JP2005297623A - Shock absorbing structure of vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To obtain a shock absorbing structure of a vehicle capable of obtaining an energy absorbing characteristic to be desired (namely, a characteristic with still high energy absorbing volume even when the structure is deformed in a load input direction) at the time of collision by a low-cost structure. <P>SOLUTION: A required number of hollow shock absorbing elements 22 formed into a conical trapezoidal shape by press molding a steel plate are laminated in an axial direction, and adjacent peripheral walls 22A are adhered by an adhesive 24. According to this constitution, when a shock load F is inputted to a tip end of a shock absorbing structure 10, a tensile load in a peripheral direction acts on a large diameter part 22A2 side of a peripheral wall 22A of each of the shock absorbing elements 22, so as to cause plastic deformation in a face. Accordingly, an energy absorbing effect is made high compared to a structure for causing deformation outside a face by compression buckling. Also, because press molding can be utilized, the structure can be produced at low costs. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention relates to a shock absorbing structure for a vehicle that absorbs energy at the time of collision by being deformed by being interposed between a load input portion to which a collision load is input and a load transmission portion to which the collision load is transmitted.

  Conventionally, various shock absorbing structures have been adopted for automobiles. For example, a crash box as an impact absorbing structure may be set between the front end portion of the front side member and the front bumper reinforcement.

Here, Patent Document 1 below discloses an impact absorbing structure in which an I-type reinforcing material is disposed in the center of a cylindrical hollow body made of a fiber composite material. This shock absorbing structure is arranged so that its longitudinal direction is the load input direction at the time of collision, and is compressed and buckled and deformed at the time of collision to absorb energy.
JP 2003-262246 A

  However, in the case of the above prior art, when the shock absorbing structure undergoes compression buckling deformation, the wall surface undergoes out-of-plane deformation, but the phenomenon of compression buckling is an inherently unstable phenomenon. There is a problem that a large difference occurs between the peak load and the load generated in the course of the out-of-plane deformation, and a high energy absorption / absorption amount cannot be maintained.

  The above problem will be described in an easy-to-understand manner using schematic diagrams. Assume that two cylindrical impact absorbing structures 100 are arranged in parallel as shown in FIG. It is assumed that the base end portion of each shock absorbing structure 100 is fixedly supported by the load transmission member 102.

  In this state, if the collision body 104 collides with the tip of the shock absorbing structure 100 with a load F of a predetermined value or more, the shock absorbing structure 100 receives the collision load F in the axial compression direction and compresses in a bellows shape. Buckling deformation. That is, out-of-plane deformation occurs on the wall surface of the shock absorbing structure 100, and energy at the time of collision is absorbed by the out-of-plane deformation.

  FIG. 10 is a graph showing the energy absorption characteristics (FS characteristics) in this case. A broken line graph P shown in FIG. 10 is an ideal waveform. On the other hand, the actual energy absorption characteristic is as shown by a solid line graph Q. That is, the load suddenly rises from the beginning of the collision and reaches the peak load a. This point a is also the starting point of the compression buckling deformation, and thereafter, the load is suddenly lowered and changes in a zigzag manner. This zigzag portion is when the shock absorbing structure 100 undergoes out-of-plane deformation. Since the energy absorption amount is expressed by the area surrounded by the graph and the horizontal axis, in the case of the shock absorbing structure 100, the energy absorption amount at the time of collision is small compared to the case of the ideal waveform (dashed line graph P). I can say that.

  If a cylindrical shock absorbing structure is simply used in this way, the amount of energy absorbed during a collision is reduced. For this reason, in the conventional prior art etc., measures such as setting a complicated rib inside the shock absorbing structure have been taken to compensate for the shortage of energy absorption. However, complicated ribs cannot be set by pressing steel, so other methods, such as extrusion using aluminum alloy materials, must be used, which is subject to material limitations and costs. Invite up. Recently, in addition to the aluminum alloy material, it has been studied to use a fiber composite material such as FRP as seen in Patent Document 1 described above, but it is more expensive than press forming of a steel sheet, and If the rib shape is complicated, high productivity cannot be expected.

  Summarizing the above, there is a need for a new idea that departs from the conventional shock absorbing structure such that a simple cylindrical body is used as a basic structure and ribs are provided there.

  The present invention takes the above-mentioned facts into consideration, and the impact of a vehicle that can obtain a desired energy absorption characteristic at the time of a collision with a low-cost structure (that is, a characteristic in which the amount of energy absorption is still high even when deformation in the load input direction proceeds). The purpose is to obtain an absorbent structure.

  According to a first aspect of the present invention, there is provided a shock absorbing structure for a vehicle which is interposed between a load input portion to which a collision load is input and a load transmission portion to which the collision load is transmitted, and is deformed by being deformed. A shock absorbing structure for a vehicle that absorbs energy, and a plurality of shock absorbing elements formed in a hollow, substantially frustoconical shape are stacked in the axial direction to form a laminated structure, with the small diameter side facing the load input section side. It is characterized in that the radial side is arranged toward the load transmission part side.

  According to a second aspect of the present invention, the shock absorbing structure for a vehicle according to the first aspect of the present invention is characterized in that, in the first aspect, the adjacent shock absorbing elements are joined together by an adhesive.

  According to a third aspect of the present invention, there is provided the vehicle impact absorbing structure according to the first or second aspect, wherein the shock absorbing element has a uniform thickness from the small diameter side to the large diameter side. It is set and the wall surface of a surrounding wall part is made into the smooth surface, It is characterized by the above-mentioned.

  According to a fourth aspect of the present invention, there is provided the vehicle impact absorbing structure according to the first or second aspect, wherein the peripheral wall portion of the shock absorbing element has a tensile force of a predetermined value or more in the circumferential direction. It is characterized in that a concavo-convex portion that extends by acting is formed.

  A shock absorbing structure for a vehicle according to a fifth aspect of the present invention is the shock absorbing structure according to the first or second aspect, wherein the shock absorbing element has a plate thickness on the large diameter side of the peripheral wall portion on the smaller diameter side. It is characterized by being set thinner than the plate thickness.

  According to the first aspect of the present invention, when a collision occurs, the collision load is input to the load input unit. The input collision load is transmitted to the load transmission unit via the shock absorbing structure. At this time, the shock absorbing structure is compressed and deformed in the axial direction, whereby predetermined energy absorption is performed.

  Here, in the present invention, a shock absorbing structure is formed by stacking a plurality of shock absorbing elements formed in a hollow substantially truncated cone shape in the axial direction to form a laminated structure, and the smaller diameter side is the load input portion side. Since the large-diameter side is arranged toward the load transmitting portion side, when a compressive load is applied to the small-diameter side of the shock absorbing structure via the load input portion (that is, when a collision load is applied), each impact A tensile load in the circumferential direction acts on the large diameter side of the absorbent element. For this reason, in-plane plastic deformation due to tensile stress occurs on the large diameter side of the shock absorbing element, and the energy at the time of collision is absorbed by a series of this in-plane plastic deformation. Therefore, the deformation load in the energy absorption process is stabilized to be higher than that of the conventional energy absorption structure using the instability phenomenon called out-of-plane buckling deformation of the wall surface.

  In addition, according to the present invention, since the shape of each shock absorbing element is a hollow substantially truncated cone shape, for example, it can be manufactured by press forming a steel plate. For this reason, for example, cost can be reduced compared with the case where an aluminum alloy material is extruded and an impact-absorbing element is manufactured.

  According to the second aspect of the present invention, since the adjacent shock absorbing elements are joined together by the adhesive, the separation load of the adhesive can be used to enhance the energy absorption effect. In particular, in the present invention, since the shock absorbing element has a hollow substantially truncated cone shape, the separation load acting on the adhesive surface of the adhesive is the shear load. Therefore, the energy absorption effect is increased.

  In other words, the fracture load of the adhesive layer of the adhesive varies greatly depending on whether it is due to shear load or due to peeling load, but if it is a shock absorbing structure using out-of-plane buckling deformation as in the past, As the deformation progresses, more peeling load acts on the adhesive layer, so that a very high energy absorption effect cannot be expected. However, if the shock absorbing element has a hollow substantially truncated cone shape as in the present invention, more shear load acts on the adhesive surface of the adhesive, and therefore the adhesive adhesive layer breaks as the deformation progresses. The load increases.

  According to the third aspect of the present invention, since the plate thickness of the peripheral wall portion of the shock absorbing element is set uniformly from the small diameter side to the large diameter side, and the wall surface of the peripheral wall portion is a smooth surface, adjacent shock absorbing elements The gap between them can be made uniform. Therefore, for example, when adjoining impact absorbing elements are bonded together with an adhesive, the thickness of the adhesive layer becomes uniform and the application of the adhesive becomes easy.

  According to the fourth aspect of the present invention, since the concavo-convex portion is formed on the peripheral wall portion of the shock absorbing element by applying a tensile force of a predetermined value or more in the circumferential direction, the portion provided with the concavo-convex portion Plastic deformation called “elongation” becomes possible.

  According to the fifth aspect of the present invention, the plate thickness on the large diameter side of the peripheral wall portion of the shock absorbing element is set to be thinner than the plate thickness on the small diameter side, so that compression buckling on the small diameter side hardly occurs. In addition, plastic deformation due to circumferential tensile stress on the large diameter side can be smoothly promoted.

  As described above, the shock absorbing structure for a vehicle according to the first aspect of the present invention has a laminated structure in which a plurality of impact absorbing elements formed in a hollow, substantially conical shape are stacked in the axial direction to form a laminated structure. Is arranged with the large-diameter side facing the load input side and the large-diameter side facing the load-transmitting side, so it is possible to absorb the energy at the time of collision by in-plane plastic deformation due to tensile stress, resulting in collision with a low-cost structure. At the same time, it has an excellent effect that the intended energy absorption characteristic (that is, the characteristic that the amount of energy absorption is still high even when the deformation in the load input direction progresses) can be obtained.

  The impact absorbing structure for a vehicle according to the second aspect of the present invention is the invention according to the first aspect, in which the adjacent shock absorbing elements are joined together by an adhesive, so that the energy separation effect of the adhesive is increased. Therefore, as a result, the energy absorption performance can be improved.

  According to a third aspect of the present invention, there is provided the vehicle impact absorbing structure according to the first or second aspect of the present invention, wherein the thickness of the peripheral wall portion of the shock absorbing element is set uniformly from the small diameter side to the large diameter side. In addition, since the wall surface of the peripheral wall portion is a smooth surface, the thickness of the adhesive layer can be made uniform and the operation of applying the adhesive can be facilitated when bonding with an adhesive is employed. It has the outstanding effect that the improvement of the manufacturing efficiency of the impact-absorbing performance secured and the impact-absorbing structure can be aimed at.

  According to a fourth aspect of the present invention, there is provided the vehicle impact absorbing structure according to the first or second aspect, wherein a tensile force of a predetermined value or more in the circumferential direction acts on the peripheral wall portion of the shock absorbing element. As a result of forming the concavo-convex portion that extends, the plastic deformation called “elongation” becomes possible. As a result, the adjustment range of the energy absorption characteristic can be expanded, and the deformation load is basically small and the deformation stroke is large. Such an energy absorption characteristic can be obtained.

  According to a fifth aspect of the present invention, there is provided a shock absorbing structure for a vehicle according to the first or second aspect of the present invention. Since it is set thinner than that, compression buckling is less likely to occur on the small diameter side, and plastic deformation due to the tensile stress in the circumferential direction on the large diameter side can be promoted smoothly. It has an excellent effect that a stable energy absorption characteristic with little load fluctuation can be obtained.

[First Embodiment]
Hereinafter, a first embodiment of a shock absorbing structure for a vehicle according to the present invention will be described with reference to FIGS.

  FIG. 2 is a schematic plan view of the front portion of the vehicle body in which the shock absorbing structure 10 according to the present embodiment is adopted as a crash box. As shown in this figure, a long front bumper reinforcement 12 as a load input portion formed in a substantially U shape in plan view is disposed at the front end portion of the vehicle body in the vehicle width direction in the longitudinal direction. Has been. The front bumper reinforcement 12 is a high-strength member, and a front bumper cover (not shown) is attached to the front side thereof.

  On the other hand, inside the front wheel house 16 where the front wheels 14 are arranged, a high-strength front side member 18 as a load transmitting portion formed in a long shape is arranged with the vehicle longitudinal direction as the longitudinal direction. The rear end portion of the front side member 18 is coupled to the front surface of the front cross member 20. Further, the front end portion of the front side member 18 is disposed at a position (offset position) separated from the front bumper reinforcement 12 by a predetermined distance toward the vehicle rear side. The shock absorbing structure 10 according to this embodiment is interposed between the front end portion of the front side member 18 and the rear end surface of the front bumper reinforcement 12. The shock absorbing structure 10 is continuously arranged with respect to the front side member 18.

  FIG. 1B shows the overall structure of the shock absorbing structure 10 in a half sectional view centering on the axis, and FIG. 1A shows the shock absorbing structure constituting the shock absorbing structure 10. A unitary configuration of element 22 is shown in perspective view.

  As shown in these drawings, the shock absorbing element 22 is formed into a hollow thin-walled truncated cone shape by press-forming a steel plate. Further, the inner peripheral surface and the outer peripheral surface of the peripheral wall portion 22A of the shock absorbing element 22 are smooth surfaces in the circumferential direction. Furthermore, the inclination angle θ (see FIG. 3) of the peripheral wall portion 22A of the shock absorbing structure 10 is set to a predetermined angle in relation to the energy absorption characteristics. Further, the thickness t (see FIG. 4) of the peripheral wall portion 22A of the shock absorbing structure 10 is set uniformly from the small diameter portion 22A1 to the large diameter portion (skirt portion) 22A2.

  A plurality of shock absorbing elements 22 having the above-described configuration are stacked in the axial direction and laminated, and the peripheral wall portions 22A of the adjacent shock absorbing elements 22 are bonded together with an adhesive 24, whereby the shock absorbing structure according to the present embodiment. 10 is configured.

  When the shock absorbing structure 10 is installed as a crash box, the small diameter portion 22A1 is directed toward the front reinforcement 12 and the large diameter portion 22A2 is disposed toward the front side member 18 side. Further, one end of the shock absorbing structure 10 in the axial direction (that is, the shock absorbing element 22 located on the vehicle rear side in the assembled state as a crash box) is formed in a substantially disc shape. A tool 26 is attached. The holder 26 is formed in a disc shape and is fixed to a front end portion of the front side member 18 by a fixing means (not shown) such as a bolt and a nut when used as a crash box, and a peripheral portion of the bottom portion 26A. And a plurality of protrusions 26 </ b> B that stand up at intervals of 90 degrees and extend in parallel to the axis of the shock absorbing structure 10.

  Next, the operation and effect of this embodiment will be described.

  When a frontal collision occurs, the collision load at that time is input to the front bumper reinforcement 12. The input collision load is transmitted to the front side member 18 through the shock absorbing structure 10. At this time, the shock absorbing structure 10 is compressed in the axial direction and plastically deformed, whereby predetermined energy absorption is performed.

  Here, in the present embodiment, the shock absorbing structure 10 is configured by stacking a plurality of shock absorbing elements 22 formed in a hollow truncated cone shape in the axial direction to form a laminated structure, and the small diameter portion 22A1 side is formed. Since it is arranged toward the front bumper reinforcement 12 and the large diameter portion 22A2 side is arranged toward the front side member 18, the compression load F is applied to the small diameter portion 22A1 side of the shock absorbing structure 10 via the front bumper reinforcement 12. 1 (see FIG. 1B and FIG. 3) is input (that is, when a collision load is applied), the tensile load T in the circumferential direction is applied to the large diameter portion 22A2 side of each shock absorbing element 22 (see FIG. 3) works. For this reason, in-plane plastic deformation due to tensile stress occurs on the large-diameter portion 22A2 side of the impact absorbing element 22, and the energy at the time of the frontal collision is absorbed by continuous (continuous) in-plane plastic deformation in the axial direction. Therefore, the deformation load in the energy absorption process is stabilized to be higher than that of the conventional energy absorption structure using the instability phenomenon called out-of-plane buckling deformation of the wall surface. The fact that a plurality of shock absorbing elements 22 are stacked and each of the shock absorbing elements 22 is plastically deformed in the plane also contributes to an increase in energy absorption.

  Moreover, according to the present embodiment, the shape of each shock absorbing element 22 is a very simple shape called a hollow truncated cone shape (in other words, the shape with complicated ribs is not used as in the prior art). Therefore, the impact absorbing element 22 can be easily manufactured by press forming a steel plate. For this reason, for example, cost can be reduced compared with the case where an aluminum alloy material is extruded and an impact-absorbing element is manufactured.

  As a result, according to the shock absorbing structure 10 according to the present embodiment, the energy absorption characteristics (that is, as indicated by the broken line graph (ideal waveform) P in FIG. Even if the deformation in the input direction progresses, it is possible to obtain a characteristic that the amount of energy absorption is still high.

  Moreover, in this embodiment, since the surrounding wall part 22A of the adjacent impact-absorbing element 22 was joined by the adhesive agent 24, the separated load of the adhesive agent 24 can be utilized in order to improve the energy absorption effect. In particular, in this embodiment, since the shock absorbing element 22 has a hollow frustum shape, the separation load acting on the adhesive surface of the adhesive 24 becomes the shear load S (see FIG. 4). Therefore, the energy absorption effect is increased.

  In other words, the breaking load of the adhesive layer of the adhesive 24 varies greatly depending on whether it is due to a shear load or a peeling load, but if it is a shock absorbing structure using out-of-plane buckling deformation as in the past, As the deformation progresses, more peeling load acts on the adhesive layer, so that a very high energy absorption effect cannot be expected. However, if the shock absorbing element 22 has a hollow frustoconical shape as in the present embodiment, more shear load S acts on the bonding surface of the adhesive 24, so that the adhesive 24 can move as the deformation progresses. The breaking load of the adhesive layer is also increased. As a result, according to this embodiment, energy absorption performance can be improved.

  Further, in this embodiment, the plate thickness t of the peripheral wall portion 22A of the shock absorbing element 22 is set uniformly from the small diameter portion 22A1 side to the large diameter portion 22A2 side, and the wall surface of the peripheral wall portion 22A is a smooth surface. The gap 28 (see FIG. 4) between the matching shock absorbing elements 22 can be made uniform. Therefore, for example, when the adjacent impact absorbing elements 22 are bonded together by the adhesive 24, the thickness of the adhesive layer becomes uniform. As a result, according to the present embodiment, stable shock absorbing performance can be ensured. In addition, since the application work of the adhesive 24 is facilitated, the manufacturing efficiency of the shock absorbing structure 10 can be improved.

  Further, according to the present embodiment, since the shock absorbing element 22 has a hollow truncated cone shape, the energy absorption characteristics can be easily adjusted by changing the inclination angle θ of the peripheral wall portion 22A. That is, since the inclination angle θ of the peripheral wall portion 22A affects the ease of occurrence of in-plane plastic deformation due to the tensile load T in the circumferential direction of the large diameter portion 22A2, the shock absorbing structure 10 is changed by changing the inclination angle θ. It is possible to easily adjust the energy absorption characteristics. In addition, the energy absorption characteristics can be easily adjusted by changing the number of shock absorbing elements 22 used. Furthermore, the energy absorption characteristics can be easily adjusted by changing the thickness t of the peripheral wall portion 22A of the shock absorbing element 22. As described above, according to the present embodiment, there is an advantage that the energy absorption characteristics of the shock absorbing element 22 and thus the shock absorbing structure 10 can be easily adjusted from various viewpoints.

[Second Embodiment]
Next, a second embodiment of the vehicle impact absorbing structure according to the present invention will be described with reference to FIGS. In addition, about the same component as 1st Embodiment mentioned above, the same number is attached | subjected and the description is abbreviate | omitted.

  As shown in FIGS. 5A and 5B, in the second embodiment, the peripheral wall portion 32 </ b> A of the shock absorbing element 32 constituting the shock absorbing structure 30 is formed with a peak portion 34 and a trough portion as uneven portions. A feature is that 36 has a corrugated shape alternately arranged in the circumferential direction.

  According to the above configuration, when a collision load is input in the axial direction from the small diameter portion 32A1 side of the peripheral wall portion 32A of the shock absorbing structure 30, the tensile load T acts on the large diameter portion 32A2 side in the circumferential direction. When the tensile load T reaches a predetermined value or more, the adjacent peak portions 34 are extended in a direction away from each other. As a result, according to the present embodiment, it is possible to expand the adjustment range of the energy absorption characteristic, and it is possible to obtain an energy absorption characteristic that basically has a small deformation load and a large deformation stroke.

  Supplementally, in the case of this embodiment, since the peripheral wall portion 32A is extended in the circumferential direction, the bending deformation of the plate material is used, but unlike the conventional out-of-plane buckling, the deformation progresses. There is little load fluctuation and stable energy absorption characteristics.

  In addition, there are roughly two types of methods for stacking the shock absorbing elements 32 described above. The laminated pattern shown in FIGS. 6A and 6B is a laminated pattern in which the peak portions 34 and the valley portions 36 of the shock absorbing elements 32 adjacent in the axial direction overlap each other. In this case, the stacking pitch W1 of the shock absorbing elements 32 is shortened.

  On the other hand, the laminated pattern shown in FIGS. 7A and 7B is a laminated pattern in which the peak portions 34 and the valley portions 36 of the shock absorbing elements 32 adjacent in the axial direction overlap. In this case, the stacking pitch W2 of the shock absorbing elements 32 becomes long.

[Third Embodiment]
Next, a third embodiment of the vehicle impact absorbing structure according to the present invention will be described with reference to FIG. In addition, about the same component as 1st Embodiment mentioned above, the same number is attached | subjected and the description is abbreviate | omitted.

  As shown in FIGS. 8A and 8B, in the third embodiment, the thickness of the peripheral wall portion 42A of the shock absorbing element 42 constituting the shock absorbing structure 40 is changed from the small diameter portion 42A1 to the large diameter portion 42A2. It is characterized by the fact that it gradually becomes thinner as it goes to. The shock absorbing element 42 is manufactured by press forming a non-uniform thickness steel plate.

  According to the shock absorbing structure 40 configured by stacking a plurality of shock absorbing elements 42 having the above-described configuration, in-plane plastic deformation due to tensile stress in the circumferential direction occurs by reducing the plate thickness of the large diameter portion 42A2. It becomes easy. Further, if the plate thickness on the small diameter portion 42A1 side is particularly thin, it is expected that a tendency to compress buckling tends to appear on the small diameter portion 42A1 side when a load is input. If such compression buckling occurs, it may cause a load fluctuation when the deformation of the shock absorbing structure 40 progresses, and it is also considered that plastic deformation on the large diameter portion 42A2 side is hindered. However, if the plate thickness is gradually reduced from the small diameter portion 42A1 to the large diameter portion 42A2 as in the present embodiment, such a problem can be prevented.

  That is, according to the shock absorbing structure 40 of the present embodiment, compression buckling is unlikely to occur on the small diameter portion 42A1 side, and plastic deformation due to circumferential tensile stress on the large diameter portion 42A2 side is smoothly promoted. Can do. As a result, according to the present embodiment, it is possible to obtain a stable energy absorption characteristic with little load fluctuation accompanying the progress of plastic deformation.

[Supplementary explanation of the embodiment]
In each of the above-described embodiments, the shock absorbing elements 22, 32, and 42 are manufactured by press forming of a steel plate. However, the present invention is not limited thereto, and these may be manufactured using a resin material such as FRP.

  Moreover, in each embodiment mentioned above, although the impact-absorbing structure 10,30,40 was utilized as a crash box, it is naturally possible to utilize not only this but for another use.

  Furthermore, in each embodiment mentioned above, the adjacent impact-absorbing elements 22, 32, and 42 were joined by the adhesive 24, but not limited thereto, the adjacent impact-absorbing elements 22, 32, and 42 are joined by a joining means other than the adhesive. May be joined.

  Moreover, in each embodiment mentioned above, although the impact-absorbing element 22, 32, 42 was formed in the hollow truncated cone shape, it should just be a hollow substantially truncated cone shape not only this. Accordingly, the peripheral wall portions 22A, 32A, and 42A may have a shape that is slightly curved radially inward or radially outward.

(A) is a perspective view which shows the impact-absorbing element which comprises the impact-absorbing structure which concerns on 1st Embodiment, (B) is a whole block diagram of an impact-absorbing structure. It is a top view which shows schematic structure of the vehicle body front part which used the impact-absorbing structure of FIG. 1 for the crash box. It is explanatory drawing for demonstrating the force which arises on the large diameter part side when the collision load F is input. It is a longitudinal cross-sectional view which shows the joining condition of adjacent shock absorption elements. (A) is a perspective view which shows the impact-absorbing element which comprises the impact-absorbing structure which concerns on 2nd Embodiment, (B) is a whole block diagram of an impact-absorbing structure. (A) is a whole block diagram which shows an example of the lamination | stacking method of the shock absorption structure which concerns on 2nd Embodiment, (B) is explanatory drawing which shows the phase at the time of lamination | stacking roughly. (A) is a whole block diagram which shows another example of the lamination | stacking method of the impact-absorbing structure which concerns on 2nd Embodiment, (B) is explanatory drawing which shows the phase at the time of lamination | stacking roughly. (A) is a longitudinal cross-sectional view which shows the impact-absorbing element which comprises the impact-absorbing structure which concerns on 3rd Embodiment, (B) is a whole block diagram of an impact-absorbing structure. It is a schematic block diagram which shows the structure of the impact-absorbing structure which concerns on a conventional structure. It is a FS characteristic figure for explaining a problem of conventional structure.

Explanation of symbols

10 Shock-absorbing structure 12 Front bumper reinforcement (load input part)
18 Front side member (load transmission part)
22 Shock Absorbing Element 22A Peripheral Wall 22A1 Small Diameter 22A2 Large Diameter 24 Adhesive 30 Shock Absorbing Structure 32 Shock Absorbing Element 32A Peripheral Wall 32A1 Small Diameter 32A2 Large Diameter 34 Mountain (Roughness)
36 valley (concave and convex)
40 shock absorbing structure 42 shock absorbing element 42A peripheral wall portion 42A1 small diameter portion 42A2 large diameter portion

Claims (5)

A shock absorbing structure for a vehicle that absorbs energy at the time of collision by being deformed by being interposed between a load input portion to which a collision load is input and a load transmission portion to which the collision load is transmitted,
A plurality of impact absorbing elements formed in a hollow, substantially frustoconical shape are stacked in the axial direction to form a laminated structure, with the small diameter side facing the load input part and the large diameter side facing the load transmission part.
A shock absorbing structure for a vehicle. The adjacent shock absorbing elements are joined by an adhesive,
The shock absorbing structure for a vehicle according to claim 1. The shock absorbing element is configured such that the thickness of the peripheral wall portion is uniformly set from the small diameter side to the large diameter side, and the wall surface of the peripheral wall portion is a smooth surface.
The impact absorbing structure for a vehicle according to claim 1 or 2, wherein On the peripheral wall portion of the shock absorbing element, an uneven portion is formed that extends when a tensile force of a predetermined value or more in the circumferential direction acts.
The impact absorbing structure for a vehicle according to claim 1 or 2, wherein The shock absorbing element is set such that the plate thickness on the large diameter side of the peripheral wall portion is thinner than the plate thickness on the small diameter side,
The impact absorbing structure for a vehicle according to claim 1 or 2, wherein

Images