shock absorber

Abstract

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

Description

[Technical Field]

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

[0002] In automobile doors, a configuration in which a shock absorber is disposed between the door panel and the door trim covering the side of the door panel facing the passenger compartment is known to reduce the impact that the door panel exerts on an occupant during a side collision. One such shock absorber is a resin cylinder extending from the door trim toward the door panel, which is formed in a stepped shape by gradually narrowing its width toward the door panel (see, for example, Patent Document 1). This shock absorber can suppress a sudden increase in load (reaction force) because each step deforms in stages in response to displacement (deformation amount). [Prior art documents] [Patent documents]

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

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

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

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

[0007] According to this aspect, the impact absorber can be disposed on the interior side of the trim, avoiding the abdomen of an occupant seated thereon, thereby making it possible to reduce the load applied from the impact absorber to the occupant.

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

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

[0010] According to this aspect, the impact absorber can be disposed on the interior side of the trim, avoiding the abdomen of an occupant seated thereon, thereby making it possible to reduce the load applied from the impact absorber to the occupant.

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

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

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

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

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

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

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

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

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

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

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

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

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

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

[0025] In addition, in the above aspect, a flange (41) extending outward from the peripheral wall is provided at the end of the peripheral wall closest to the base end, and the flange preferably has a notch (46) for avoiding the device storage section.

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

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

[0028] According to this aspect, the wires can be supported by the shock absorber, and the vibration of the wires can be suppressed.

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

[0030] According to this aspect, the rigidity of the shock absorber can be adjusted by the through-holes, and the weight of the shock absorber can be reduced. [Effects of the Invention]

[0031] With the above-described configuration, the impact absorber can be positioned on the interior side of the trim to avoid the abdomen of an occupant seated in the vehicle, thereby making it difficult for the impact absorber to apply a load to the occupant.

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

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

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

[0035] In an embodiment in which the distance between the rear end of each upper edge portion and the armrest portion is greater than the distance between the front end of each upper edge portion and the armrest portion, a space can be formed between the upper edge portion of each peripheral wall and the armrest portion. This space corresponds to the side of the abdomen of the occupant, thereby reducing the load applied to the occupant.

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

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

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

[0039] According to the aspect in which the impact absorber is disposed above the device accommodating portion in the bulging portion, the impact absorber can be disposed so as to avoid other devices provided on the trim.

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

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

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

[0043] [Figure 1] 1 is a side view showing a door provided with an impact absorber according to an embodiment; [Figure 2] II-II cross section of Figure 1 [Figure 3] A side view showing the exterior surface of the door trim [Figure 4] Perspective view of the shock absorber [Figure 5] Side view of shock absorber [Figure 6] An explanatory diagram showing the relative positions of the door, shock absorber, seat, and occupant. [Figure 7] (A) to (C) are explanatory diagrams showing deformation modes of the shock absorber. [Figure 8] 10 is a cross-sectional view showing a shock absorber according to a modified example; [Figure 9] 1A to 1C are cross-sectional views showing shock absorbers according to modified examples. [Figure 10] 10 is a side view showing a shock absorber according to a modified example; [Figure 11] 10 is a side view showing a door according to a modified example; [Figure 12]10 is a side view of a seat provided with a shock absorber according to a modified example; [Figure 13] 10 is a side view showing a shock absorber according to a modified example; [Figure 14] 10 is a side view showing a shock absorber according to a modified example; [Figure 15] FIG. 10 is a side view showing an interior side of a door trim according to a modified example. [Figure 16] FIG. 10 is a side view showing the vehicle exterior side of the door trim according to a modified example. [Figure 17] FIG. 10 is a side view showing an interior side of a door trim according to a modified example. DETAILED DESCRIPTION OF THE INVENTION

[0044] Hereinafter, an embodiment in which a shock absorber according to the present invention is applied to a right front door of an automobile will be described with reference to the drawings.

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

[0060] The wall surfaces of the first to third circumferential walls 31 to 33 extend parallel to the protruding direction (direction along the axis X). The heights (lengths in the protruding direction) of the first to third circumferential walls 31 to 33 are set to be equal to one another. The thicknesses of the first to third circumferential walls 31 to 33 are also set to be equal to one another.

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

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

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

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

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

[0066] The flange 41 is joined to the outer surface of the bulge 18, thereby joining the impact absorber 30 to the door trim 3. The flange 41 and the bulge 18 may be joined by bonding with an adhesive or double-sided tape, fastening with screws, or engaging with a locking claw.

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

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

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

[0070] 1, with the flange 41 coupled to the bulge 18, the impact absorber 30 is positioned below the armrest 15. The first sides E of the peripheral walls 31-33 and the upper edge 47 of the flange 41, which form the upper edge of the impact absorber 30, are parallel to each other and slope downward toward the rear. The distance between the rear end of each of the first sides E and the armrest 15 is greater than the distance between the front end of each first side E and the armrest 15.

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

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

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

[0074] As shown in FIGS. 2 and 6 , a seat 60 for an occupant 100 to sit on is provided on the vehicle interior side of the door 1. The seat 60 has a seat cushion 63 that is attached to a floor 61 of the vehicle body via slide rails 62, and a seat back 64 that is attached to the rear end of the seat cushion 63. The seat cushion 63 is disposed to the side of the bulging portion 18 and the pocket portion 17. When viewed from the direction along the axis X, the upper edge 47 of the flange 41 has a portion that is located higher than the upper end of the seat cushion 63. The upper edge 47 of the flange 41 is disposed generally along the upper edge of the seat cushion 63. When viewed from the direction along the axis X, it is preferable that the first side portion E (upper side portion) of the third circumferential wall 33 is disposed lower than the upper edge of the seat cushion 63. Furthermore, when viewed from the direction along the axis X, the front end of the upper edge 47 of the flange 41 is located forward of the hip joint of the occupant 100 seated on the seat cushion 63, and the rear end of the upper edge 47 of the flange 41 is located rearward of the hip joint of the occupant 100.

[0075] The operation and effect of the door 1 and impact absorber 30 configured as described above will now be described. When a vehicle side collision occurs, the door 1 moves toward the interior of the vehicle, and the impact absorber 30 is compressed in the axial direction between the inner panel 4 and the seat cushion 63. From the initial state shown in FIG. 7(A), the impact absorber 30 undergoes deformation of the first connecting wall 34 and the second connecting wall 35, causing the first peripheral wall 31 and the second peripheral wall 32 to move toward the base end, as shown in FIG. 7(B). At this time, the deformation of the impact absorber 30 absorbs the load. As shown in FIG. 7(C), the deformation of the first connecting wall 34 and the second connecting wall 35 ends when the first peripheral wall 31, the second peripheral wall 32, and the third peripheral wall 33 substantially overlap. Thereafter, the first peripheral wall 31, the second peripheral wall 32, and the third peripheral wall 33 undergo compressive deformation, further absorbing the load.

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

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

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

[0079] Since the upper edge 47 of the flange 41 forming the upper edge of the impact absorber 30 is inclined downward toward the rear, the impact absorber 30 can be positioned so as to avoid the abdomen of the occupant 100 seated in the seat 60. Since the first side portion E of each of the peripheral walls 31 to 33 is positioned parallel to the upper edge 47 of the flange 41, the size of each of the peripheral walls 31 to 33 can be increased.

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

[0081] The front end of the impact absorber 30 is positioned at the uppermost position, so the size can be increased while avoiding the abdomen of the occupant 100. This increases the amount of load that the impact absorber can absorb.

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

[0083] While the specific embodiment has been described above, the present invention is not limited to the above embodiment and can be modified in a wide variety of ways. For example, as shown in FIG. 8 , the impact absorber 30 may have multiple connecting pieces 68 extending perpendicularly from the outer edge of the flange 41. The bulge 18 has a step 69 protruding outward from the vehicle exterior surface. The flange 41 is fastened to a protruding end surface 69A of the step 69, and the connecting pieces 68 are fastened to a side surface 69B of the step 69. By fastening the impact absorber 30 to the step 69 at the mutually perpendicular flange 41 and multiple connecting pieces 68, the impact absorber 30 can be stably attached to the door trim 3.

[0084] The shock absorber 30 may be made of different materials depending on the location. The shock absorber 30 may be formed by combining two parts: a high-elasticity portion 71 made of a high-elasticity material and a low-elasticity portion 72 made of a low-elasticity material with a lower elastic modulus than the high-elasticity material. The low-elasticity portion 72 may be formed only from a base material such as polyethylene or polypropylene, while the high-elasticity portion 71 may be formed from a base material such as polyethylene or polypropylene containing fibers such as nanocellulose, carbon, or glass. The high-elasticity portion 71 and the low-elasticity portion 72 are joined to each other by two-color molding, welding, or bonding with an adhesive.

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

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

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

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

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

[0090] The first and second impact absorbers 75, 76 may also be arranged spaced apart from each other. The first impact absorber 75 may be arranged in the front lower portion of the trim main body portion 13, and the second impact absorber 76 may be arranged in the rear lower portion. In this case, the first impact absorber 75 may be arranged in a position corresponding to the knees of the occupant 100 seated in the seat 60, and the second impact absorber 76 may be arranged in a position corresponding to the hip bones of the occupant 100. The first impact absorber 75 may also be formed to be larger than the second impact sphere. In another example, the first and second impact absorbers 75, 76 may also be arranged spaced apart from each other in the vertical direction.

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

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

[0093] At least one of the peripheral walls 31 to 33 may be inclined toward the axis so that its width decreases from the base end to the tip end. This configuration reduces the rigidity of the peripheral wall, making it possible to adjust the amount of load that can be absorbed.

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

[0095] 12, the impact absorber 30 may be provided between a seat cushion frame 111 that forms the framework of the seat cushion 63 and a cover 65. The seat cushion frame 111 has a pair of left and right side frames 112, a front member (not shown) that connects the front ends of the left and right side frames 112, and a rear member (not shown) that connects the rear ends of the left and right side frames 112. The impact absorber 30 is fastened at its flange 41 to the outer surface of the side frame 112 that is disposed on the exterior side of the vehicle, and the end wall 36 faces the inner surface of the cover 65. According to this embodiment, when the door 1 moves toward the interior side of the vehicle due to a side collision of the vehicle, the impact absorber 30 is compressed between the door 1 and the side frame 112, thereby absorbing the load.

[0096] As shown in Figure 13, the shock absorber 30 may have through-holes 80 formed in the end walls 36 in the thickness direction. The through-holes 80 give the end walls 36 a ring shape with a uniform width W3 from the outer periphery. Forming the through-holes 80 in the end walls 36 makes it possible to reduce the weight of the shock absorber 30 and adjust its rigidity. Note that the width of the end walls 36 from the outer periphery may vary depending on the location.

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

[0098] As shown in Figures 15 and 16, the upper edge of the pocket portion 17 may extend at an incline downward toward the rear. This forms a space 83 in the trim main body portion 13 above the rear of the pocket portion 17 and below the rear of the armrest portion 15. The impact absorber 30 may be disposed in the space 83. By inclining the lower edge of the impact absorber 30 so that it extends downward toward the rear, the lower edge of the impact absorber 30 can be aligned with the pocket portion 17. This allows the size of the impact absorber 30 to be increased within the space 83.

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

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

Claims

1. An impact absorber that is located between a door panel of a vehicle and a trim that covers a side surface of the door panel and that protrudes from the trim toward the door panel, the trim has an armrest portion that bulges toward the vehicle interior side, and a pocket portion that is disposed below the armrest portion and bulges toward the vehicle interior side, an upper edge of the pocket portion extends downwardly and rearwardly below the armrest portion; The impact absorber is disposed between the armrest portion and the pocket portion, and has an upper edge extending along the lower portion of the armrest portion and a lower edge extending along the upper portion of the pocket portion.

2. 2. The shock absorber according to claim 1, wherein the vertical width of the shock absorber increases toward the rear.

3. The shock absorber according to claim 2 , wherein the upper edge and the lower edge extend in the front-rear direction and are spaced apart from each other in the up-down direction toward the rear.

4. An impact absorber located between a door panel of a vehicle and a trim covering a side surface of the door panel, the impact absorber protruding from the trim toward the door panel, the trim has an armrest portion that bulges toward the vehicle interior side, and a pocket portion that is disposed below the armrest portion and bulges toward the vehicle interior side, an upper edge of the pocket portion extends downwardly and rearwardly below the armrest portion; the shock absorber is disposed between the armrest portion and the pocket portion and has a flange; The flange is provided with a fastening seat that is fastened to the trim by a fastener, The fastening seat is an impact absorber that protrudes from the flange toward the door panel.

5. An impact absorber located between a door panel of a vehicle and a trim covering a side surface of the door panel, the impact absorber protruding from the trim toward the door panel, the trim has an armrest portion that bulges toward the vehicle interior side, and a pocket portion that is disposed below the armrest portion and bulges toward the vehicle interior side, an upper edge of the pocket portion extends downwardly and rearwardly below the armrest portion; The impact absorber is disposed between the armrest portion and the pocket portion, and overlaps with a seat cushion of a seat provided on the vehicle interior side of the trim when viewed from the direction along the vehicle width direction.

6. An impact absorber located between a door panel of a vehicle and a trim covering a side surface of the door panel, the impact absorber protruding from the trim toward the door panel, the trim has an armrest portion that bulges toward the vehicle interior side, and a pocket portion that is disposed below the armrest portion and bulges toward the vehicle interior side, an upper edge of the pocket portion extends downwardly and rearwardly below the armrest portion; the impact absorber is disposed between the armrest portion and the pocket portion, and has an end wall on the door panel side; The end wall of the shock absorber has a hole.

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