Vehicle impact absorption structure

Abstract

To allow an energy absorbing effect to be reliably exerted upon a side collision by reinforcing the strength of a part between ridge lines in a corrugated plate shape of an impact absorbing member and thereby preventing or suppressing the collapsing deformation of the ridge lines in a corrugated plate from a vehicle width direction.SOLUTION: In an impact absorbing structure for a vehicle, an impact absorbing member 22 is disposed, as a structure for absorbing energy upon a side collision of the vehicle, within a side sill member formed into a hollow shape in a vehicle front-rear direction. The impact absorbing member 22 is formed into a corrugated plate shape and disposed in the vehicle front-rear direction. In the corrugated plate shape, parts between ridge lines 24a and 24b and between ridge lines 24c and 24d disposed in the vehicle front-rear direction are each provided with reinforcing means (a first bead 36) for preventing or suppressing the collapsing deformation of the ridge lines 24a, 24b, 24c, and 24d in the vehicle front-rear direction.SELECTED DRAWING: Figure 3

Description

Technical Field

[0001] The present invention relates to a shock absorption structure for vehicles. Specifically, it relates to a shock absorption structure for vehicles for effectively absorbing the impact load during a side collision (side impact) of a vehicle.

Background Art

[0002] In vehicles, particularly electric vehicles, a configuration is adopted in which a battery is stored under the floor of the vehicle. And a shock absorption structure is adopted to protect this battery from the impact during a vehicle collision. In particular, since the battery is arranged under the floor at the center of the vehicle, the shock absorption structure against the collision impact from the side of the vehicle is important.

[0003] The shock absorption structure against the collision impact from the side of the vehicle is usually constituted by a side sill member (also referred to as a "rocker member") of a vehicle skeleton member disposed between the floor on which the battery is arranged at the lower part and the side door of the automobile. The side sill member is formed in a hollow shape in the longitudinal direction of the vehicle, and a shock absorption member is disposed inside to strongly perform an energy absorption action during a side impact.

[0004] The shock absorption member disposed inside the side sill member is formed and disposed in a long shape in the longitudinal direction of the vehicle. The long shape is, in detail, a form in which a corrugated plate-shaped member extends and is disposed when viewed in the cross-sectional shape in the longitudinal direction of the vehicle. With this corrugated plate shape, the strength is enhanced against the impact load acting from the vehicle width direction, and the energy absorption action accompanying the deformation of the shock absorption member is strongly performed (see Patent Document 1).

[0005] In addition, the evaluation test of the energy absorption action in the shock absorption structure against the impact from the side of the vehicle is generally performed by colliding the side surface of a vehicle such as an automobile with a columnar pole erected on this side surface. This is usually referred to as a "pole side impact test". And it is necessary to obtain a predetermined evaluation in this pole side impact test. [Prior art documents] [Patent Documents]

[0006] [Patent Document 1] Japanese Patent Publication No. 2021-146973 [Overview of the Initiative] [Problems that the invention aims to solve]

[0007] However, in the corrugated impact-absorbing member of the impact-absorbing structure described above, the direction of the ridges forming the corrugated shape is in the direction of the vehicle width. As a result, when a vehicle collides with a pole, in particular, the impact load acting on the ridges formed in the vehicle width direction of the impact-absorbing member is applied from an oblique direction. Therefore, the ridges may bend due to the action of the impact load, and the energy absorption effect due to the deformation of the corrugated shape by axial crushing may become insufficient.

[0008] Therefore, the present invention was devised in view of the above-mentioned points, and the problem that the present invention aims to solve is to prevent or suppress the tilting deformation of the corrugated sheet ridges in the vehicle width direction by reinforcing the strength between the ridges of the corrugated sheet of the impact absorbing member, thereby ensuring that the energy absorption function in the event of a side collision is reliably performed. [Means for solving the problem]

[0009] To solve the above problems, the vehicle impact absorbing structure according to the present invention employs the following means.

[0010] The first invention of the present invention is a vehicle impact absorption structure in which an impact absorbing member that absorbs energy during a side collision of a vehicle is disposed within a side sill member that is formed in a hollow shape in the longitudinal direction of the vehicle, wherein the impact absorbing member is formed in a corrugated shape in the longitudinal direction of the vehicle and disposed therein, and reinforcing means are provided between the ridges of the corrugated shape disposed in the longitudinal direction of the vehicle to prevent or suppress the tilting deformation of the ridges in the longitudinal direction of the vehicle.

[0011] The second invention of the present invention is a vehicle impact absorbing structure according to the first invention described above, wherein the reinforcing means is bead-shaped.

[0012] The third invention of the present invention is a vehicle impact absorbing structure according to the second invention described above, wherein the bead shape is a concave shape that extends downward from the corrugated sheet forming surface.

[0013] The fourth invention of the present invention is a vehicle impact absorbing structure according to the second invention described above, wherein the bead shape is a convex shape extending upward from the corrugated sheet forming surface.

[0014] The fifth invention of the present invention is a vehicle impact absorbing structure according to the fourth invention described above, wherein the convex shape is formed continuously in the vehicle longitudinal direction on the corrugated surface of the corrugated sheet.

[0015] The sixth invention of the present invention is a vehicle impact absorbing structure according to the third invention described above, wherein the concave shape is formed continuously in the vehicle longitudinal direction on the corrugated surface of the corrugated sheet. [Effects of the Invention]

[0016] According to the means of the present invention described above, by reinforcing the strength between the ridges of the corrugated shape of the impact absorbing member, the deformation of the corrugated ridges in the vehicle width direction is prevented or suppressed, thereby ensuring that the energy absorption effect during a side collision is reliably performed. [Brief explanation of the drawing]

[0017] [Figure 1] This diagram schematically shows the cross-sectional configuration of the vehicle impact absorption structure of this embodiment, and illustrates the pole-side impact test state with the poles in place. [Figure 2] This is an exploded perspective view showing the side sill member, which has an internal shock-absorbing component, disassembled in the vehicle width direction. [Figure 3] This is a perspective view showing a corrugated impact-absorbing member according to the first embodiment. [Figure 4] It is a perspective view showing a corrugated impact absorbing member of the second embodiment. [Figure 5] It is a perspective view showing a corrugated impact absorbing member of the third embodiment. [Figure 6] It is a perspective view showing a corrugated impact absorbing member of the fourth embodiment. [Figure 7] It is a longitudinal sectional view showing the corrugated shape of the impact absorbing member in a diagram to explain the impact absorbing action according to the present embodiment. [Figure 8] It is a plan view showing the impact absorbing member of FIG. 7 and showing a state of collision with a pole. [Figure 9] It is a plan view showing a deformed state of a ridge line of the corrugated shape of the impact absorbing member according to the present embodiment in a pole side impact test. [Figure 10] It is a plan view showing a deformed state of a ridge line of an impact absorbing member according to a conventional structure, shown in comparison with the present embodiment of FIG. 9 in a pole side impact test.

Embodiments for Carrying out the Invention

[0018] Hereinafter, an embodiment of a vehicle impact absorbing structure according to the present invention will be described based on the drawings. This embodiment is a vehicle impact absorbing structure at the time of a side impact on a battery of an electric vehicle. In the direction indication in the description of the drawings, UPR indicates the upward direction, OUT indicates the outward direction as viewed from the interior of the automobile, and FR indicates the forward direction of the automobile. Therefore, the direction indicated by UPR is the vehicle vertical direction, the direction indicated by OUT is the vehicle width direction, and the direction indicated by FR is the vehicle longitudinal direction.

[0019] 〔Overall Configuration of Vehicle Impact Absorbing Structure〕 Figure 1 schematically shows the cross-sectional configuration of the main part of the overall structure of the vehicle impact absorption structure 10 to which this embodiment is applied, and is shown as a pole side impact test state with a pole 12 positioned. In this embodiment, the battery 14 of the electric vehicle is located below the floor 16 of the electric vehicle. As seen in Figure 1, a side sill member 18, which forms the frame of the vehicle body, is provided on the right side of the floor 16, and further to the right of that, a side door 20 (usually a front door) is provided. The pole 12 in the pole side impact test is positioned further to the right of that. In this embodiment, when the side door 20 collides with the pole 12, energy absorption occurs in the range S between the side door 20 and the battery 14, protecting the battery 14. In particular, the energy absorption is performed by the side sill member 18.

[0020] In this embodiment, an impact absorbing member 22 is placed inside the side sill member 18, providing a strong side impact absorption effect at the location of the side sill member 18. The side sill member 18, as seen in Figure 1, consists of an outer side sill member 18A located on the right side and an inner side sill member 18B located on the left side, both formed in a so-called hat-shaped cross-section, with the two members 18A and 18B overlapping and combined. As a result, the side sill member 18 is formed in a hollow shape, and this hollow shape is positioned in the longitudinal direction of the vehicle. The material of the impact absorbing member 22 is steel suitable for energy absorption through deformation due to axial crushing.

[0021] Figure 2 shows the arrangement of the impact absorbing member 22 located within the side sill member 18, with the outer and inner side sill members 18A and 18B separated. The impact absorbing member 22 is formed in a corrugated shape when viewed in a cross-section in the longitudinal direction of the vehicle, and is arranged in an elongated shape in the longitudinal direction of the vehicle. The impact absorbing member 22 deforms in the vehicle width direction in response to the impact force from the vehicle width direction during a side collision, thereby absorbing the energy of the impact. At this time, since the impact absorbing member 22 is formed in a corrugated shape to improve its strength, the energy absorption effect by the impact absorbing member 22 is powerful.

[0022] The corrugated shape of the impact absorbing member 22 is formed by connecting multiple members, as it is arranged in a long, rectangular shape in the longitudinal direction of the vehicle. If possible, it may be formed as a single piece. As shown in Figure 2, the inner end of the impact absorbing member 22 is positioned and fixed to the inner side sill member 18B by mounting members 30 arranged on its upper and lower surfaces.

[0023] [First embodiment of the impact absorbing member 22] Figure 3 shows a first embodiment of a corrugated impact absorbing member 22. Figure 3 is shown as a perspective view. Since the impact absorbing member 22 is formed in a corrugated shape in the longitudinal direction of the vehicle, ridges 24 are formed in the vehicle width direction. For the sake of explanation, in Figure 3, the two ridges formed on the upper surface 34U of the corrugated shape are referred to as 24a and 24b, and the two ridges formed on the lower surface 34L of the corrugated shape are referred to as 24c and 24d. In this embodiment, the edge portions 26 of the ridges 24 are formed with a predetermined curvature width because the bent portions of the corrugated shape are formed in a rounded shape.

[0024] As shown in Figure 3, the corrugated shape of the impact absorbing member 22 is formed by connecting a vertical wall 32 arranged in the vertical direction of the vehicle and a planar wall 34 arranged in the longitudinal direction of the vehicle. A feature of this embodiment is the first bead 36 formed on the planar wall 34. The first bead 36 is formed on the upper surface 34U and the lower surface 34L of the planar wall 34. The first bead 36 formed on the upper surface 34U is formed between ridge line 24a and ridge line 24b and extends in the longitudinal direction of the vehicle. The first bead 36 formed on the lower surface 34L is formed between ridge line 24c and ridge line 24d and extends in the longitudinal direction of the vehicle.

[0025] The formation position of the first bead 36 is, as seen in Figure 3, located inward from the center of the width direction of the corrugated sheet shape, and is formed at one location on each of the upper surface 34U and lower surface 34L of the flat wall 34. The width direction positional relationship of the two first beads 36 formed on the upper surface 34U and lower surface 34L is the same. The first bead 36 is formed in a convex shape. This first bead 36 is the bead in the means of the present invention, and is a reinforcing means that prevents or suppresses the tilting deformation of the ridges 24a, 24b, 24c, and 24d of the corrugated sheet shape in the vehicle's longitudinal direction.

[0026] Furthermore, as shown in Figure 3, in this embodiment, a second bead 38 is formed on the vertical wall 32 that is arranged in the vertical direction of the vehicle and forms the corrugated shape. The second bead 38 is formed on the vertical wall 32 in the vertical direction of the vehicle. In detail, the second bead 38 is provided on the vertical wall 32 between the ridge line 24a and the ridge line 24c. In the embodiment shown in Figure 3, two second beads 38 are provided, and as seen in Figure 3, they are provided at equal intervals from the outer edge 26 of the corrugated shape to the central position. The second bead 38 is formed in a concave shape.

[0027] Furthermore, as shown in Figure 3, in this embodiment, the shape of the edge portion 26 that abuts during a side collision on the corrugated ridge line 24 is formed as follows. That is, the shape of the edge portions 26a, 26b, 26c, and 26d of the ridge lines 24a, 24b, 24c, and 24d is formed with an R-shape at the end, and the direction of the ridge line 24 on the edge portion 26 is formed to be inclined from the vehicle width direction.

[0028] With the configuration of the edge portion 26 described above, in the first embodiment, the corrugated shape of the shock absorbing member 22 is such that the formed line length L1 in the vehicle front-rear direction of the edge portion 26 of the corrugated shape within a predetermined length range in the vehicle front-rear direction, for example, the length range of one crest of the corrugated shape, and the formed line length L2 in the vehicle front-rear direction of a portion other than the edge portion 26, for example, the central portion position 28, are different lengths. In the first embodiment, the relationship between the formed line length L1 in the vehicle front-rear direction of the edge portion 26 of the corrugated shape and the formed line length L2 in the vehicle front-rear direction of a portion other than the edge portion 26, for example, the central portion position 28, is configured such that L1 < L2.

[0029] 〔Various Embodiments Other than the First Embodiment〕 Hereinafter, various embodiments other than the first embodiment will be described. In each of the embodiments described below, the same parts as those in the configuration content of the above-described first embodiment are denoted by the same reference numerals, and the description thereof will be omitted.

[0030] 〔Second Embodiment of the Shock Absorbing Member 22〕 First, the second embodiment will be described. The second embodiment is shown in FIG. 4. FIG. 4 is shown as a perspective view in the same illustrated state as the first embodiment. The second embodiment is a configuration in which the second bead 38 in the first embodiment is not formed. Similarly, the end shapes of the edge portions 26a, 26b, 26c, 26d of the ridge lines 24a, 24b, 24c, 24d in the first embodiment are not formed in a rolled-in R shape.

[0031] And the configuration shown in FIG. 4 of the second embodiment is such that the first bead 36 formed on the upper surface 34U and the lower surface 34L of the flat wall 34 is formed in a concave shape downward from the corrugated forming surface. In the second embodiment, the first bead 36 is formed on the flat wall 34 in the range that comes into collision contact with the pole 12 in the pole-side impact test shown in FIG. 7 described later. However, the first bead 36 may be provided on all the flat walls 34.

[0032] 〔Third Embodiment of the Shock Absorbing Member 22〕 Next, a third embodiment will be described. The third embodiment is shown in Figure 5. Figure 5 is shown as a perspective view in the same state as the first embodiment. In the third embodiment, the end shapes of the edge portions 26a, 26b, 26c, and 26d of the ridges 24a, 24b, 24c, and 24d in the first embodiment are not formed in a curved R shape.

[0033] Furthermore, in the configuration shown in Figure 5 of the third embodiment, the first bead 36 formed on the upper surface 34U and lower surface 34L of the planar wall 34, and the second bead 38 formed on the vertical wall 32, are formed as continuous beads in the longitudinal direction of the vehicle. In the third embodiment, the bead shapes of the first bead 36 and the second bead 38 are formed as convex shapes extending upward from the corrugated sheet forming surface. Therefore, the convex shapes are formed continuously in the longitudinal direction of the vehicle on the corrugated sheet surface. In the third embodiment, the range in which the first bead 36 and the second bead 38 are formed is the same as in the second embodiment described above, but as in the second embodiment, they may be provided on all planar walls 34 and vertical walls 32.

[0034] In the third embodiment, there is only one second bead 38 formed on the vertical wall 32, and the position where the second bead 38 is formed is the same as the position where the first bead 36 is formed. This position is the same as the position where the first bead 36 is formed in the first embodiment shown in Figure 3.

[0035] [Fourth embodiment of the impact absorbing member 22] Next, a fourth embodiment will be described. The fourth embodiment is shown in Figure 6. Figure 6 is shown as a perspective view in the same state as the third embodiment shown in Figure 5. In the fourth embodiment, as in the third embodiment, the first bead 36 formed on the upper surface 34U and lower surface 34L of the planar wall 34 and the second bead 38 formed on the vertical wall 32 are formed as continuous beads in the longitudinal direction of the vehicle. However, the bead shape of the first bead 36 and the second bead 38 in the fourth embodiment differs from that of the third embodiment in that they are formed as a concave shape downward from the corrugated sheet forming surface, and the other configurations are the same as those of the third embodiment.

[0036] [Effects of this embodiment] Next, the effects of this embodiment described above will be explained in comparison with a conventional configuration. Furthermore, the effects will be explained in terms of the "pole side impact test". Figure 7 is a vertical cross-sectional view showing the corrugated shape of the impact absorbing member 22 in a line diagram to explain the impact absorption function during a side impact, and Figure 8 is a plan view of the impact absorbing member 22 showing the state when it collides with the pole 12. As shown in Figures 7 and 8, the ridges 24 of the corrugated shape of the impact absorbing member 22 are arranged in the vehicle width direction. During a side impact by a vehicle, as shown in Figure 7, the pole 12 bites into the ridges 24 of the corrugated shape of the impact absorbing member 22 from the edge portion 26 as indicated by arrow P, and the corrugated shape of the impact absorbing member 22 is axially crushed, resulting in an energy absorption effect.

[0037] In the conventional corrugated shape configuration of the impact absorbing member 22, the energy absorption action performed by the axial crushing of the impact absorbing member 22 during a side impact occurs when the ridge line 24 of the corrugated shape shown in Figure 8 undergoes a deformation action as shown by the dashed line in Figure 8. This is because, in the "pole side impact test," the impacting object, the pole 12, is circular, resulting in an oblique input to the ridge line 24 of the impact absorbing member 22 that runs in the vehicle width direction. This causes an opening in the ridge line 24 as shown by the arrow W, and a tilting deformation occurs in the ridge line 24. This tilting deformation is shown by the dashed line.

[0038] Figure 10 shows the test results of a "pole side impact test" with a conventional impact-absorbing member 22 configuration. As can be seen from these test results, the corrugated shape of the conventional impact-absorbing member 22 deforms along the ridges 24, causing the wave pattern of the corrugated shape to collapse during axial crushing in a side impact, thus preventing energy absorption. Therefore, the energy absorption effect provided by the corrugated shape is not fully realized.

[0039] In contrast, in the corrugated shape of the impact absorbing member 22 of this embodiment, a first bead 36 is formed on the corrugated flat wall 34. This first bead 36 provides a bracing effect against the input that pushes the ridge line 24 in the vehicle width direction in the vehicle front-rear direction when the pole 12 penetrates during a side collision, thereby reinforcing the strength between the ridge lines 24. As a result, even in the case of axial crushing during a side collision, the deformation of the corrugated ridge line 24 from the vehicle width direction is prevented or suppressed. Consequently, the corrugated shape is maintained, and an energy absorption effect is achieved.

[0040] Figure 8 shows the test results of a "pole side impact test" in the configuration of the impact absorbing member 22 of this embodiment, in comparison with the conventional case shown in Figure 9. As can be seen from the test results shown in Figure 8, in this embodiment, the first bead 36 formed on the flat wall 34 acts as a bracing force to maintain the corrugated shape against the intrusion of the pole 12, which is the collision input during a side impact, thereby reinforcing the corrugated shape. As a result, the deformation of the ridge line 24 in the longitudinal direction of the vehicle is prevented or suppressed. As a result, the energy absorption effect is performed while the corrugated shape is maintained. This allows the energy absorption effect due to the corrugated shape to be fully utilized.

[0041] Furthermore, according to this embodiment, there is also the effect of reducing the weight of the components and lowering the component cost compared to components that perform a similar energy absorption function in the vehicle impact absorption structure 10.

[0042] In the first embodiment, the effective energy absorption effect of the corrugated shape is also achieved by the fact that the edge portion 26 of the ridge line 24 in the corrugated shape of the impact absorbing member 22 is formed in a curved R shape, and by the second bead 38 formed on the vertical wall 32 of the corrugated shape. The details are explained below.

[0043] First, the effects of forming the edge portion 26 of the ridge line 24 in the corrugated shape of the impact absorbing member 22 into a curved R shape will be explained. By forming it into a curved R shape, the direction of the ridge line 24 in the edge portion 26 is formed to be inclined from the vehicle width direction. In conventional configurations, the shape of the edge portion 26 of the ridge line 24 of the corrugated shape is straight. In this case, the impact load during a side collision is applied to the edge portion 26 from directly in front, and during a side collision, the edge portion 26 of the ridge line 24 may crack and deform, causing the ridge line 24 to break. When the ridge line 24 breaks, the vertical wall 32 and the planar wall 34 of the corrugated shape deform independently, and energy absorption is performed. When the vertical wall 32 and the planar wall 34 deform separately to perform energy absorption, the energy absorption function of the corrugated shape is not performed well.

[0044] In contrast, as in the first embodiment, when the direction of the ridge line 24 in the edge portion 26 is formed to be inclined from the vehicle width direction, the impact load during a side collision is not applied directly to the edge portion 26, but rather in a shifted manner. As a result, the fracture of the ridge line 24 that occurred conventionally is prevented or suppressed, and axial crushing due to the impact load is deformed into a bellows shape, resulting in an energy absorption effect. Consequently, a better energy absorption effect is achieved by the corrugated shape.

[0045] Next, the effects of forming a second bead 38 on the corrugated vertical wall 32 of the impact absorbing member 22, as shown in Figure 3, will be explained. This is because by positioning the second bead 38 at the same location where the bellows shape is formed in the energy absorption action described above, the formation of the bellows shape for impact loads during side impacts can be reliably achieved. As a result, the corrugated shape provides an even better energy absorption effect. Note that the bellows shape in this energy absorption action may sometimes form two peaks, so two second beads 38 are formed as shown in Figure 3.

[0046] [Other Embodiments] Although specific embodiments of the present invention have been described above, the present invention can also be implemented in various other forms.

[0047] For example, the above-described embodiment was for a vehicle impact absorption structure 10 in the event of a side collision with the battery of an electric vehicle, but it can also be applied to impact absorption structures 10 for vehicles other than electric vehicles.

[0048] Furthermore, in the first embodiment described above, the edge portion 26 of the ridge line 24 in the corrugated shape of the impact absorbing member 22 was formed into a curved R shape. However, although such a configuration is not necessarily required, by adopting this configuration, a better energy absorption effect can be reliably achieved.

[0049] Furthermore, a second bead 38 is formed on the corrugated vertical wall 32 of the impact absorbing member 22 in the first embodiment described above. However, while such a configuration is not necessarily required, it ensures that an even better energy absorption effect can be reliably achieved.

[0050] [Effects and effects of each invention described in "Means for solving the problem"] Finally, the effects and benefits of the above embodiments corresponding to each invention in the "Means for Solving the Problems" described above should be noted.

[0051] First, according to the first invention, the corrugated shape of the impact absorbing member is provided with reinforcing means between the ridges arranged in the longitudinal direction of the vehicle, which prevents or suppresses the deformation of the ridges in the longitudinal direction of the vehicle. With these reinforcing means, even when a collision load is applied to the corrugated shape during a side collision, the deformation of the ridges in the longitudinal direction of the vehicle is prevented or suppressed. As a result, the energy absorption effect due to axial crushing deformation of the corrugated shape is properly performed, and the energy absorption effect of the corrugated shape of the impact absorbing member during a side collision is reliably performed.

[0052] Next, according to the second invention, the reinforcing means set in the corrugated shape of the impact absorbing member is bead-shaped. This bead shape reinforces the strength between the ridges of the corrugated shape arranged in the longitudinal direction of the vehicle. As a result, the energy absorption effect of the corrugated shape of the impact absorbing member is reliably performed.

[0053] Next, according to the third invention, the bead shape of the reinforcing means is a concave shape that extends downward from the corrugated sheet forming surface. This concave shape ensures that the strength between the edges of the corrugated sheet is reinforced. As a result, the energy absorption effect of the corrugated sheet shape of the impact absorbing member is ensured.

[0054] Next, according to the fourth invention, the bead shape of the reinforcing means is a convex shape that extends upward from the corrugated sheet forming surface. This convex shape ensures that the strength between the edges of the corrugated sheet is reinforced. As a result, the energy absorption effect of the corrugated sheet shape of the impact absorbing member is ensured.

[0055] Next, according to the fifth and sixth inventions, the bead shape of the reinforcing means is a convex shape extending upward from the corrugated sheet forming surface, or a concave shape extending downward, and this convex or concave shape is formed continuously on the corrugated sheet surface in the longitudinal direction of the vehicle. This configuration ensures that the strength between the ridges of the corrugated sheet is reinforced. As a result, the energy absorption effect of the corrugated sheet shape of the impact absorbing member is ensured. [Explanation of Symbols]

[0056] 10. Impact-absorbing structure for vehicles 12 poles 14 Batteries 16 floors 18 Side sill member 18A Outer side sill member 18B Inner side sill member 20 Side Doors 22 Impact absorbing member 24 Ridge 26 Edge section 28 Center position 30 Mounting components 32 Vertical walls 34 Plane wall 36 First Bead 38. The second bead

Claims

1. A vehicle impact absorption structure comprising a side sill member formed in a hollow shape in the longitudinal direction of the vehicle, in which an impact absorbing member is disposed to absorb energy during a side collision of the vehicle, The impact-absorbing member is formed in a corrugated shape in the longitudinal direction of the vehicle by connecting a vertical wall arranged in the vertical direction of the vehicle and a planar wall arranged in the longitudinal direction of the vehicle. As a reinforcing means to prevent or suppress tilting deformation of the ridges in the vehicle's longitudinal direction between the corrugated sheet-shaped ridges arranged in the vehicle's longitudinal direction, a first bead is formed between the ridges on the upper and lower surfaces, which are flat walls, extending in the vehicle's longitudinal direction, as a concave shape downward from the corrugated sheet-forming surface or a convex shape upward from the corrugated sheet-forming surface. The first bead is formed at a position inward from the central position in the width direction of the corrugated sheet shape. Furthermore, a second bead is formed on the vertical wall in the vertical direction of the vehicle, either as a concave shape downward from the corrugated sheet forming surface or a convex shape upward from the corrugated sheet forming surface. The second bead is formed in the width direction of the corrugated sheet shape at a position outward from the first bead. The second bead is provided in two equal-spacing positions between the outer edge of the corrugated sheet shape and the central position in the width direction, in a vehicle impact-absorbing structure.

2. The vehicle impact absorbing structure according to Claim 1, A vehicle impact absorbing structure wherein the convex or concave shape in the first bead is formed continuously in the vehicle's longitudinal direction on the corrugated surface of the corrugated sheet.

3. A vehicle impact absorbing structure according to claim 1 or claim 2, A vehicle impact absorbing structure wherein the edges of the ridges in the corrugated shape of the impact absorbing member are formed in a curved R shape.

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