a front view of a vehicle impact absorbing member according to another embodiment, as viewed from the front. [Figure 11] FIG. 10 is a front view of a vehicle impact absorbing member according to another embodiment, as viewed from the front. DETAILED DESCRIPTION OF THE INVENTION

[0009] (First embodiment) Hereinafter, a first embodiment of a shock absorbing member for a vehicle and a shock absorbing structure for a vehicle will be described with reference to FIGS.

[0010] Hereinafter, the width direction of the vehicle will be referred to as the vehicle width direction X, the front-rear direction of the vehicle as the front-rear direction Y, and the up-down direction of the vehicle when the vehicle is positioned on a horizontal plane as the up-down direction Z. In addition, the right and left sides in the vehicle width direction X will be referred to simply as the "right side" and "left side", respectively, the front and rear sides in the front-rear direction Y will be referred to simply as the "front side" and "rear side", respectively, and the upper and lower sides in the up-down direction Z will be referred to simply as the "upper side" and "lower side", respectively.

[0011] As shown in FIG. 2, a side member 21, an impact absorbing box 22, a bumper reinforcement 23, and an impact absorbing member 30 are provided at the front of a vehicle 20. In this embodiment, the front of the vehicle 20 has a symmetrical structure between the right and left halves. Therefore, hereinafter, only the right half of the front of the vehicle 20 will be described, and the description of the left half may be omitted. Furthermore, when it is necessary to distinguish between a pair of left and right components or parts, the one located on the left side will be designated by adding an "L" after the "component name" + "number," and the one located on the right side will be designated by adding an "R" after the "component name" + "number." For example, in the case of side member 21, the one located on the left side will be designated side member 21L, and the one located on the right side will be designated side member 21R.

[0012] <Side member> The side members 21 are generally rectangular tubular and extend in the front-to-rear direction Y on the sides of the vehicle 20. The side members 21 are paired on the left and right, with a side member 21R located on the right side and a side member 21L located on the left side. Each side member 21 constitutes part of the frame of the vehicle 20 on both sides of the vehicle 20. A first fixing portion 212 is integrally formed at the front end of each side member 21. The first fixing portion 212 is flange-shaped and protrudes outward from the outer circumferential surface of the side member 21.

[0013] <Shock absorbing box> The impact absorbing boxes 22 are located in front of the side members 21. The impact absorbing boxes 22 are cylindrical and extend in the front-to-rear direction Y. The impact absorbing boxes 22 form a pair on the left and right, with the impact absorbing box 22R located on the right side and the impact absorbing box 22L located on the left side. Each impact absorbing box 22 is provided at the front end of the side member 21 on both sides of the vehicle 20.

[0014] A second fixing portion 222 is integrally formed at the rear end of the impact absorbing box 22. The second fixing portion 222 has a flange shape that protrudes outward from the outer circumferential surface of the impact absorbing box 22. A third fixing portion 223 is integrally formed at the front end of the impact absorbing box 22. The third fixing portion 223 has a flange shape that protrudes outward from the outer circumferential surface of the impact absorbing box 22.

[0015] In this embodiment, the first fixing portion 212R and the second fixing portion 222R are fastened together by screwing, with the front surface of the first fixing portion 212R of the side member 21R abutting against the rear surface of the second fixing portion 222R of the impact absorbing box 22R. As a result, the rear end of the impact absorbing box 22R is fixed to the front end of the side member 21R. Also, the first fixing portion 212L and the second fixing portion 222L are fastened together by screwing, with the front surface of the first fixing portion 212L of the side member 21L abutting against the rear surface of the second fixing portion 222L of the impact absorbing box 22L. As a result, the rear end of the impact absorbing box 22L is fixed to the front end of the side member 21L.

[0016] <Bumper reinforcement> The bumper reinforcement 23 is located in front of the pair of impact absorbing boxes 22. The bumper reinforcement 23 has a substantially rectangular cylindrical shape and extends in the vehicle width direction X. The bumper reinforcement 23 has a central portion 24 that forms the central portion in the vehicle width direction X, and end portions 25 that form both end portions in the vehicle width direction X. The central portion 24 extends linearly in the vehicle width direction X. Each end portion 25 extends obliquely rearward from the boundary with the central portion 24 so that it becomes more rearward as it moves outward in the vehicle width direction X.

[0017] With the rear surface of the end 25R of the bumper reinforcement 23 in contact with the front surface of the third fixing portion 223R of the impact absorbing box 22R, the end 25R of the bumper reinforcement 23 and the third fixing portion 223R are fixed together by screw fastening. Also, with the rear surface of the end 25L of the bumper reinforcement 23 in contact with the front surface of the third fixing portion 223L of the impact absorbing box 22L, the end 25L of the bumper reinforcement 23 and the third fixing portion 223L are fixed together by screw fastening. In this way, the front ends of the impact absorbing boxes 22R, 22L are fixed to the rear end of the bumper reinforcement 23. In this embodiment, the impact absorbing box 22 is provided between the side member 21 and the bumper reinforcement 23 so as to connect the side member 21 and the bumper reinforcement 23.

[0018] <Shock absorbing material> The impact absorbing members 30 are provided on the front surface of the bumper reinforcement 23. The impact absorbing members 30 are paired on the left and right, with the impact absorbing member 30R located on the right side and the impact absorbing member 30L located on the left side. Each impact absorbing member 30 is provided in front of the impact absorbing box 22 on both sides of the vehicle 20. Note that in this embodiment, the impact absorbing members 30 are formed by an additive manufacturing device, a so-called 3D printer. Furthermore, in this embodiment, the impact absorbing members 30 correspond to impact absorbing members for a vehicle.

[0019] 3, a virtual line extending along a virtual plane extending in the vehicle width direction X and the front-rear direction Y and inclined at a predetermined angle (30 degrees in this embodiment) with respect to the axis L1 so as to be outward in the vehicle width direction X as it moves forward will be referred to as "VL1." The direction in which the virtual line VL1 extends will be referred to as "inclined direction S1," a virtual line extending along the virtual plane perpendicular to the virtual line VL1 will be referred to as "VL2," and the direction in which the virtual line VL2 extends will be referred to as "orthogonal direction S2."

[0020] As shown in FIGS. 1, 3 and 4, the impact absorbing member 30 has a main body 31 and a partition wall 32. The main body 31 has a rectangular cylindrical shape. An axis L1 of the main body 31 extends in the front-rear direction Y.

[0021] The partition wall 32 constitutes an inner wall that divides the interior of the main body 31. The partition wall 32 is composed of an inclined wall 34, a first connecting wall 35, and a second connecting wall 36. The inclined wall 34, the first connecting wall 35, and the second connecting wall 36 are provided inside the main body 31 so as to form a lattice.

[0022] <Sloped wall> The inclined walls 34 extend in the inclined direction S1, which is a direction inclined in the vehicle width direction X with respect to the axial direction of the main body 31, and in the up-down direction Z. As shown in Fig. 3, the inclined walls 34 are arranged at equal intervals in the orthogonal direction S2, which is a direction perpendicular to the inclined direction S1, and a plurality of the inclined walls 34 (nine in this embodiment) are provided so as to extend parallel to each other. Each inclined wall 34 has a flat plate shape.

[0023] As shown in Figure 2, in this embodiment, the right-side impact absorbing member 30R and the left-side impact absorbing member 30L have the same structure. The impact absorbing members 30R and 30L are provided on the bumper reinforcement 23 so that the inclined walls 34R, 34L are inclined in opposite directions. Specifically, the inclined wall 34R of the impact absorbing member 30R extends at an angle relative to the front-rear direction Y so that it is positioned more to the right as it moves forward. On the other hand, the inclined wall 34L of the impact absorbing member 30L extends at an angle relative to the front-rear direction Y so that it is positioned more to the left as it moves forward.

[0024] In this embodiment, the inclination angle of the inclined wall 34 with respect to the axis L1 is set to "30 degrees." As a result, when a collision load is applied to the main body 31 from the front, the main body 31 can be deformed so as to be crushed in the axial direction while being tilted toward the inclined side of the inclined wall 34, thereby making it possible to release part of the load applied in the axial direction to the inclined side.

[0025] Here, when a collision load is applied to the impact absorbing member 30 from the front, the greater the deformation amount of the impact absorbing member 30 toward the inclined side (hereinafter referred to as the inclined side deformation amount), the greater the load that is released toward the inclined side.

[0026] As a result of analysis by the inventors, it was found that by setting the inclination angle of the inclined wall 34 to be equal to or greater than 20 degrees and equal to or less than 40 degrees, the amount of deformation on the inclined side of the impact absorbing member 30 is significantly greater than when the angle is set to less than 20 degrees or greater than 40 degrees. It was also found that by setting the inclination angle of the inclined wall 34 to 30 degrees, the amount of deformation on the inclined side of the impact absorbing member 30 is greatest. Taking this into consideration, in this embodiment, the inclination angle of the inclined wall 34 is set to 30 degrees. This increases the load that is released to the inclined side when a collision load is applied to the main body portion 31 from the front.

[0027] The reason why the amount of deformation on the inclined side of the impact absorbing member 30 becomes significantly larger when the inclination angle of the inclined wall 34 is set to be greater than or equal to 20 degrees and less than or equal to 40 degrees is thought to be as follows.

[0028] When the inclination angle of the inclined wall 34 is less than 20 degrees, the angle between the axis L1 and the inclined wall 34 becomes very small. Therefore, when a load is applied to the inclined wall 34 from the front, most of the load acts to crush the inclined wall 34 in the axial direction, while a small portion of the load acts to tilt the inclined wall 34 toward the inclined side. In this case, the inclined wall 34 is structured to be less likely to tilt toward the inclined side, and therefore the amount of deformation of the impact absorbing member 30 toward the inclined side is less likely to increase.

[0029] On the other hand, when the inclination angle of the inclined wall 34 is greater than 40 degrees, the angle between the axis L1 and the inclined wall 34 becomes large. Therefore, a load applied to the inclined wall 34 from the front tends to tilt the inclined wall 34 toward the inclined side. However, in this case, the large angle between the axis L1 and the inclined wall 34 reduces the rigidity of the inclined wall 34 against axial loads. Therefore, when a load is applied to the inclined wall 34 from the front, the inclined wall 34 deforms so as to be crushed in the axial direction before deforming so as to tilt toward the inclined side. In this case, the inclined wall 34 is structured to be less likely to tilt toward the inclined side, and therefore the amount of deformation of the impact absorbing member 30 toward the inclined side is less likely to increase.

[0030] In contrast, when the inclination angle of the inclined wall 34 is greater than or equal to 20 degrees and less than or equal to 40 degrees, the angle between the axis L1 and the inclined wall 34 becomes appropriately large. Therefore, when a load is applied to the inclined wall 34 from the front, a force that deforms the inclined wall 34 so as to crush it in the axial direction and a force that deforms the inclined wall 34 so as to tilt it toward the inclined side act on the inclined wall 34 in a balanced manner. In this case, the inclined wall 34 is structured to easily tilt toward the inclined side, so the amount of inclined-side deformation of the impact-absorbing member 30 becomes significantly large. Furthermore, when the inclination angle of the inclined wall 34 is 30 degrees, the balance between the force that deforms the inclined wall 34 so as to crush it in the axial direction and the force that deforms the inclined wall 34 so as to tilt it toward the inclined side is optimal. In this case, the amount of inclined-side deformation of the impact-absorbing member 30 is greatest.

[0031] <First connecting wall and second connecting wall> As shown in FIGS. 1, 3, and 4, the first connecting wall 35 extends in the arrangement direction of the inclined walls 34, specifically in the vehicle width direction X. The first connecting wall 35 is provided in a portion where the inclined surface of the inclined wall 34 and the inner surface of the main body portion 31 are adjacent to each other in the vehicle width direction X. The first connecting wall 35 is provided between the inclined wall 34 and the inner surface of the main body portion 31 so as to connect the inclined surface of the inclined wall 34 to an inner surface of the main body portion 31 that is adjacent to the inclined surface of the inclined wall 34. More specifically, one end portion of the first connecting wall 35 extends between the inclined wall 34 and the inner surface of the main body portion 31 so as to connect the inclined surface of the inclined wall 34 to the inner surface of the main body portion 31. The other end portion of the first connecting wall 35 extends between two adjacent inclined walls 34 so as to connect the inclined surfaces of those inclined walls 34.

[0032] The first connecting wall 35 has a first bent portion 351 that is bent in the direction in which the inclined surface of the inclined wall 34 and the inner surface of the main body portion 31 are aligned. The first bent portion 351 has a bent shape. More specifically, the first connecting wall 35 has an L-shaped cross section and extends in the inclined direction S1. A plurality of first connecting walls 35 are provided so as to be aligned at equal intervals in the vertical direction Z.

[0033] The second connecting wall 36 extends in the arrangement direction of the inclined walls 34, specifically in the vehicle width direction X. The second connecting wall 36 is provided between adjacent inclined walls 34 so as to connect the inclined surfaces of the adjacent inclined walls 34. The second connecting wall 36 has a second bent portion 361 that is bent in the arrangement direction of the inclined walls 34, specifically in the orthogonal direction S2. The second bent portion 361 has a bent shape. More specifically, the second connecting wall 36 has an L-shaped cross section and extends in the inclined direction S1. A plurality of second connecting walls 36 are provided so as to be aligned at equal intervals in the up-down direction Z.

[0034] In this embodiment, the first connecting wall 35 and the second connecting wall 36 are provided to overlap in the vehicle width direction X. More specifically, assuming that the first connecting wall 35 and the second connecting wall 36 that overlap in the vehicle width direction X are connected, the first connecting wall 35 and the second connecting wall 36 are provided so as to form a corrugated shape in which peaks and valleys are alternately arranged in the orthogonal direction S2.

[0035] A fourth fixing portion 33 is integrally provided at the rear end of the impact absorbing member 30. The fourth fixing portion 33 has a flange shape that protrudes outward from the outer circumferential surface of the main body portion 31 of the impact absorbing member 30.

[0036] In this embodiment, the fourth fixing portion 33R and the front wall 231 of the bumper reinforcement 23 are fixed together by screw fastening, with the rear surface of the fourth fixing portion 33R abutting against the front surface of the end portion 25R of the bumper reinforcement 23. In this way, the rear end of the impact absorbing member 30R is fixed to the front wall 231 of the bumper reinforcement 23. In this embodiment, the impact absorbing member 30R, the impact absorbing box 22R, and the front portions of the side member 21R are arranged to overlap in the front-to-rear direction Y. More specifically, the impact absorbing member 30R, the impact absorbing box 22R, and the front portions of the side member 21R are arranged to be aligned on the same straight line extending in the front-to-rear direction Y.

[0037] Furthermore, with the rear surface of the fourth fixing portion 33L abutting against the front surface of the end portion 25L of the bumper reinforcement 23, the fourth fixing portion 33L and the front wall 231 of the bumper reinforcement 23 are fixed together by screw fastening. In this way, the rear end of the impact absorbing member 30L is fixed to the front wall 231 of the bumper reinforcement 23. In this embodiment, the impact absorbing member 30L, the impact absorbing box 22L, and the front portions of the side member 21L are arranged to overlap in the front-to-rear direction Y. More specifically, the impact absorbing member 30L, the impact absorbing box 22L, and the front portions of the side member 21L are arranged to be aligned on the same straight line extending in the front-to-rear direction Y.

[0038] <Operation of this embodiment> The operation of this embodiment will be described. Figure 5 conceptually shows how the impact absorbing member 30R deforms when an axial load (indicated by the black arrow in Figure 5(a)) is applied from the front, such as a collision load during a frontal collision of the vehicle 20. In Figure 5, the state of the impact absorbing member 30 changes in the order of the state shown in Figure 5(a), the state shown in Figure 5(b), the state shown in Figure 5(c), the state shown in Figure 5(d), and the state shown in Figure 5(e).

[0039] 5, when an axial load is applied to the impact absorbing member 30R from the front, the cylindrical main body 31R deforms so as to gradually lean toward the inclined side of the inclined wall 34R, specifically, to the right. This deformation releases part of the load applied to the impact absorbing member 30R to the right, thereby reducing the axial load applied to the main body 31R.

[0040] 6, at this time, the first connecting wall 35R and the second connecting wall 36R, which form part of the lattice inside the main body 31R, deform so that the bending angles of the bending portions 351R, 361R become larger, in other words, so that they extend in the vehicle width direction X. As a result, the amount of deformation of the impact absorbing member 30R toward the right side, which is the inclined side, becomes larger compared to when a type that does not extend in the vehicle width direction X is used.

[0041] 5, when an axial load is applied to the impact absorbing member 30R from the front, and the axial load reaches a predetermined level, the main body 31R begins to compressively break in the axial direction. After that, the main body 31R is continuously broken so as to be crushed in the axial direction. This absorbs the impact energy of the collision of the vehicle 20.

[0042] In this embodiment, when an axial load is applied from the front, the left impact absorbing member 30L exhibits the same effect as the right impact absorbing member 30R described above. That is, when an axial load is applied to the impact-absorbing member 30L from the front, the cylindrical main body 31L deforms so as to gradually tilt toward the inclined side of the inclined wall 34L, specifically toward the left. As a result, the axial load applied to the main body 31L decreases. At this time, the first connecting wall 35L and the second connecting wall 36L, which form part of the lattice inside the main body 31L, deform so as to increase the bending angles of the bent portions 351L and 361L, in other words, to extend in the vehicle width direction X.

[0043] Furthermore, when the axial load applied to the impact absorbing member 30L reaches a predetermined level, the main body 31L begins to compressively break in an axially crushed manner. After that, the main body 31L is continuously broken so as to be crushed in the axial direction. This absorbs the impact energy of the collision of the vehicle 20.

[0044] Fig. 7 shows an example of the right impact absorbing member 30R and its surrounding structure when a collision load LD1 is applied from the front right diagonal. In the example shown in Fig. 7, the collision load LD1 is applied to the impact absorbing member 30R from an angle of 15 degrees to the right.

[0045] When a collision load LD1 is applied to the impact absorbing member 30R from the diagonal front right, if the angle θ between an imaginary line extending in the load direction of the collision load LD1 and the axis L1 is "0 < θ < 30 degrees," the inclined wall 34 (see FIG. 3) before deformation will be inclined to the right with respect to the load direction. In the example shown in FIG. 7, the angle θ is "15 degrees," so the inclined wall 34R before deformation will be inclined 15 degrees to the right with respect to the direction of the collision load LD1.

[0046] 7, in this case, the impact absorbing member 30R deforms so as to gradually tilt toward the inclined side of the inclined wall 34R with respect to the axis L1, specifically toward the right. As the impact absorbing member 30R deforms in this manner, the direction of a collision load LD1 applied to the impact absorbing member 30R from the diagonally front right is partially changed rearward. Then, the load LD2, whose direction has been changed rearward, is transmitted via the bumper reinforcement 23 to the impact absorbing box 22R located behind the impact absorbing member 30R.

[0047] In this case, even if a collision load LD1 is applied from the diagonally front right, the impact absorbing box 22R can be appropriately deformed so as to be crushed in the front-rear direction Y while being prevented from falling inward in the vehicle width direction X, specifically to the left. Therefore, the impact energy applied to the collision of the vehicle 20 can be appropriately absorbed.

[0048] In this embodiment, when a collision load is applied from the diagonally front left, the left impact absorbing member 30L functions in the same manner as the above-described right impact absorbing member 30R. That is, when a collision load is applied from the diagonal front left, if the angle θ between an imaginary line extending in the direction of the collision load and the axis L1 is "0 < θ < 30 degrees," the impact absorbing member 30L deforms so as to gradually lean toward the inclined side of the inclined wall 34L relative to the axis L1, specifically, toward the left. As the impact absorbing member 30L deforms, the direction of a portion of the collision load applied to the impact absorbing member 30L from the diagonal front left is shifted rearward. Then, the load whose direction has been shifted rearward is transmitted via the bumper reinforcement 23 to the impact absorbing box 22L located behind the impact absorbing member 30L.

[0049] In this case, even if a collision load is applied from the diagonally front left, the impact absorbing box 22L can be appropriately deformed so as to be crushed in the front-rear direction Y while being prevented from falling inward in the vehicle width direction X (specifically, to the right). Therefore, the impact energy applied to the collision of the vehicle 20 can be suitably absorbed.

[0050] <Effects of this embodiment> The effects of this embodiment will be described. (1-1) The vehicle 20 is provided with an impact absorbing member 30. The impact absorbing member 30 includes a cylindrical main body 31 and a partition wall 32 that separates the interior of the main body 31. The partition wall 32 has an inclined wall 34 that extends in an inclined direction S1 that is inclined with respect to the axial direction of the main body 31.

[0051] According to the above configuration, when a collision load is applied to the cylindrical main body 31, the main body 31 can be deformed so as to be crushed in the axial direction while being tilted toward the inclined side of the inclined wall 34. Therefore, the load direction can be changed toward the inclined side for part of the impact load applied to the impact absorbing member 30 in the axial direction. This allows for a high degree of flexibility in meeting demands for impact absorption.

[0052] (1-2) The partition wall 32 has a first connecting wall 35 that connects the inclined surface of the inclined wall 34 to an inner surface of the main body portion 31 that is adjacent to the inclined surface. According to the above configuration, when the main body portion 31 is deformed due to the application of a collision load, the inclined wall 34 and the main body portion 31 fall while being connected by the first connecting wall 35, which prevents the direction in which the main body portion 31 falls from shifting from the direction in which the inclined wall 34 falls. Therefore, when the main body portion 31 is deformed due to the collision load, the main body portion 31 can be accurately tilted toward the inclined side.

[0053] Furthermore, the partition wall 32 has a second connecting wall 36 that connects the inclined surfaces of adjacent inclined walls 34. Therefore, even though the impact absorbing member 30 has a plurality of inclined walls 34, when the main body portion 31 is deformed due to the application of a collision load, the plurality of inclined walls 34 and the main body portion 31 fall while being connected by the first connecting wall 35 and the second connecting wall 36. Therefore, it is possible to suitably prevent the direction in which the main body portion 31 falls from misaligning with the direction in which each inclined wall 34 falls.

[0054] (1-3) The first connecting wall 35 has a first bent portion 351 that is bent in the alignment direction of the inclined surface of the inclined wall 34 and the inner surface of the main body portion 31. The second connecting wall 36 has a second bent portion 361 that is bent in the alignment direction of the inclined wall 34.

[0055] According to the above configuration, when the main body 31 is deformed due to the application of a collision load, the first connecting wall 35 and the second connecting wall 36 can be deformed so that the bending angles of the bending portions 351, 361 become larger, in other words, they are stretched. Therefore, compared to the case where a non-stretchable connecting wall is used, the amount of deformation of the main body 31 and the inclined wall 34 toward the inclined side can be easily increased.

[0056] (1-4) The vehicle 20 includes a side member 21, a bumper reinforcement 23, and an impact absorbing box 22. The side member 21 extends in the front-to-rear direction Y of the vehicle 20 at the side of the vehicle 20. The bumper reinforcement 23 extends in the vehicle width direction X forward of the side member 21. The impact absorbing box 22 is provided between the side member 21 and the bumper reinforcement 23 so as to connect the two. The impact absorbing member 30 is provided on the front surface of the bumper reinforcement 23 so as to overlap the impact absorbing box 22 in the front-to-rear direction Y. The inclined wall 34 of the impact absorbing member 30 extends in the inclined direction S1 so as to be more outward in the vehicle width direction X as it moves forward.

[0057] According to the above configuration, when a collision load is applied to the impact absorbing member 30 from diagonally forward, the impact absorbing box 22 can be appropriately deformed so as to be crushed in the front-rear direction Y while being prevented from falling inward in the vehicle width direction X. Therefore, the impact energy applied in the collision of the vehicle 20 can be appropriately absorbed.

[0058] (Second embodiment) The second embodiment of the vehicle impact absorbing member and vehicle impact absorbing structure will be described below, focusing on the differences from the first embodiment, with reference to Figures 8 and 9. Note that, in the following, the same or corresponding components as those in the first embodiment will be denoted by the same or corresponding reference numerals, and redundant description will be omitted.

[0059] This embodiment differs from the first embodiment in the arrangement of the impact absorbing members. 8, the impact absorbing member 50 of this embodiment is provided on the front surface of the bumper reinforcement 23. In this embodiment, the fourth fixing portion 53 of the impact absorbing member 50 and the front surface of the end portion 25 of the bumper reinforcement 23 are abutted against each other, and the fourth fixing portion 53 and the front wall 231 of the bumper reinforcement 23 are fixed together by screw fastening. In this way, the rear end of the impact absorbing member 50 is fixed to the front wall 231 of the bumper reinforcement 23.

[0060] The impact absorbing members 50 form a left-right pair, with the impact absorbing member 50R located on the right side and the impact absorbing member 50L located on the left side. Each impact absorbing member 50 is provided on both sides of the vehicle 40 so that the inner end of the impact absorbing member 50 in the vehicle width direction X is more outward in the vehicle width direction X than the outer end of the side member 21 in the vehicle width direction X. Specifically, the impact absorbing member 50R is provided at the right end portion of the bumper reinforcement 23. The impact absorbing member 50L is provided at the left end portion of the bumper reinforcement 23.

[0061] In this embodiment, the impact absorbing member 50R and the impact absorbing member 50L are provided on the bumper reinforcement 23 so that the inclined walls 54R, 54L are inclined in opposite directions. Specifically, the inclined wall 54R of the impact absorbing member 50R extends at an angle relative to the front-to-rear direction Y so that it is positioned more to the right as it moves forward. On the other hand, the inclined wall 54L of the impact absorbing member 50L extends at an angle relative to the front-to-rear direction Y so that it is positioned more to the left as it moves forward.

[0062] <Operation of this embodiment> The operation of this embodiment will be described. FIG. 9 shows an example of an impact absorbing member 50R and its surrounding structure when an object OB collides from the front with an outer portion of the front part of the vehicle 40 in the vehicle width direction X.

[0063] As shown in Figure 9, when an axial load is applied to the impact absorbing member 50R from the front, the cylindrical main body 51R deforms so as to gradually lean toward the inclined side of the inclined wall 54R, specifically, to the right. This deformation allows a portion of the load LD3 applied to the impact absorbing member 50R to escape toward the inclined side, thereby reducing the load applied to the main body 51R in the axial direction. This reduces the load transmitted from the impact absorbing member 50R to the bumper reinforcement 23.

[0064] Furthermore, when the axial load applied from the front to the impact-absorbing member 50R reaches a predetermined level, the main body 51R begins to compressively break in an axially crushed manner. After that, the main body 51R continues to break so as to be crushed in the axial direction. This absorbs the impact energy of the collision of the vehicle 40.

[0065] Furthermore, the direction of a portion of the collision load LD3 applied to the impact absorbing member 50R from the front is shifted outward in the vehicle width direction X, specifically to the right. This rightward load LD4 can cause the collision object OB to move relatively to the right, as if pushing it out. In this case, the collision load is deflected by, for example, moving the collision object OB so as to pass by the right side of the vehicle 40, as shown by the arrow MV in FIG. 9.

[0066] In this embodiment, when an object to be hit OB collides with the left side portion of the front of the vehicle 40 from the front, the left impact absorbing member 50L functions in the same way as the right impact absorbing member 50R described above.

[0067] That is, when an axial load is applied to the impact absorbing member 50L from the front, the cylindrical main body 51L deforms so as to gradually lean toward the inclined side of the inclined wall 54L, specifically toward the left side. This deformation allows a portion of the load applied to the impact absorbing member 50L to escape toward the inclined side, thereby reducing the load applied to the main body 51L in the axial direction. This reduces the load transmitted from the impact absorbing member 50L to the bumper reinforcement 23.

[0068] Furthermore, when the axial load applied from the front to the impact absorbing member 50L reaches a predetermined level, the main body 51L begins to compressively break in an axially crushed manner. After that, the main body 51L is continuously broken so as to be crushed in the axial direction. This absorbs the impact energy of the collision of the vehicle 40.

[0069] Furthermore, the direction of a portion of the collision load applied to the impact absorbing member 50L from the front is shifted outward in the vehicle width direction X, specifically to the left. This leftward load can cause the collision object OB to move relatively to the left, as if pushing it out. In this case, the collision load is deflected by, for example, moving the collision object OB so as to pass through the left side of the vehicle 20.

[0070] <Effects of this embodiment> According to this embodiment, in addition to the effects (1-1) to (1-3) of the first embodiment, the following effects can be achieved.

[0071] (2-1) Vehicle 40 includes side members 21, bumper reinforcements 23, and impact absorbing boxes 22. Impact absorbing member 50 is provided on the front surface of bumper reinforcement 23 so that an inner end of impact absorbing member 50 in the vehicle width direction X is located more outward in the vehicle width direction X than an outer end of side member 21 in the vehicle width direction X. Inclined walls 54 of impact absorbing member 50 extend in inclined direction S1 so that they become more outward in the vehicle width direction X as they extend toward the front.

[0072] According to the above configuration, the load direction of a portion of the collision load applied to the impact absorbing member 50 from the front can be changed to the outside in the vehicle width direction X. As a result, the collision load can be diverted by, for example, moving the collision object OB so that it passes by the side of the vehicle 40, thereby reducing the load transmitted to the vehicle body.

[0073] <Example of change> The above-described embodiments can be modified as follows: The above-described embodiments and the following modifications can be combined with each other within the scope of technical compatibility.

[0074] In the first embodiment, one of the two impact absorbing members 30R, 30L may be omitted. In the first embodiment, the inclination angle of the inclined wall 34 with respect to the axis L1 can be set to an angle other than "30 degrees." In this case, the inclination angle of the inclined wall 34 is preferably set to "20 degrees" or more and "40 degrees" or less.

[0075] The vehicle impact absorbing structure according to the first embodiment is not limited to being applied to the front part of the vehicle 20, but can also be applied to the rear part of the vehicle 20. In this case, the vehicle impact absorbing structure may be configured as follows.

[0076] A rear bumper reinforcement, a rear impact absorption box, and an impact absorbing member 30 are provided at the rear of the vehicle 20. The rear bumper reinforcement extends in the vehicle width direction X rearward of the side member 21. The rear impact absorbing box is provided between the side member 21 and the rear bumper reinforcement so as to connect the two. The impact absorbing member 30 is provided on the rear surface of the rear bumper reinforcement so as to overlap with the rear impact absorbing box in the front-to-rear direction Y. The inclined wall 34 of the impact absorbing member 30 extends in an oblique direction inclined with respect to the axial direction so as to become more outward in the vehicle width direction X as it extends rearward.

[0077] According to this configuration, it is possible to achieve the same effects as the effects (1-1) to (1-4) of the first embodiment with respect to a load applied to the impact absorbing member 30 from behind. In the second embodiment, instead of providing the impact absorbing member 50R at the right end portion of the bumper reinforcement 23, it may be provided at a portion between the right end portion of the bumper reinforcement 23 and the side member 21R. Instead of providing the impact absorbing member 50L at the left end portion of the bumper reinforcement 23, it may be provided at a portion between the left end portion of the bumper reinforcement 23 and the side member 21L. The point is that the impact absorbing member 50 should be provided so that the inner end of the impact absorbing member 50 in the vehicle width direction X is more outward in the vehicle width direction X than the outer end of the side member 21 in the vehicle width direction X.

[0078] In the second embodiment, one of the impact absorbing members 50R, 50L may be omitted. The vehicle impact absorbing structure according to the second embodiment is not limited to being applied to the front part of the vehicle 40, but can also be applied to the rear part of the vehicle 40. In this case, the vehicle impact absorbing structure may be configured as follows.

[0079] A rear bumper reinforcement, a rear impact absorption box, and an impact absorbing member 50 are provided at the rear of vehicle 40. The rear bumper reinforcement extends in the vehicle width direction X rearward of side members 21. The rear impact absorption box is provided between side members 21 and the rear bumper reinforcement so as to connect the two.

[0080] The impact absorbing member 50 is provided on the rear surface of the rear bumper reinforcement so that an inner end of the impact absorbing member 50 in the vehicle width direction X is located more outward in the vehicle width direction X than an outer end of the side member 21 in the vehicle width direction X. The inclined wall 54 of the impact absorbing member 50 extends in an inclined direction inclined with respect to the axial direction so as to be positioned more outward in the vehicle width direction X as it extends toward the rear.

[0081] According to this configuration, it is possible to achieve effects equivalent to the effects (1-1) to (1-3) of the first embodiment and the effect (2-1) of the second embodiment with respect to a load applied to the impact absorbing member 50 from behind.

[0082] The number of inclined walls 34, 54 can be changed arbitrarily, for example, one to eight inclined walls 34, 54, or ten or more inclined walls 34, 54. The shape of the first bent portion 351 of the first connecting wall 35 and the shape of the second bent portion 361 of the second connecting wall 36 can be changed as desired. For example, as shown in Fig. 10, the first bent portion 651 of the first connecting wall 65 and the second bent portion 661 of the second connecting wall 66 can be formed into a curved shape. Alternatively, as shown in Fig. 11, the first connecting wall 75 and the second connecting wall 76 can be formed into a flat plate shape.

[0083] Two first connecting walls 35 adjacent to each other in the vehicle width direction X may be provided at positions where they do not overlap each other in the vehicle width direction X. Also, the first connecting wall 35 and the second connecting wall 36 adjacent to each other in the vehicle width direction X may be provided at positions where they do not overlap each other in the vehicle width direction X.

[0084] The number of first connecting walls 35 and the number of second connecting walls 36 can be changed as desired. The first connecting wall 35 and the second connecting wall 36 may be omitted. The fixing structure for fixing the impact absorbing members 30, 50, the bumper reinforcement 23, the impact absorbing box 22, and the side member 21 can be any fixing structure, such as a fixing structure using screws or a fixing structure using welding. In this case, the fourth fixing portion 33, 53 can be omitted.

[0085] The main body 31, 51 is not limited to a rectangular cylindrical shape, but may be any cylindrical shape, such as a cylindrical, elliptical, or elongated cylindrical shape. The shock absorbing members 30, 50 and the shock absorbing box 22 may be made of any material, such as a resin material or a metal material, as long as the desired strength is obtained.

[0086] The inclined side of the inclined walls 34, 54 can be set on any side, such as on the outer side in the vehicle width direction X, the inner side in the vehicle width direction X, the upper side, or the lower side.

[0087] The positions at which the shock absorbing members 30 and 50 are fixed can be changed as desired. For example, the impact absorbing members 30, 50 may be provided between the bumper reinforcement 23 and the impact absorbing box 22, or between the impact absorbing box 22 and the side member 21. Furthermore, instead of the impact absorbing box 22, the impact absorbing members 30, 50 may be provided between the bumper reinforcement 23 and the side member 21.

[0088] Alternatively, the impact absorbing members 30, 50 may be provided on the sides of the vehicle 20 so that the axis L1 extends in the vehicle width direction X. In this case, in vehicles with large-capacity batteries, such as electric vehicles and hybrid vehicles, the impact absorbing members 30, 50 may be provided on the sides of the batteries. With this configuration, when a collision load is applied from the side of the vehicle, the load is diverted to the inclined side, for example, in the vertical direction Z or the longitudinal direction Y, thereby reducing the collision load applied to the on-board battery. [Explanation of symbols]

[0089] OB: Collision object 20,40…Vehicle 21...Side member 212...First fixed part 22...Shock absorbing box 222...Second fixed part 223…Third fixed part 23...Bumper reinforcement 231...Front wall 24...Central part 25...End 30, 50...Shock absorbing material 31, 51...Main body 32...Partition wall 33,53...4th fixed part 34,54…slanted wall 35,65,75…1st connecting wall 351,651...First bending section 36,66,76…Second connecting wall 361,661...Second bending section

Claims

1. A cylindrical main body portion; a partition wall that divides the inside of the main body, The partition wall has an inclined wall extending in an inclined direction with respect to the axial direction of the main body portion. Impact absorbing components for vehicles.

2. The partition wall has a connecting wall that connects the inclined surface of the inclined wall to an inner surface of the main body portion that is adjacent to the inclined surface. The impact absorbing member for a vehicle according to claim 1 .

3. The connecting wall has a bent portion that is bent in an alignment direction of the inclined surface and the inner surface of the main body portion. The impact absorbing member for a vehicle according to claim 2.

4. A vehicle impact absorption structure comprising: a side member extending in a front-to-rear direction of a vehicle at a side portion of the vehicle; a bumper reinforcement extending in a vehicle width direction forward of the side member; and an impact absorption box provided between the side member and the bumper reinforcement so as to connect the side member and the bumper reinforcement, The bumper reinforcement is provided with a vehicle impact absorbing member, The vehicle impact absorbing member includes a cylindrical main body having an axis extending in the front-rear direction, and a partition wall that partitions the inside of the main body, The partition wall has an inclined wall extending in an inclined direction inclined in the vehicle width direction with respect to the axial direction of the main body portion. Impact absorbing structure for vehicles.

5. The partition wall has a connecting wall that connects the inclined surface of the inclined wall to an inner surface of the main body portion that is adjacent to the inclined surface. The vehicle impact absorbing structure according to claim 4.

6. The connecting wall has a bent portion that is bent in an alignment direction of the inclined surface and the inner surface of the main body portion. The vehicle impact absorbing structure according to claim 5.

7. the vehicle impact absorbing member is provided on the front surface of the bumper reinforcement so as to overlap with the impact absorbing box in the front-rear direction, The inclined wall extends in the inclined direction so as to be outward in the vehicle width direction as it approaches the front side. The vehicle impact absorbing structure according to any one of claims 4 to 6.

8. the vehicle impact absorbing member is provided on the front surface of the bumper reinforcement such that an inner end of the vehicle impact absorbing member in the vehicle width direction is located more outward in the vehicle width direction than an outer end of the side member in the vehicle width direction, The inclined wall extends in the inclined direction so as to be outward in the vehicle width direction as it approaches the front side. The vehicle impact absorbing structure according to any one of claims 4 to 6.

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