JP2008044507A - Shock-absorbing member - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a shock-absorbing member which is composed of an easily recyclable metallic member and capable of reliably protecting the legs of a pedestrian in a bodily contact accident, while performing protection of the environment and effective utilization of resources after use. <P>SOLUTION: The shock-absorbing member 1 composed of a metallic member and mounted on a front face of a front bumper reinforcement. The metallic member is divided three or more sections in the longitudinal direction. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention reduces the impact force applied to the body of a person who rides a pedestrian, a bicycle, etc. (hereinafter collectively referred to as “pedestrian” in the present specification) in the event of an interpersonal contact accident of an automobile. The present invention relates to an impact absorbing member that can suppress pedestrian injury.

  In recent years, in the event of a car crash, not only ensuring the safety of passengers, but also reducing pedestrian injury by reducing the impact force applied to the pedestrian's body, especially in the case of a human contact accident It is also required to do.

  For example, a bumper mounted on the front part of an automobile is likely to cause a large injury to a pedestrian's leg due to an installation height due to a person contact accident. For this reason, for example, a soft cushioning material (shock absorbing member) made of a resin material has been interposed between the front surface of the front bumper reinforcement, that is, between the bumper reinforcement and the bumper facer that covers the bumper reinforcement. Many inventions have been proposed for reducing the impact force when the bumper comes into contact with the pedestrian's legs, thereby suppressing injury to the pedestrian's legs.

For example, Patent Document 1 discloses an invention in which an impact absorbing member made of an elastic foam made of a synthetic resin is mounted between a bumper reinforcement and a bumper facer.
Patent Document 2 discloses an invention relating to an impact absorbing member comprising a hollow body blow-molded from a thermoplastic material and a foam filled therein.

The inventions disclosed in Patent Documents 1 and 2 both protect a pedestrian's leg in a human contact accident by attaching a soft impact absorbing member made of a plastic material or a resin material to a bumper reinforcement. It is.
JP 2004-328661 A JP 2005-263207 A

  However, the shock absorbing member made of a plastic material or a resin material used in the inventions disclosed in Patent Documents 1 and 2 is discarded after use because it is not easy to recycle the plastic material or the resin material as well known. When it is done, problems arise in terms of environmental protection and effective use of resources.

  Thus, according to the conventional invention, it has not been possible to provide an impact absorbing member for an automobile bumper that can be easily recycled after use while reliably suppressing injury to a pedestrian's leg in an interpersonal contact accident. .

  The present invention is an impact absorbing member made of a metal member attached to the front surface of the front bumper reinforcement or the rear surface of the rear bumper reinforcement, and the metal member is configured to be divided in the longitudinal direction, and / or An impact absorbing member comprising a slit that intersects the longitudinal direction.

In the impact absorbing member according to the present invention, it is desirable that the cross-sectional shape of the metal member is substantially U-shaped or substantially hat-shaped.
The number of divisions in the longitudinal direction of these metal members is preferably 3 or more, and more preferably 15 or more and 70 or less.

  Furthermore, the number of slits provided in the longitudinal direction of these metal members is preferably 2 or more, and more preferably 70 or less.

  According to the present invention, since it is made of a metal member that is easy to recycle, an impact absorbing member that can reliably protect the legs of a pedestrian in a person-to-person contact accident while protecting the environment and using resources effectively after use. Specifically, it is possible to provide an impact absorbing member that is easy to recycle and has a small difference in absorbed energy in the vehicle width direction regardless of the contact position.

  For this reason, the impact absorbing member according to the present invention is made of a metal material, so that it can be easily recycled, and the pedestrian's leg can be protected by suppressing the injury of the pedestrian in an interpersonal contact accident.

(Embodiment 1)
Hereinafter, the best mode for carrying out an impact absorbing member according to the present invention will be described in detail with reference to the accompanying drawings. In the following description, a case where an impact absorbing member is configured using a steel plate as a recyclable metal material is taken as an example, but the present invention is not limited to a steel plate, such as an aluminum alloy plate, Metal plates other than steel plates can also be used.

First, the principle of the shock absorbing member of this embodiment will be briefly described.
The impact absorbing member of the present embodiment is configured by using a steel plate, not a plastic material or a resin material that has a high impact absorbing ability but is difficult to recycle, in order to enhance recyclability after use. The impact absorbing member of the present embodiment can be reliably recycled together with the bumper reinforcement made of steel after use by using a steel plate.

  On the other hand, the shock absorbing member of the present embodiment is formed on the front surface of the front bumper reinforcement or the rear surface of the rear bumper reinforcement by, for example, appropriate welding such as spot welding, arc welding or laser welding, or appropriate mechanical joining such as bolt fastening. By being joined and attached by appropriate means such as the above, pedestrian injury in the event of a human contact accident is suppressed. Therefore, the impact absorbing member of the present embodiment is mounted over substantially the entire region in the vehicle width direction at the front or rear of the automobile.

  Therefore, the shock absorption performance varies depending on the collision position in the vehicle width direction, for example, the shock absorption performance on the end side in the vehicle width direction is significantly lower than the shock absorption performance on the center side in the vehicle width direction. It is not preferable from the viewpoint of reliably suppressing pedestrian injury in a human contact accident, and there is little fluctuation in the absorbed energy in the longitudinal direction of the shock absorbing member (that is, the vehicle width direction of the automobile), that is, the distribution of absorbed energy. It is desirable that is substantially constant.

  However, due to various factors such as the exterior design of the vehicle, the vehicle space, and the shape of the bumper reinforcement that supports the shock absorbing member, the compression stroke of the shock absorbing member varies depending on the position in the vehicle width direction and is constant. Often not.

  For this reason, if at least the vertical surface of the shock absorbing member made of steel plate and half of the horizontal plane continuous thereto have a shape continuous in the longitudinal direction (that is, the vehicle width direction), the difference in the collision position in the vehicle width direction (for example, the vehicle In the case of an interpersonal contact accident in which a portion with low impact absorption performance comes into contact with a pedestrian, the injury that occurs to the pedestrian may not be sufficiently suppressed. There is.

  Therefore, in the present embodiment, the shock absorbing member made of a steel plate is divided into its axial direction, so that the shock absorbing member in contact with the pedestrian is at a limited portion at or near the collision position. Make it deformable.

  Since the shock absorbing member made of a steel plate according to the present embodiment is configured as described above, even if the cross-sectional dimension changes in the vehicle width direction, the absorbed energy can be set by appropriately setting the plate thickness and material. The distribution of the absorbed energy in the vehicle width direction can be made substantially uniform and the absorbed energy can be increased regardless of the collision position.

  Furthermore, by making the cross-sectional shape of the steel plate member constituting the shock absorbing member substantially U-shaped or substantially hat-shaped, it can be compressed and deformed with a relatively low load for pedestrian protection. Therefore, it is more advantageous in terms of protecting pedestrians and can be easily attached to the bumper reinforcement.

  The result of analyzing the impact compression performance using general-purpose dynamic finite element method analysis software in a state where the impact absorbing member of the present embodiment based on the above principle is mounted on the front surface of the bumper reinforcement will be described.

  FIG. 1 is an explanatory view showing the shape of an impact absorbing member subjected to this analysis, and FIG. 1 (a) shows an impact absorbing member 6 of a comparative example configured continuously in the longitudinal direction (vehicle width direction). FIG. 1B shows the shock absorbing member 1 according to the present embodiment, which is divided into three parts 1a, 1b and 1c in the longitudinal direction (vehicle width direction).

  FIG. 2 is an explanatory view showing the cross-sectional shape of these shock absorbing members 1 and 6. In this analysis, as shown in FIG. 2, the cross-sectional shape of the impact absorbing members 1 and 6 is the same substantially U-shaped shape. The material and plate thickness of the shock absorbing members 1 and 6 were also the same as those of mild steel and 1.0 mm, respectively.

3A is an explanatory view showing the analysis conditions of the shock absorbing member 6, and FIG. 3B is an explanatory view showing the analysis conditions of the shock absorbing member 1.
As shown in FIG. 3, this analysis is a cylindrical member with a diameter of 70 mm that imitates a pedestrian's leg by fixing both ends 4 a of the crash box (or bumper stay) 4, 4 that supports the bumper reinforcement 3. 5 is performed by causing the impact absorbing members 1 and 6 mounted on the front surface of the bumper reinforcement 3 to collide at the compression position A or B at a constant speed with an impactor 5 (set to a rigid body).

  FIG. 4A is a graph showing a load response (load / average load) divided by an average load up to a compression displacement of 30 mm of the shock absorbing member 6 at positions A and B in FIG. 3, and FIG. 4 is a graph showing a load response (load / average load) divided by an average load up to a compression displacement of 35 mm of the shock absorbing member 1 at positions A and B in FIG.

  On the other hand, FIG. 5 is a graph showing the absorbed energy ratio at the compression displacement 30 mm at the position B of the impact absorbing members 6 and 1. The absorption energy ratio in FIG. 5 is the absorption energy ratio of position B to position A (absorption energy when contacting at position B / absorption energy when colliding at position A).

4 and 5, it can be seen that the shock absorbing member 1 has substantially the same load response and absorbed energy in the axial direction (vehicle width direction) than the shock absorbing member 6.
In this analysis, in order to simplify the analysis conditions and clarify the characteristics of the invention, an example in which a steel plate member extends straight in the vehicle width direction as is clear from FIGS. However, unlike this case, the present invention can be applied even when (i) the compression stroke in the vehicle width direction varies depending on the position or (ii) the bumper reinforcement is curved. The feature is that the absorption energy can be easily adjusted.

  6A and 6B show a case where the compression stroke (indicated by a double-headed arrow in the figure) of the impact absorbing member 1-1 in the vehicle width direction varies depending on the position in the vehicle width direction. In the case where the vehicle is not divided in the vehicle width direction, the division is performed at a position indicated by a broken line. On the other hand, FIG. 6C and FIG. 6D both show the impact absorbing member 1-2 attached to the front surface of the bumper reinforcement that curves in the longitudinal direction of the vehicle body, and each is not divided in the vehicle width direction. This is a case of dividing at a position indicated by a broken line.

  When the compression stroke changes depending on the position in the vehicle width direction as shown in FIGS. 6 (a) and 6 (b), or curved in the longitudinal direction of the vehicle body as shown in FIGS. 6 (c) and 6 (d). In any case, it is difficult to make the absorbed energy uniform in the vehicle width direction unless the shock absorbing members 1-1 and 1-2 are divided in the vehicle width direction. On the other hand, if the shock absorbing members 1-1 and 1-2 are divided into a plurality of parts in the vehicle width direction and the plate thickness and material are appropriately set for each of the divided parts, the absorbed energy can be easily transferred to the vehicle. It can be made substantially constant in the width direction.

Next, this embodiment based on the above principle will be described.
First, an impact absorbing member made of a metal member divided into two or more in the axial direction will be described.

  With a shock absorber made of metal for an automobile bumper, the width of each member divided in the longitudinal direction is changed as appropriate, and the shock absorber of this embodiment is mounted on the front surface of the bumper reinforcement, The impact compression performance of the shock absorbing member was analyzed and investigated using explicit FEM software.

  FIG. 7 is an explanatory view showing the shape of the shock absorbing member used for this analysis, and FIG. 7 (a) shows the shock absorbing member 6 of the comparative example configured continuously in the vehicle width direction. b) is the shock absorbing member 1-3 of the present embodiment divided into 18 in the vehicle width direction. In the illustrated example, the impact absorbing member 1-3 is constituted by 18 divided parts 1-3a to 1-3r.

  Moreover, FIG. 8 is explanatory drawing which shows the cross-sectional shape of these impact-absorbing members 1-3 and 6. As shown in FIG. In this analysis, as shown in FIG. 8, the cross-sectional shape of the impact absorbing members 1-3 and 6 is the same substantially hat shape. Further, the material and plate thickness of the impact absorbing members 1-3 and 6 were also the same as those of mild steel and 1.0 mm, respectively, and the member length L was also common at 1000 mm.

FIG. 9 is an explanatory diagram showing analysis conditions of the shock absorbing member 1-3. In the illustrated example, the shock absorbing member 1-3 is divided into 43 in the longitudinal direction.
As shown in FIG. 9, in this analysis, a cylindrical box 5 having a diameter of 70 mm simulating a leg part of a pedestrian is fixed by fixing the end portions 4a of the crash box (bumper stay) 4 and 4 that support the bumper reinforcement 3. As an impactor (set to a rigid body), the impact absorbing members 1-3 and 6 equipped with the flange 2 are made to collide with the front surface of the bumper reinforcement 3 at a constant speed.

  The collision position is 5 positions (A, B, B, C, C, D, and D are 100 mm) at position A (center in the vehicle width direction), position B, position C, position D, and position E. ), The impact compression characteristics at the respective positions A to E were compared. The gaps between the individual members divided in the vehicle width direction were all 3 mm.

  Table 1 summarizes the results of impact compression characteristics of the impact absorbing member 6 of the comparative example and the impact absorbing member 1-3 of the example of the present invention.

The absorbed energy ratio in Table 1 is a value at a compression stroke of 30 mm, and shows the rate of increase / decrease (absolute value) with respect to the average value of absorbed energy at positions A to E for each position A to E, and the maximum value. Indicates the maximum value of the ratio. That is, when the absorbed energy when the cylinder 5 collides with each position A to _E is Q _{A to} Q _E and the average value of Q _{A to} Q _E is Q _M , for example, the absorbed energy ratio at the position A is | Q _A −Q _M | / Q _M

  As shown in Table 1, the inventive examples 1 to 5 have a smaller absorption energy ratio than the comparative example, and from this, the difference in the absorbed energy at the positions A to E in the longitudinal direction of the shock absorbing member. It is suppressed small, and the effectiveness of the impact absorbing member 1-3 of the present invention example can be seen.

  The sectional shape dimensions of the divided individual members do not need to be uniform in the vehicle width direction, and may be appropriately changed according to the member space, the shape of the bumper reinforcement, and the like. By appropriately setting the plate thickness and material according to the target absorption energy or load level, desired shock absorption characteristics can be obtained easily and reliably.

  What is necessary is just to determine suitably the division | segmentation number of the impact-absorbing member 1-3 of this Embodiment according to the compression stroke and shape change which are determined based on the space which the impact-absorbing member 1-3 can take. Specifically, as shown in FIG. 1B, the number of divisions is desirably three or more divisions so as to include the central portion and both end portions. Increasing the number of divisions promotes uniform distribution of absorbed energy. However, if the number of divisions becomes excessive, the processing cost increases and the manufacturing cost rises. Therefore, the number of divisions is preferably 70 or less.

  In addition, if the gap between the divided individual members is too large, a decrease in absorbed energy when colliding with the gap cannot be ignored, so that the gap is preferably 10 mm or less.

Moreover, it is not necessary to make the width | variety of each divided | segmented member the same value, You may divide | segment so that it may become a respectively different width | variety.
Furthermore, the impact absorbing member of the present embodiment is either (a) a large number of strip-shaped steel plates, which are raw materials, are press-formed into a substantially U shape or a substantially hat shape, or (b) a steel plate which is a material is integrated. As described above, after being formed into a substantially U-shape or a substantially hat shape and then cut in the longitudinal direction, each of them is attached to a predetermined surface of the bumper reinforcement by an appropriate means such as spot welding.

  In addition, the aspect of the bumper reinforcement 3 to which the impact absorbing member 1-3 of the present embodiment is attached is not particularly limited, and can be mounted equally to a known bumper reinforcement. However, before the bumper reinforcement is deformed due to contact with a pedestrian in the case of a human contact accident, the impact absorbing member 1-3 of the present embodiment is sufficiently crushed to absorb the impact energy, thereby In order to suppress the injury to the minimum, in consideration of the order of crushing in the event of a collision, [maximum compression load of shock absorbing member 1-3 of the present embodiment] <[maximum compression load of bumper reinforcement 3] Or it is desirable to set such that [the maximum compressive load of the shock absorbing member 1-3 of the present embodiment] <[the maximum bending load of the bumper reinforcement 3].

  As described above, according to the present embodiment, since it is a metal member that is easy to recycle, the pedestrian's legs are reliably protected in a personal contact accident while protecting the environment and effectively using resources after use. And, more specifically, to provide a shock absorbing member 1-3 that is easy to recycle and has a small difference in absorbed energy in the vehicle width direction regardless of the contact position. Can do.

For this reason, with the impact absorbing member 1-3 according to the present embodiment, it is possible to protect the pedestrian's legs by using a metal material suitable for recycling and suppressing pedestrian injury in a human contact accident. .
(Embodiment 2)
Next, the impact absorbing member of Embodiment 2 will be described. In the following description, portions that are different from the above-described first embodiment will be described, and overlapping descriptions of common portions will be omitted as appropriate.

  Unlike the impact absorbing member of the first embodiment which is divided into a plurality of parts in the longitudinal direction, the impact absorbing member of the present embodiment is made of a metal member having a slit substantially orthogonal to the longitudinal direction.

  FIG. 10 is an explanatory view showing the cross-sectional shape of the shock absorbing members 1-4 and 1-5 of the present embodiment, and FIGS. 11 (a) and 11 (b) show the shock absorbing member 1 respectively. FIG. 4 is a perspective view showing the entirety of -4 and 1-5.

  In the present embodiment, the U-shaped shock absorbing members 1-4, 1-5 (long) shown in FIGS. 11 (a) and 11 (b), which are made of mild steel and have the cross-sectional shape shown in FIG. (L = 1000 mm, plate thickness t = 1.0 mm). 11 (a) and 11 (b), the slit length H on the upper and lower surfaces is the same, but FIG. 11 (a) shows a case where slits are provided in the entire front surface (vertical surface), and FIG. b) shows a case where slits are provided in 55% of the vertical dimension of the front surface.

  The formation range of the slit 7 which is a characteristic of the shock absorbing members 1-4 and 1-5 includes a ridge line between the front surface and the upper surface 8 and the lower surface 9 of the shock absorbing members 1-4 and 1-5. It is desirable to provide in a range that is 50% or more of the vertical dimension of the vehicle and a range that is 50% or more of the vehicle body longitudinal direction dimensions L1 and L2 of the upper surface 8 and the lower surface 9, respectively. If it is less than 50% of L1 and L2, it may be impossible to reliably protect the pedestrian's legs in a personal contact accident.

  That is, not only the shock absorbing members 1-4 and 1-5 according to the present embodiment, but also the shock absorbing members 1 to 1-3 according to the first embodiment have a substantially U-shaped or substantially hat-shaped substantially groove. Including a ridge line between the front surface (vertical surface) of the shock absorbing member having a cross-sectional shape and the upper and lower surfaces (horizontal plane), and a range that is 50% or more of the vertical dimension of the front surface, By providing at least a notch in a range that is 50% or more of the front-rear dimension of the vehicle body on each of the lower surfaces (this value corresponds to a case where this value is 100%), the longitudinal direction of the shock absorbing member is increased. The difference in absorbed energy at the position can be suppressed to a small level.

If the width of the slit 7 is too large, the absorbed energy in a human contact accident that has collided with the range in which the slit 7 is formed is reduced.
The pitch of the slits 7 does not need to be constant in the longitudinal direction of the shock absorbing members 1-4 and 1-5. It is desirable that the number of slits 7 be two or more so that the shock absorbing members 1-4 and 1-5 are divided into three at the center and at both ends. Increasing the number of slits promotes uniform distribution of absorbed energy. However, if the number of slits becomes excessive, the processing cost increases, so 70 or less is preferable.

  12A is an explanatory view showing an impact absorbing member 1-4 having a U-shaped cross-sectional shape like the impact absorbing member 1-4 shown in FIG. 11A, and FIG. ) Is an explanatory view showing a shock absorbing member 1-6 having a hat-shaped cross-sectional shape.

In the impact absorbing member 1-6 shown in FIG. 12B, a plurality of slits 7 are formed except for the outward flange 1-6a serving as an attachment portion to the bumper reinforcement.
Each of these shock absorbing members 1-4 and 1-6 has a U-shaped cross section after blanking the metal plate 11 as a base material shown in FIG. The metal plate 11 as a base material shown in FIG. 13 may be pressed so that the cross-sectional shape becomes a U-shape or a hat shape. Then, the slits 7 may be formed by machining as appropriate.

  10 and FIG. 11A, the impact compression performance is analyzed using general-purpose dynamic explicit FEM software under the same analysis conditions as those described in the first embodiment. And investigated. The analysis results are summarized in Table 2. In addition, as shown in FIG. 11A, Example 6 in Table 2 is provided with a slit 7 on the front surface of the vertical surface so as to include a ridge line between the upper and lower surfaces and the vertical surface in addition to the slit with the width H of the upper and lower surfaces. In Example 7 of the present invention, the vertical dimension of the vertical surface is 55 so as to include the ridgeline between the vertical surface and the vertical surface in addition to the slit with the width H of the vertical surface as shown in FIG. This is a case where the slit 7 is provided in the range of%.

  As shown in Table 2, the present invention examples 6 and 7 having the slits 7 have a smaller difference in absorbed energy at the positions A to E in the longitudinal direction of the shock absorbing member than the comparative example having no slits. Thus, the effectiveness of the impact absorbing members of Examples 6 and 7 of the present invention can be seen.

  Also in the present embodiment, the shock absorbing members 1-4 to 1-6 are joined to the bumper reinforcement in the same manner as in the first embodiment, such as spot welding, arc welding, or laser welding, or bolts. Appropriate joining means such as mechanical joining such as fastening may be used.

  Furthermore, the first embodiment and the second embodiment are combined. Specifically, the shock absorbing member is constituted by a plurality of divided parts in the longitudinal direction, and each part is appropriately provided with a slit in the longitudinal direction. It may be.

  Also according to the present embodiment described above, since it is a metal member that is easy to recycle, it is possible to reliably protect the legs of pedestrians in interpersonal contact accidents while protecting the environment and using resources effectively after use. Impact absorbing members 1-4 to 1-6 that can be produced, more specifically, impact absorbing members 1-4 to 1 that are easy to recycle and have a small difference in absorbed energy in the vehicle width direction regardless of the contact position. -6 can be provided.

  For this reason, with the impact absorbing members 1-4 to 1-6 according to the present embodiment, metal materials suitable for recycling are used to suppress pedestrian injury in interpersonal contact accidents and protect pedestrian legs. can do.

It is explanatory drawing which shows the shape of the impact-absorbing member used for the analysis, Fig.1 (a) shows the impact-absorbing member of the comparative example comprised continuously in a longitudinal direction, FIG.1 (b) shows 3 in a longitudinal direction. The impact-absorbing member of this Embodiment comprised by dividing into three parts is shown. It is explanatory drawing which shows the cross-sectional shape of an impact-absorbing member. FIG. 3A is an explanatory diagram showing analysis conditions for a conventional shock absorbing member, and FIG. 3B is an explanatory diagram showing analysis conditions for the shock absorbing member of the present invention. FIG. 4A is a graph showing the load response (load / average load) divided by the average load up to 30 mm compression displacement of the shock absorbing member at positions A and B in FIG. 3, and FIG. 4 is a graph showing a load response (load / average load) divided by an average load up to a compression displacement of 35 mm of the shock absorbing member at positions A and B in FIG. 3. It is a graph which shows the absorbed energy ratio in the position B of an impact-absorbing member in compression displacement 30mm. 6 (a) and 6 (b) both show the case where the compression stroke of the impact absorbing member in the vehicle width direction varies depending on the position in the vehicle width direction, and when not divided in the vehicle width direction, 6 (c) and 6 (d) each show an impact absorbing member mounted on the front surface of a bumper reinforcement that curves in the longitudinal direction of the vehicle body. When not dividing in the width direction, it is a case of dividing at a position indicated by a broken line. It is explanatory drawing which shows the shape of the impact-absorbing member used for the analysis, Fig.7 (a) shows the impact-absorbing member of the comparative example comprised continuously in the vehicle width direction, FIG.7 (b) is the vehicle-width direction This is an impact absorbing member of the present embodiment divided into 18 parts. It is explanatory drawing which shows the cross-sectional shape of an impact-absorbing member. It is explanatory drawing which shows the analysis conditions of an impact-absorbing member. It is explanatory drawing which shows the cross-sectional shape of the impact-absorbing member of Embodiment 2. FIG. 11A and FIG. 11B are perspective views showing the entire shock absorbing member of the second embodiment. FIG. 12A is an explanatory view showing an impact absorbing member having a U-shaped cross section, and FIG. 12B is an explanatory view showing an impact absorbing member having a hat-shaped cross section. is there. It is explanatory drawing which shows the metal plate used as a base material.

Explanation of symbols

1, 1-1, 1-2, 1-3, 1-4, 1-5, 1-6 shock absorbing member 1a, 1b, 1c, 1-3a to 1-3r part 1-6a outward flange 2 flange 3 Bumper reinforcement 4 Crash box (or bumper stay)
5 Cylindrical member (impactor)
6 Shock absorbing member 7 Slit 8 Upper surface 9 Lower surface 10 Front surface 11 Metal plate

Claims (4)

  A shock absorbing member made of a metal member attached to the front surface of the front bumper reinforcement or the rear surface of the rear bumper reinforcement, the metal member being divided in the longitudinal direction and / or in the longitudinal direction An impact absorbing member comprising slits that intersect.   The impact absorbing member according to claim 1, wherein a cross-sectional shape of the metal member is substantially U-shaped or substantially hat-shaped.   The impact absorbing member according to claim 1 or 2, wherein the number of divisions in the longitudinal direction of the metal member is 3 or more.   The impact absorbing member according to any one of claims 1 to 3, wherein the number of slits provided in the longitudinal direction of the metal member is two or more.

Images