JP2008087511A - Shock-absorbing structure - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a shock-absorbing structure capable of reducing a lower limb disorder value by sufficiently preventing an angle formed between a foot and a shin of an occupant when a shock is generated from the front side of a vehicle from being extremely small. <P>SOLUTION: A shock-absorbing body 40 formed by using a foam material, and a supporting member 50 for slidably supporting the shock-absorbing body 40 are provided on a shock-absorbing structure 30 installed at the cabin SP1 side of a vehicle body panel 10 at a foot of an occupant M of an automobile. An engagement structure ST1 for backwardly and slidably engaging the shock-absorbing body 40 with the supporting member 50 parallel to the floor surface FL1 of the cabin so as to constrain the shock-absorbing body and the supporting member to each other even during the slide is formed between the shock-absorbing body 40 and the supporting member 50. A section 60 for reducing friction between the shock-absorbing body 40 and the supporting member 50 is provided at a position where the shock-absorbing body 40 is brought into contact with the supporting member 50 during the slide. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention relates to an impact absorbing structure that is installed on a passenger compartment side of a vehicle body panel under the foot of an occupant of an automobile.

  In automobiles such as passenger cars, a floor carpet is laid as an interior material on a floor panel, thereby improving the design and improving the soundproof performance. It has been proposed to install protective materials made of various shock-absorbing materials that protect the feet of passengers such as front seat passengers between the floor carpet and the floor panel. The shock absorbing material for protecting the occupant's shin is also called a tibia pad.

  In Patent Document 1, the lower part of the footrest and the floor surface are fixed through an allowance means that receives the rising deformation force of the toe board surface due to a collision from the front and allows the lower part of the footrest to move in the front-rear direction relative to the floor surface. A footrest structure is disclosed. As described in claim 5 of the same document, the permissible means includes a long hole extending forward from the lower position of the footrest and extending through the mounting bolt to the wall surface constituting the passenger compartment in the vertical direction, and the longitudinal direction of the mounting bolt. And a through hole communicating with the front end opening of the long hole and penetrating in the front-rear direction to allow relative movement of the footrest in the front-rear direction with respect to the mounting bolt. Therefore, at the time of a collision from the front of the automobile, the mounting bolt comes out of the passage hole, and the footrest is not restrained from the floor surface.

Patent Document 2 discloses a floor structure including an allowance unit that allows a portion of a floor pad extending between the dash panel and the floor panel to move rearward when the vehicle body collides from the front and the dash panel moves rearward. It is disclosed. As shown in FIGS. 2 to 4 of the same document, when the vehicle body collides from the front and the dash panel moves rearward, the front side portion (5) of the floor pad rides on the inclined surface of the rear side portion of the floor pad. Or is sandwiched from above and below by the rear side of the floor pad and the floor panel, and moves to the rear of the vehicle body. FIG. 5 of the same document shows that the floor pad (4) rides on the cross member (3) and moves to the rear of the vehicle body. In FIG. 6 of the same document, it is shown that the front part of the floor pad (4) moves rearward of the vehicle body by compressing and destroying the vicinity of the recess (4b) of the floor pad.
JP-A-8-164782 JP 2006-82671 A JP 2003-118460 A

Since the footrest described in Patent Document 1 is not restrained from the floor surface at the time of a collision from the front of the automobile, the movement path is not fixed. Therefore, there is a possibility that the tibia moment does not move to an optimum position so as not to act on the shin portion at the time of a collision from the front.
Since the floor pad described in Patent Document 2 is not restrained from the floor panel, the movement path is not fixed. Therefore, when the vehicle body collides from the front, there is a possibility that it does not move to the optimal position for reducing the lower limb injury value by the dash panel that stands up upward.
Patent Document 3 discloses an automotive floor spacer in which a rigid foamed plastic shock absorber is integrated with a rigid foamed plastic floor spacer. However, since the shock absorber is fixed to the floor spacer, the technique described in this document cannot be applied to the problem of reducing the leg injury value by appropriately moving the footrest or the like at the time of a collision from the front of the vehicle.

  The present invention has been made in view of the above problems, and it is possible to sufficiently prevent the angle between an occupant's foot and a shin from becoming very small when an impact from the front of the vehicle occurs and to further reduce the lower limb injury value. Objective.

In order to achieve the above object, the present invention provides an impact-absorbing structure that is installed on a passenger compartment side of a vehicle body panel under the foot of an occupant of an automobile, the impact-absorbing body formed using a foam material, and the impact A support member that slidably supports the absorber, and that engages the shock absorber and the support member slidably rearward in parallel with the floor of the passenger compartment so as to restrain the shock absorber and the support member from each other even when sliding. A portion where a combined structure is formed between the shock absorber and the support member, and reduces friction between the shock absorber and the support member at a position where the shock absorber and the support member are in contact with each other during the slide. Is provided.
Even if the impact absorber slides when an impact from the front of the automobile occurs, the impact absorber does not come off the support member due to the engagement structure and slides rearward in parallel with the floor surface of the passenger compartment. Here, since the portion for reducing friction provided at the position where the shock absorber and the support member contact each other slides the shock absorber backward smoothly, when the shock is input from the front of the vehicle, It is possible to sufficiently prevent the angle formed from becoming very small. In addition, since the contact position between the support member and the shock absorber formed using the foam material is a portion where friction is reduced, damage to the foam material in the portion that contacts the support member when an impact occurs is more reliable. The shock absorber slides smoothly. Accordingly, it is possible to further reduce the lower limb injury value.
In addition, to be formed using a foam material includes both cases of being formed only with a foam material and being formed using a material different from the foam material together with the foam material, Either case is included in the claimed invention.
Further, restraining the shock absorber and the support member to each other even when sliding means that they are not separated even if they slide, and do not mean that they are fixed to each other.

According to the first aspect of the present invention, in the event of an impact from the front of the vehicle, damage to the contact portion of the support member in the shock absorber formed using the foam material can be more reliably prevented, and the foot and shin of the occupant can be prevented. It is possible to sufficiently prevent the formed angle from becoming very small, and it is possible to further reduce the leg injury value.
In the invention according to claim 2, since the impact from the lower side is absorbed, and damage to the contact portion between the shock absorber formed using the foam material and the support member is more reliably prevented, A suitable configuration can be provided.
In the invention which concerns on Claim 3, since it is not necessary to provide the shape which goes to an impact-absorbing body in a support member, a structure suitable as an impact-absorbing structure can be provided.

In the invention according to claim 4, the shock absorber does not slide when no shock is generated, and the connection between the shock absorber and the support member is separated when the impact force at the time of the automobile collision is applied from the front. Since the shock absorber slides, convenience, comfort and safety during normal use of the vehicle can be further improved, and a structure suitable as a shock absorbing structure for an automobile can be provided.
In the invention which concerns on Claim 5, since the relative sliding speed of the shock absorber with respect to a support member can be adjusted at the time of an impact generation according to the shape of a moving speed adjustment part, a leg injury value can be reduced more appropriately. Is possible.

Hereinafter, embodiments of the present invention will be described in the following order.
(1) Configuration of shock absorbing structure:
(2) Action and effect of shock absorbing structure:
(3) Modification:

(1) Configuration of shock absorbing structure:
FIG. 1 is a cross-sectional view showing a main part of a passenger car adopting a shock absorbing structure according to an embodiment of the present invention in a vertical section, and FIGS. 2 and 3 are views showing an external appearance of the shock absorbing structure. 4 is a vertical sectional view showing the shock absorbing structure shown in FIG. 2 at a position A1-A1 in FIG. 2, FIG. 5 is an exploded perspective view of the shock absorbing structure, and FIG. It is principal part sectional drawing which shows an example of operation | movement with a vertical cross section. 2, 3, and 5, the surface pattern of the foam material is omitted for easy understanding.
In FIG. 1, a lower leg portion of a front seat occupant M is shown on the floor of a passenger car having front and rear seats. Under the foot of the passenger M of the automobile, the metal floor panel 12 is arranged substantially horizontally, and the metal toe board 14 rises diagonally from the front edge 12a of the floor panel, and the metal dash from the front edge 14a of the toe board. The panel 16 stands up obliquely close to the vertical. The dash panel 16 functions as a partition wall between the vehicle compartment SP1 and the engine room, and the toe board 14 functions as an inclined portion that connects the dash panel 16 and the floor panel 12. A floor carpet (rug) 20 is laid on the side of the vehicle compartment SP1 with respect to the vehicle body panels 12, 14, and 16.

  The floor carpet 20 is provided substantially horizontally from the feet of the occupant M toward the rear in accordance with the shapes of the vehicle body panel 10 and the shock absorbing structure 30, and is provided to rise obliquely from the feet of the occupant M toward the front. It has been. The shock absorbing structure 30 is installed under the foot of the occupant M, between the vehicle body panel 10 and the floor carpet 20 (on the vehicle compartment side of the vehicle body panel), and on the floor panel 12, the toe board 14, and the dash panel 16. It is arranged across.

  The floor carpet 20 is disposed so as to cover the entire floor of the passenger compartment, mainly for the purpose of design, sound absorption, sound insulation, and the like. The floor carpet 20 is formed in a shape along the laying position in accordance with the outer shape of the vehicle body panel 10 and is laid on the vehicle body panel 10. As the skin material of the floor carpet, a tuft carpet in which napped piles are formed on a base fabric, a needle punch carpet in which fibers are entangled by needling a nonwoven web, or the like is used. The back surface of the floor carpet is lined with a thermoplastic resin or the like, and a low melting point thermoplastic resin such as low density polyethylene or ethylene vinyl acetate is lined as a binder. The floor carpet is shaped into a shape along the vehicle body panel by press-molding the binder into a required shape while being plasticized by heating.

A strong impact is applied to the vehicle body panel 10 at the time of a frontal collision of the automobile. Therefore, an impact absorbing structure 30 using a material that absorbs impact called a tibia pad is installed between the vehicle body panel 10 and the floor carpet 20. The shock absorbing structure 30 is placed on the vehicle body panel 10 from the floor panel to the dash panel in the front seat, that is, in the vicinity of the occupant's feet of the driver seat and the passenger seat, and is further attached to the vehicle body panel 10 with a clip or the like. It is disposed between the body panel 10 and the floor carpet 20 by being attached to the back surface of the floor carpet 20 or the like.
The shock absorbing structure 30 has a support member 50 provided substantially horizontally and a shock absorber 40 bulging obliquely upward from the front portion of the support member to the front, and extends from the floor panel to the dash panel. The shape is adapted to the vehicle body panel 10. The shock absorbing structure is installed on the vehicle body panel from the floor panel to the dash panel to cover the movable range of the foot M1 of the occupant M and to reduce the impact on the occupant's lower limbs in the event of a collision, This is to reduce the lower limb injury value (Tibia Index).
In addition, the shock absorbing structure is installed as a single shock absorbing structure across both the driver's seat and the passenger's seat or only on one side. Also good.

The shock absorber 40 is mainly formed using a foam material. The support member 50 supports the shock absorber 40 so as to be slidable rearward in parallel with the floor surface FL1 of the passenger compartment SP1. The rear side parallel to the floor surface FL1 includes not only a direction parallel to the floor surface but also a direction not parallel to the floor surface, and a direction slightly away from or approaching the floor surface (for example, a deviation of 30 ° from the floor surface). Within 15 degrees, preferably within 15 degrees). The floor surface FL1 includes not only a horizontal plane but also a direction slightly shifted from the horizontal plane (for example, a shift from the horizontal plane is within 30 °, preferably within 15 °). The direction in which the shock absorber 40 slides is not limited to the horizontal direction or the strict front-rear direction, but is also slightly shifted upward or downward from the horizontal direction (for example, the deviation from the horizontal direction is within 30 °, preferably 15 degrees) or a direction slightly shifted to the left or right from the strict longitudinal direction (for example, a deviation from the strict longitudinal direction is within 30 °, preferably within 15 °).
Further, supporting to be slidable rearward includes supporting to be slidable only rearward and supporting to be slidable in both the front and rear directions.
An engagement structure ST1 is formed between the shock absorber 40 and the support member 50 so as to be slidable rearward in parallel with the floor surface FL1. The engagement structure ST1 engages the shock absorber 40 and the support member 50 so as to be slidable while restraining each other even when sliding due to the occurrence of an impact. This engagement structure ST1 has an engagement groove 52 provided in the support member 50 with the longitudinal direction facing the slidable front-rear direction of the shock absorber 40, and the longitudinal direction is slidable front-rear direction of the shock absorber 40. The extending portion 42 provided in the shock absorber 40 is engaged so as to be slidable in the front-rear direction parallel to the floor surface FL1. This engagement structure is suitable as a shock absorbing structure because it is not necessary to provide the support member with a shape toward the shock absorbing body.

In this embodiment, the support member 50 is also formed mainly using a foam material. Of course, the shock absorber 40 and the support member 50 may be formed using different shock absorbing materials. In addition, since the impact applied to the floor panel from the lower side is absorbed when the support member is formed using the shock absorbing material, it is preferable as the shock absorbing structure, but the support member may be formed using a material other than the shock absorbing material. .
Note that the shock absorber and the support member may be a member made of only a foam material, or may be a member including a member different from the foam material together with the foam material.

  For the material of the shock absorber 40 and the support member 50, a foamed material is used from the viewpoint of absorbing the impact, and a material obtained by foaming a resin molding material having a synthetic resin is preferable. When an impact occurs, the impact is transmitted from the shock absorbing structure 30 to the occupant's foot via the floor carpet 20, but the foam of an appropriately rigid resin molding material absorbs the impact. Can reduce the impact. As the resin molding material to be foamed, a resin molding material having a thermoplastic resin is preferable because of easy molding. As the thermoplastic resin, polystyrene, polypropylene, polyethylene, polystyrene / polyethylene copolymer, acrylic styrene, or the like can be used. Also, when forming a shock absorber or support member by foaming a thermoplastic resin, after forming a large number of foamable resin particles impregnated with a foaming agent into a bead-shaped plastic and pre-foamed at a predetermined magnification A bead foam molded body may be formed by filling a large number of expandable resin particles in a mold having a shape of an impact absorber or a support member, and further heat-foaming and fusion molding. As the foaming agent, volatile foaming agents that generate hydrocarbons such as butane and pentane, inorganic foaming agents that generate carbon dioxide gas such as ammonium carbonate, and the like can be used. The shock absorber and the support member are made of a polypropylene having a relatively high rigidity in order to give the shock absorbing structure an appropriate rigidity and to improve the durability of the extending portion 42 and the groove 52 with respect to vehicle running and shock generation. A bead foam molding is particularly preferred.

  The shock absorber 40 is formed in a shape having a main body portion 41 and an extending portion 42 extending downward from the main body portion. The main body portion 41 is a footrest portion on which the occupant's foot M <b> 1 is placed via the floor carpet 20. The main body portion 41 includes a lower surface 40a in contact with the upper surface 50a of the support member, a front inclined portion 40b formed as a surface rising obliquely forward from the front edge portion of the lower surface along the toe board 14, and the front edge of the front inclined portion A front surface 40c that is a vertical surface that extends upward from the upper surface, an upper surface 40d that is a horizontal surface that extends rearward from the upper edge portion of the front surface, and obliquely from the rear edge portion of the upper surface to the rear edge portion of the lower surface 40a. It is made into the shape enclosed by the back side inclination part 40e used as the surface to fall, and the left side surface 40f and right side surface 40g which contact these each parts 40a-e. Here, the extending portion 42 is formed on the lower surface 40a, and the rear inclined portion 40e is a portion on which a foot is placed.

Since the extending portion 42 is inserted into the groove 52 of the support member and is slidable rearward, the extending portion 42 is provided in the shock absorber 40 with the longitudinal direction directed to the slidable front-rear direction of the shock absorber 40. Yes. Even when a force is applied to the shock absorber 40 in the vertical direction, the support member 50 and the shock absorber 40 are hooked so that they do not come off. The lower part is wider than the lower part. Specifically, the extending part 42 includes a rectangular section 43 that extends downward from the lower surface 40a of the shock absorber, and a trapezoidal section 44 that extends further downward from the rectangular section. The shape has. Here, the rectangular section 43 has a rectangular cross section perpendicular to the front-rear direction, and the trapezoidal section 44 has a trapezoidal vertical section with respect to the front-rear direction, and has a shape that expands toward the lower side. The rectangular section 43 and the trapezoidal section 44 extend rearward from the rear edge of the rear inclined portion 40e of the main body portion. When the shock absorber 40 is attached to the support member 50, the front end surface 42a of the extension portion is disposed so as to be flush with the front surface 50c of the support member, and the rear end surface 52b of the extension portion is from the rear end surface 52b of the groove. Spaced apart.
Note that the rigidity of the extending portion 42 may be higher than the rigidity of the main body portion 41. For example, when a large number of bead-shaped resin particles are filled in a mold that matches the shape of the shock absorber and heated and foamed to form, the extended portion is filled with expanded resin particles having a low expansion ratio, and the main body portion If it is filled and molded with resin particles having a large expansion ratio, the extended portion can be formed with higher density and higher rigidity than the main body portion. Further, the extension member is formed in advance with a material having higher rigidity than the main body part (for example, non-foamed synthetic resin), and the extension member is disposed at the position of the extension part in the mold, The position may be filled with resin particles and molded. By making the rigidity of the extension part higher than the rigidity of the main body part, the durability of the entire shock absorbing structure is improved.

  The support member 50 is formed in a substantially rectangular parallelepiped shape having a groove 52 on the upper surface 50a, the upper surface 50a is a substantially horizontal surface in contact with the shock absorber 40 and the floor carpet 20, and the lower surface 50b is in a substantially horizontal surface in contact with the floor panel 12. It is considered as a surface. The support member 50 is laid in parallel to the floor panel 12 between the floor panel 12 and the floor carpet 20 from the feet of the front seat occupant M toward the rear. The rear side of the upper surface 50 a of the support member is a portion on which the occupant's foot M <b> 1 is placed via the floor carpet 20. For example, the support member 50 has a vertical thickness of about 4 to 5 cm, a longitudinal length of about 18 to 25 cm, and a vehicle width direction D1 of about 15 to 20 cm.

The groove 52 is provided in the support member 50 with its longitudinal direction facing the front-rear direction in which the shock absorber 40 can slide. The groove 52 of the present embodiment has a length in the front-rear direction that is longer than a length in the front-rear direction of the extending portion 42, and is formed straight from the front surface 50c of the support member to the rear end surface 52b on the upper surface 50a of the support member. The engagement structure ST1 of the present invention is configured by engaging the groove 52 and the extending portion 42 so as to be slidable in the front-rear direction parallel to the floor surface FL1. The groove 52 has a vertical cross section with respect to the front-rear direction substantially the same shape as the vertical cross section with respect to the front-rear direction of the extension 42, and a cross-section rectangular portion 53 that is recessed downward from the upper surface 50 a of the support member. Furthermore, it is made into the shape which has the cross-sectional trapezoid part 54 dented toward the downward direction. Here, the rectangular section 53 has a rectangular vertical section with respect to the front-rear direction, and the trapezoidal section 54 has a trapezoidal vertical section with respect to the front-rear direction and has a shape that expands toward the lower side. Thus, the width W1 in the vehicle width direction at the bottom of the groove 52 and the lower end of the extension portion 42 is made larger than the width W2 in the vehicle width direction at the upper end of the groove 52 and the upper end of the extension portion 42. Further, the size of the vertical section of the groove 52 is the same as or slightly smaller than the size of the vertical section of the extending portion 42.
As described above, the groove 52 and the extending portion 42 are formed into shapes that are slidably fitted to each other but are constrained to each other in a direction different from the front-rear direction parallel to the floor surface FL1.
Of course, the groove and the extending portion can be formed in various shapes that are hooked so that they are constrained to each other even when a load is applied in the vertical direction when the support member and the shock absorber are combined. .

Since the front end portion 52a of the groove 52 is connected to the front surface 50c of the support member, the support member 50 and the shock absorber 40 can be combined when the extending portion 42 is inserted rearward from the front end portion 52a of the groove. . Here, since the extending portion 42 is shorter than the groove 52 in the front-rear direction, even if all of the extending portion 42 is inserted into the groove 52, the rear end surface 42b of the extending portion and the rear end surface 52b of the groove A gap SP2 is formed between the two. Thereby, when an impact is input from the front, the extension part 42 slides backward in the gap SP <b> 2, so that the shock absorber 40 slides backward on the support member 50. In addition, since the stroke of the shock absorber 40 becomes larger as the gap SP2 is longer in the front-rear direction, the stroke of the shock absorber can be adjusted by adjusting the length of the gap SP2 in the front-rear direction.
Note that the rigidity in the vicinity of the groove 52 may be higher than the rigidity of other parts. In order to increase the rigidity in the vicinity of the groove 52, the above-described method for increasing the rigidity of the extending portion can be used. By making the rigidity in the vicinity of the groove higher than the rigidity of other parts, the durability of the entire shock absorbing structure is improved.

  The shock absorbing structure is formed by separately forming the shock absorbing body 40 and the support member 50 and assembling them in a subsequent process. In particular, by fitting the extension part 42 of the shock absorber and the groove 52 of the support member so as to be slidable in the front-rear direction, the shock absorber 40 is attached to the support member 50 when the automobile is struggled from the front. Along the rear of the vehicle. As a result, the leg portion of the occupant M is pushed out to the rear of the vehicle with almost no change in the angle θ2 formed by the foot M1 and the shin portion M2, and the lower limb injury value of the occupant M is reduced.

  The low friction material (low friction part) 60 is a material that reduces friction between the shock absorber 40 and the support member 50 at a position where the shock absorber 40 and the support member 50 are in contact with each other when the shock absorber 40 slides. It is considered as a slide smoothing material that smoothes the slide of the shock absorber. In the present embodiment, as shown in FIG. 5, a pair of low friction materials 60 are attached to the left and right sides of the groove 52 on the upper surface 50 a of the shock absorber, respectively, with the longitudinal direction directed in the front-rear direction.

  Here, the friction coefficient between the support member 50 to which the low friction material is not attached and the shock absorber 40 is μ1 (μ1 is a positive dimensionless amount), and the support member 50 to which the low friction material 60 is attached and the shock absorber 40 Is expressed by μ2 (μ2 is a positive dimensionless amount), the low friction material 60 may be a material satisfying μ2 <μ1. When the two members are in contact with each other and try to make a relative movement of the sliding movement by receiving an external force, the friction coefficients μ1 and μ2 are applied to the frictional force Fh in the front-rear direction that acts to prevent this movement between the contact surfaces. It can be expressed by the coefficient of static friction Fh / Fv divided by the normal force Fv in the direction. The friction coefficients μ1 and μ2 can also be expressed by dynamic friction coefficients Fh / Fv obtained by dividing the frictional force Fh when the two members in contact with each other receive an external force and make a relative movement of the sliding movement by the vertical force Fv.

The low friction material 60 includes, for example, a double-sided pressure-sensitive adhesive tape that leaves a release paper on one side, a pressure-sensitive adhesive tape having a pressure-sensitive adhesive surface only on one side, a thin resin molded product such as a resin film or a resin sheet, a lubricating oil, a metal foil, A variety of materials can be used. When the double-sided tape is used, the release paper is peeled off only on one side, and the adhesive surface is bonded to a portion of the upper surface 50a of the support member that can come into contact with the shock absorber. The friction coefficient μ2 can be reduced. Further, when a thin resin molded product is fitted into a portion where the support member and the shock absorber can come into contact, the friction coefficient μ2 is reduced.
When a member made of a foamed resin molding material is used for the shock absorber or the support member, the friction coefficient μ1 tends to be relatively large because fine irregularities exist on the surface of the shock absorber or the support member. In this case, it is preferable to use a non-foamed material such as a non-foamed resin molded product for the low friction material because the friction coefficient μ2 can be easily reduced.

The shape of the low friction material may be various shapes such as a rectangular shape in addition to an elongated shape.
Various places such as the groove 52, the lower surface 40a of the shock absorber, the extending portion 42, and combinations thereof can be considered as the location where the low friction material is applied.
Furthermore, a process for smoothing the contact surface between the shock absorber and the support member may be performed to form a low friction portion on the shock absorber or the support member. As a process for smoothing the contact surface, a heating device such as a heater having a flat heating surface is used, and the heating surface of the heating device is brought into contact with the contact surface between the shock absorber and the support member to thereby change the contact surface. The process etc. which are made smooth by once melting can be considered. When such a low friction portion is provided on the contact surface, it is not necessary to prepare a separate member such as a low friction material, and the work of attaching the separate member can be eliminated.

  If the coefficient of friction between the shock absorber and the support member is large, it is also assumed that the shock absorber does not slide smoothly when an impact is input from the front of the vehicle. In addition, if the shock absorber or the support member is formed using a foam material, the foam material is a material having a soft property, and therefore, it is assumed that the contact surfaces are damaged when an impact occurs. In the present invention, when the impact is input from the front of the vehicle, damage to the contact surfaces of the shock absorber and the support member is more reliably prevented by the low friction material, and the shock absorber smoothly slides backward. Accordingly, it is possible to further sufficiently prevent the angle between the occupant's foot and the shin from becoming extremely small, and to further reduce the lower limb injury value.

Although the shock absorbing structure of the present invention can be configured only from the shock absorber 40, the support member 50, and the low friction portion 60 described above, in the present embodiment, a connection structure ST2 is further provided.
The connection structure ST2 is formed between the shock absorber 40 and the support member 50, connects the shock absorber 40 and the support member 50, and applies an impact force of a predetermined strength or more to the shock absorber 40 from the front. When separated, the structure is separated. In this connection structure ST2, as shown in FIG. 3, a single fixing member 70 is pasted across the front surface of the extending portion 42 and the front surface 50c of the support member in the longitudinal direction in the vehicle width direction D1.

Various materials such as an adhesive tape having an adhesive surface only on one side, a double-sided adhesive tape leaving a release paper only on one side, an adhesive, and a combination thereof can be used for the fixing material 70. When the adhesive tape is used, the shock absorber can be fixed to the support member by sticking the adhesive tape over the front surface of the extension part and the front surface 50c of the support member so as to cover the front surface of the extension part 42. In this case, when the impact is input from the front, the extension portion 42 is separated from the adhesive tape or the adhesive tape is broken, and the impact absorber 40 slides backward.
In the case of using a double-sided tape, the shock absorber is bonded by bonding the side surface of the extension part 42 and the inner side surface of the groove 52 with a short double-sided tape, or by bonding the lower surface of the shock absorber and the upper surface of the support member. It can be fixed to the support member. In this case, the double-sided pressure-sensitive adhesive tape can be used as the fixing material 70 by peeling off and removing only a part of the release paper remaining on the double-sided pressure-sensitive adhesive tape used as the low friction material 60.

In addition to the elongated shape, the shape of the fixing material may be various shapes such as a square.
In addition to the front surface of the extending portion and the front surface of the support member, the fixing material is attached to the side surface of the extending portion 42 and the inner surface of the groove 52, the upper surface of the extending portion 42 and the upper surface 50a of the supporting member, a combination thereof, Various places are conceivable.
In addition, the connection structure should just be a structure which isolate | separates with the impact force assumed that it is applied to an impact absorber when the motor vehicle currently drive | working with a predetermined | prescribed traveling speed collides front. Accordingly, the connecting structure may be formed so that the impact force at the time of the automobile collision is a predetermined strength and the impact force is greater than this strength.

Furthermore, you may form the connection structure which connects both mutually with an impact-absorbing body and a supporting member. For example, it is possible to connect the shock absorber to the support member by forming uneven portions on the left and right side surfaces of the extending portion 42 and the inner surface of the groove 52 and engaging these uneven portions. The size of the uneven portion can be, for example, about 5 mm. Providing such a connection structure eliminates the need for preparing a separate member such as a fixing material, and eliminates the work of attaching the separate member.
Further, a connecting structure may be formed by providing a hook-like hook portion on the front surface 40c of the shock absorber and attaching the tip of the hook portion to the front surface 50c of the support member. In this case, when a force toward the rear of the vehicle is applied to the hook portion, the hook portion attached to the front surface 50c of the support member is easily removed forward from the front surface 50c of the support member by the action of the lever, and the shock absorber 40 Will slide backwards.
Furthermore, a connecting structure may be formed by penetrating a thin rod-like member that easily breaks upon receiving an impact across the extending portion 42 and the support member 50 in the vehicle width direction, for example.
Of course, the connection structure can be various structures as long as the connection between the shock absorber and the support member is separated when an impact from the front is applied, and the connection positions are also various positions. be able to.

  By providing the above-mentioned connecting structure, the shock absorber does not slide when a normal vehicle where no shock is generated is used, and the shock is absorbed when an impact force of a predetermined strength or more is applied from the front during a car collision. The connection between the body and the support member is separated, and the shock absorber slides. Therefore, convenience, comfort and safety during normal use of the vehicle are further improved, and a structure suitable as a shock absorbing structure for an automobile can be provided.

For example, the shock absorbing structure 30 may be manufactured as follows.
In order to form the shock absorber 40 and the support member 50, first, a foaming agent is added to a particulate thermoplastic resin such as polypropylene to be pre-foamed into beads, and a large number of bead-shaped resin particles (expandable resin particles) are formed. Form. Next, a large number of bead-shaped resin particles are filled in a mold having a plurality of vapor holes having a diameter smaller than that of the bead-shaped resin particles and matched to the shape of the shock absorber or the support member, and the mold is clamped. Furthermore, water vapor whose temperature is raised by a predetermined heater up to a temperature at which the thermoplastic resin constituting the bead-like resin particles is heated and melted is introduced into the mold. Then, the inside of the mold can be heated, and the bead-shaped resin particles are further foamed and bound while the bead-shaped resin particles are melted to form the shock absorber and the support member. When the mold is opened after the inside of the mold is cooled, an impact absorber having the extension portion integrally formed and a support member having the groove integrally formed are formed.
When the shock absorber or the support member is formed, the low friction material 60 is attached to a predetermined position on the upper surface 50a of the support member. Next, the extension part 42 is inserted into the groove 52 from the front side of the support member 50 and is slid rearward to a predetermined position, and the shock absorber 40 is attached to the support member 50. Furthermore, the fixing material 70 is affixed to a predetermined position on the front surface 50c of the support member and a predetermined position on the front surface of the extending portion 42 as appropriate.
As described above, the shock absorbing structure 30 having the engaging structure that is slidably engaged in the rear side in parallel with the floor surface of the passenger compartment so as to restrain the shock absorbing body and the support member from each other is obtained.

  In order to adjust the density of the shock absorber and the support member, the amount of the foaming agent impregnated into the resin particles and the expansion ratio may be adjusted. For example, if the blending ratio of the foaming agent added to the particulate thermoplastic resin is increased, the foaming ratio is increased and the density is decreased, and if the blending ratio of the foaming agent added to the particulate thermoplastic resin is decreased, the foaming ratio is increased. Smaller and higher density. Further, if the weight of the bead-shaped resin particles filled in the mold is increased, the expansion ratio is decreased and the density is increased, and if the weight of the bead-shaped resin particles filled in the mold is decreased, the expansion ratio is increased. The density becomes smaller.

  When the shock absorbing structure 30 is formed, the lower surface of the support member 50 is assembled to the upper surface of the floor panel 12 using clips or the like, and the floor carpet 20 is laid at a predetermined position on the vehicle body panel 10 from above the shock absorbing structure 30. Thus, the shock absorbing structure 30 is installed between the vehicle body panel 10 and the floor carpet 20.

(2) Action and effect of shock absorbing structure:
Hereinafter, functions and effects of the shock absorbing structure 30 will be described.
FIG. 16 shows a comparative example of the shock absorbing structure for comparison with the shock absorbing structure 30. In the impact absorbing structure 90 of this comparative example, a footrest portion 91 on which a passenger's foot is placed via the floor carpet 20 and a support portion 92 that supports the footrest portion from below are integrally formed by a large number of beads-like thermoplastic resin particles. It is installed between the vehicle body panel 10 and the floor carpet 20 under the occupant's feet.
When an impact occurs from the front of the automobile, an impact force F1 is applied to the toe board 14 and the dash panel 16 from the front as shown on the left side of the figure. Then, as shown on the right side of the figure, the toe board 14 and the dash panel 16 are changed to a shape that rises in the vertical direction, whereby the footrest portion 91 rises in the vertical direction while rotating around the boundary portion with the support portion 92. Here, the angle formed by the horizontal plane before impact input and the rear inclined portion 91e of the footrest portion is θ1 (0 ° <θ1 <90 °), and the horizontal plane after impact input is formed by the rear inclined portion 91e of the footrest portion. When the angle is θ4, θ4> θ1. As a result, if the angle between the occupant's foot and the shin before impact input is θ2 (0 ° <θ2 <180 °) and the angle between the occupant's foot and the shin after impact input is θ5, then θ5 <θ2. That is, when an impact is input from the front of the vehicle, the rotational moment of the footrest portion 91 may be applied to the occupant's feet and the angle between the occupant's feet and shins may be very small, resulting in a large leg injury value (Tibia Index). There is a possibility. This is a problem of the prior art.

On the other hand, as shown in FIG. 6, in the present shock absorbing structure 30, when the toe board 14 and the dash panel 16 rise to the vertical direction as shown on the right side of the drawing, the extending portion 42 is separated from the fixing member 70. When the fixing member 70 is broken, the extending portion 42 slides backward in the groove 52 by the engagement structure ST1. Thereby, the gap SP2 in the groove 52 is eliminated or reduced, and the shock absorber 40 slides rearward in parallel with the floor surface FL1 of the passenger compartment without being detached from the support member 50. Here, if the angle formed between the horizontal plane before impact input and the rear inclined portion 40e of the shock absorber is θ1 (0 ° <θ1 <90 °), the horizontal plane and the rear inclined portion of the shock absorber are also provided after the impact input. The angle formed by 40e is approximately θ1. As a result, if the angle between the occupant's foot and the shin before impact input is θ2 (0 ° <θ2 <180 °), and the angle between the occupant's foot and the shin after impact input is θ3, then θ3 is approximately θ2. . That is, since the load on the ankle due to the rotational moment generated in the comparative example is reduced, the load on the lower limbs of the occupant is reduced. If the shock absorber is not restrained from the floor surface in the event of a collision from the front of the car without the above-mentioned engagement structure, the angle between the occupant's foot and shin after the impact input cannot be determined, resulting in expected lower limb injury values. May not get smaller on the street.
In the present invention, it is possible to sufficiently prevent the angle between the occupant's foot and the shin from becoming very small at the time of impact input from the front of the vehicle, thereby further reducing the lower limb injury value. It becomes possible. In addition, the low friction portion more reliably prevents damage to the contact surface between the shock absorber formed using foam material and the support member when an impact is input from the front of the vehicle. Slide backward smoothly. Accordingly, it is possible to further sufficiently prevent the angle between the occupant's foot and the shin from becoming extremely small, and to further reduce the lower limb injury value.

(3) Modification:
Various modifications can be considered for the present invention.
When the vehicle body panel is composed of a relatively outer vehicle outer panel and a relatively inner vehicle inner panel, the shock absorbing structure of the present invention may be installed between the inner panel and the rug.
The rug may be a floor mat other than the floor carpet. Further, the present invention can also be applied to an automobile that does not have a rug and is directly placed on a shock absorbing structure.
The extending part and the groove forming the engagement structure are wide in the vehicle width direction. For example, the ratio of the width W2 in the vehicle width direction of the rectangular sections 43 and 53 to the width in the vehicle width direction of the main body portion 41 is, for example. You may be made to become 0.5 or more. In this case, it is expected that the effect of preventing the body part of the shock absorber from falling sideways at the time of impact input will be obtained.

Like the shock absorbing structure 130 shown in FIGS. 7 and 8, the support member 150 having a groove (moving speed adjusting portion) 152 that is tapered as the rear side of the gap SP3 moves rearward may be formed. 8 is a cross-sectional view of the shock absorbing structure 130 at the position A2-A2 in FIG. 7, and the lower vertical cross-sectional view of FIG. 8 is the shock absorbing structure 130 in FIG. A cross-sectional view is shown at the position A3-A3. In FIG. 8, the surface pattern of the foam material that is the upper surface of the bottom of the groove 152 is omitted for easy understanding. In each of the following modifications, the same reference numerals are given to portions having the same configurations as those of the above-described embodiment, and description thereof is omitted.
In the groove 152 of this modification, the portion into which the extending portion 42 is inserted and the front portion of the gap SP3 have the same shape as the above-described embodiment, and the rear portion of the gap SP3 is rearward in the vehicle width direction. It becomes narrower as it goes. Specifically, the right and left widths of the rectangular section on the upper side of the groove 152 and the trapezoidal section on the lower side of the groove 152 are narrowed at the same rate from the middle of the gap SP3 toward the rear. The engagement structure ST3 of this modification is configured by slidably engaging the groove 152 and the extending portion 42. Thereby, the groove | channel 152 is made into the shape which adjusts the moving speed of the shock absorber which slides back in parallel with the floor surface of a compartment.

  In this modified example, when the extension part 42 slides backward in the groove 152 by the engagement structure ST3, the rearward movement of the extension part 42 is gradually regulated from the middle of the gap SP3, and the rearward movement of the shock absorber 40 is performed. Gradually stops. This further prevents the angle formed by the occupant's foot and shin when an impact is input from the front of the vehicle, and further reduces the injury value of the lower limb because the load force immediately before the stop is relaxed. In addition, since the degree of sliding relative to the support member relative to the support member can be controlled according to the shape of the groove 152, the lower limb injury value can be reduced more precisely according to the impact absorption characteristics of the vehicle. A shock absorbing structure can be constructed.

  Like the shock absorbing structure 230 shown in FIG. 9, a part of the main body portion 41 of the shock absorber may be embedded in the support member 250. In the figure, the surface pattern of the foam material is omitted for easy understanding. The same applies to FIGS. 10 to 15 described later. In this support member 250, a recess 254 is formed on the front side that is recessed downward from the upper surface 250 a and connected to the front surface, and a groove 252 whose longitudinal direction is slidable in the front-rear direction of the shock absorber 40 is formed on the upper surface of the recess 254. Has been. The width of the concave portion 254 in the vehicle width direction is the same as or slightly smaller than the width of the main body portion 41 in the vehicle width direction. A gap is formed in the rear end surface of the recess 254 so as to be recessed rearward from the groove 252 to the rear end surface 252b so that the extending portion 42 can be inserted. The low friction materials 260 and 260 have a length in the front-rear direction shorter than that of the above-described embodiment, and are attached to the left and right sides of the groove 252 on the upper surface of the recess 254.

  In this modification, a gap is formed between the rear end surface 42b of the extending portion and the rear end surface 252b of the groove, and the shock absorber is provided at the time of impact input by the engagement structure formed by the extending portion 42 and the groove 252. 40 slides rearward in parallel with the floor of the passenger compartment without being detached from the support member 50. Here, since the main body portion 41 is guided to the concave portion 254 and slides backward, it is expected that the effect of preventing the main body portion of the shock absorber from falling sideways at the time of impact input is expected.

  As in the shock absorbing structure 330 shown in FIG. 10, a plurality of extending portions 342 of the shock absorbing body 340 and grooves 352 of the supporting member 350 may be provided at intervals. In this case, it is expected that the effect of preventing the body part of the shock absorber from falling sideways at the time of impact input will be obtained. In addition, each gap formed between the rear end surface of the extended portion and the rear end surface of the groove can be reduced compared to the case where the extended portion and the groove are formed wide and single, so that the shock absorption is achieved. The durability of the structure can be improved.

  Like the shock absorbing structure 430 shown in FIG. 11, the lower surface of the extending portion 442 of the shock absorbing body 440 may be curved so as to rise rearward. The cross-sectional trapezoidal portion 444 on the lower side of the extended portion 442 is a curved portion (moving speed adjusting portion) 444a whose rear side rises like a bow toward the rear. Thereby, the bending part 444a is made into the shape which adjusts the moving speed of the impact absorber which slides back in parallel with the floor surface of a compartment.

  In this modification, the extension 442 smoothly slides in the groove 52 even when the input direction of the impact is not in front of the head but in a direction shifted in the vertical direction. Therefore, when the impact is input from the front of the vehicle, It is further prevented that the angle formed by the shin is very small, and the leg injury value is further reduced. In addition, since the relative speed of sliding of the shock absorber relative to the support member can be controlled according to the shape of the curved portion 444a, the lower limb injury value can be reduced more precisely according to the shock absorption characteristics of the vehicle. A shock absorbing structure can be formed.

Like the shock absorbing structure 530 shown in FIGS. 12 to 14, the groove may be removed from the support member 550, and the shock absorber 540 may be slidably supported by the support member.
The shock absorber 540 is formed in a shape having a main body portion 541 and an extending portion 542 extending from the lower surface 540a of the main body portion. The extending portion 542 has a shape including a downward extending portion 543 extending downward from the lower surface 540a of the main body portion and a backward extending portion 544 extending rearward from the distal end portion of the downward extending portion. Is formed. The downward extension portion 543 and the rear extension portion 544 have a wide width in the vehicle width direction. For example, the ratio of the width in the vehicle width direction of the extension portions 543 and 544 to the width in the vehicle width direction of the main body portion 541 is 0. .5 or more, and has a rectangular cross section.

The support member 550 is formed with a recess 554 that is recessed downward from the upper surface 550a on the front side and connected to the front surface, and an insertion portion 552 that is recessed rearward to the rear end surface 552b on the rear end surface of the recess and into which the rear extension 544 can be inserted. Is formed. The engagement structure ST4 of the present modification is configured by engaging the insertion portion 552 and the rear extension portion 544 so as to be slidable in the front-rear direction parallel to the floor surface. The insertion portion 552 has the same vertical cross-section as the vertical cross-section with respect to the front-rear direction of the rear extension 544. Accordingly, the insertion portion 552 and the rear extension portion 544 are formed to be slidably fitted to each other, but are constrained to each other in a direction different from the front-rear direction parallel to the floor surface.
Note that the rigidity of the extending portions 543 and 544 and the vicinity of the insertion portion 552 may be higher than the rigidity of the main body portion 541. In order to increase the rigidity of the extension part and the insertion part, the method of the above-described embodiment can be used. As a result, the durability of the entire shock absorbing structure is improved.

The low friction material 560 is formed in a rectangular shape, and is attached to a portion above the insertion portion 552 on the upper surface 550a of the support member.
The fixing member 570 is pasted across the front surface of the downward extending portion 543 and the front surface 550c of the support member with the longitudinal direction directed in the vehicle width direction D1.

  A low friction material 560 is affixed to a predetermined position of the upper surface 550a of the support member, and the rear extension 544 is inserted into the insertion portion 552 from the front side of the support member 550, and the rear end surface 544b of the rear extension portion and the rear end surface of the insertion portion The shock absorber 540 is attached to the support member 550 by sliding backward to a position where a predetermined gap SP4 is formed between the shock absorber 540 and 552b. When the fixing member 570 is attached to a predetermined position on the front surface 550c of the support member and a predetermined position on the front surface of the downward extending portion 543, the shock absorber and the support member are parallel to the floor surface of the passenger compartment so as not to be detached. An impact absorbing structure 530 having an engagement structure ST4 that is slidably engaged rearward is obtained. This prevents the angle between the occupant's foot and the shin from becoming very small when an impact is input from the front of the vehicle.

  In this modified example, since there is no unevenness such as a groove on the upper surface of the support member, the durability of the shock absorbing structure is improved and the occupant is reliably prevented from getting caught in the unevenness.

  Like the shock absorbing structure 630 shown in FIG. 15, a convex portion (moving speed adjusting portion) 643 a is provided on the side surface of the extension portion 642 of the shock absorber 640, and the convex portion is provided on the inner side surface of the groove 652 of the support member 650. A concave portion 653a into which the portion 643a is inserted may be provided, and a connection structure may be formed by the convex portion 643a and the concave portion 653a. In this modification, a plurality of convex portions 643a are formed on the left and right side surfaces of the rectangular section 643 of the extending portion, and a plurality of concave portions 653a are formed on the left and right inner surfaces of the rectangular section 653 of the groove. When the extending portion 642 is inserted into the groove 652, the extending portion 642 may be pushed into the groove 652 until each protruding portion 643a is compressed and inserted into each recessed portion 653a. Since the shock absorber 640 is formed using a foam material that absorbs the shock, when the shock is received from the front of the vehicle, the convex portion 643a is easily folded or crushed and slides backward. Further, the sliding speed of the shock absorber at the time of impact input is controlled according to the shape (for example, size) of the convex portion 643a. Thereby, the convex part 643a is made into the shape which adjusts the moving speed of the shock absorber which slides back in parallel with the floor surface of a compartment.

In this modification, since the connection structure is formed by the convex portion 643a and the concave portion 653a, there is no need to prepare a fixing material, and an operation of attaching the fixing material becomes unnecessary, and the manufacturing cost of the shock absorbing structure can be reduced. It becomes possible. In addition, since the degree of sliding relative to the support member relative to the support member can be controlled according to the shape of the convex portion 643a, the lower limb injury value can be reduced more precisely according to the impact absorption characteristics of the vehicle. A shock absorbing structure can be formed.
In addition, a convex part (moving speed adjusting part) is formed on the inner surface of the groove of the support member, a concave part is formed in the extension part of the shock absorber, and a connecting structure is formed by these convex part and the concave part. The same action and effect can be obtained.

  Note that the present invention is not limited to the above-described embodiments and modifications, but the configurations disclosed in the above-described embodiments and modifications are mutually replaced, the combinations are changed, known techniques, and the above-described configurations. Configurations in which the respective configurations disclosed in the embodiments and modifications are mutually replaced or combinations thereof are also included.

The principal part sectional drawing which shows an example of the motor vehicle which employ | adopted the impact-absorbing structure in a vertical cross section. The perspective view which shows an example of an impact-absorbing structure seen from back diagonally upward. The front view which shows the impact-absorbing structure shown in FIG. 2 as seen from the front side. FIG. 3 is a vertical cross-sectional view showing the shock absorbing structure shown in FIG. 2 in a cross-sectional view at a position A1-A1 in FIG. The disassembled perspective view which decomposes | disassembles and shows the impact-absorbing structure shown in FIG. The principal part sectional drawing which shows an example of operation | movement of an impact-absorbing structure in a vertical cross section. The perspective view which shows the impact-absorbing structure body of a modification seen from back diagonally upward. The horizontal sectional view which shows the impact-absorbing structure of the modification shown in FIG. The disassembled perspective view which decomposes | disassembles and shows the impact-absorbing structure of a modification. The disassembled perspective view which decomposes | disassembles and shows the impact-absorbing structure of a modification. The side view which decomposes | disassembles and shows the impact-absorbing structure of a modification. The principal part sectional drawing which shows the impact-absorbing structure of a modification in a vertical cross section. The perspective view which shows the shock absorber shown in FIG. The perspective view which shows the support member shown in FIG. The disassembled perspective view which decomposes | disassembles and shows the principal part of the impact-absorbing structure of a modification. The principal part sectional drawing which shows an example of operation | movement of an impact-absorbing structure in a comparative example in a vertical cross section.

Explanation of symbols

10 ... body panel, 12 ... floor panel, 14 ... toe board, 16 ... dash panel,
20 ... Floor carpet (rug)
30, 130, 230, 330, 430, 530, 630 ... shock absorbing structure,
40 ... shock absorber, 40a ... lower surface, 40b ... front side inclined part,
40c: front surface, 40d: upper surface, 40e: rear inclined portion,
42 ... Extension part, 42a ... Front end surface, 42b ... Rear end surface,
50 ... support member, 50a ... upper surface, 50b ... lower surface, 50c ... front surface,
52 ... groove, 52a ... front end, 52b ... rear end surface,
60 ... Low friction material (low friction part),
70: fixing material,
152 ... groove (moving speed adjusting unit),
444a ... curved portion (moving speed adjusting portion),
643a ... convex portion (moving speed adjusting portion),
FL1 ... the floor of the passenger compartment,
M ... Crew, M1 ... Foot, M2 ... Shin,
SP1: Car compartment, SP2: Gap,
ST1 ... engagement structure, ST2 ... connection structure,

Claims (5)

A shock absorbing structure installed on the passenger compartment side of the vehicle body panel at the foot of an automobile occupant,
A shock absorber formed using a foam material, and a support member that slidably supports the shock absorber;
An engagement structure is provided between the shock absorber and the support member so that the shock absorber and the support member are slidably engaged rearward in parallel with the floor surface of the passenger compartment so as to restrain the shock absorber and the support member even when sliding. A shock absorbing structure that is formed and provided with a portion that reduces friction between the shock absorber and the support member at a position where the shock absorber and the support member are in contact with each other during the sliding.   The shock absorbing structure according to claim 1, wherein the support member is formed using a foam material. The engagement structure includes a groove provided in the support member with a longitudinal direction facing a slidable direction of the shock absorber, and a shock absorber with a longitudinal direction facing a slidable direction of the shock absorber. An extending portion provided in the slidably engaged in the front-rear direction parallel to the floor surface,
The shock absorbing structure according to claim 1 or 2, wherein the groove and the extending portion are formed in a shape that is constrained to each other in a direction different from a front-rear direction parallel to the floor surface.   A connection structure is formed between the shock absorber and the support member that connects the shock absorber and the support member and separates the shock absorber when an impact force is applied from the front during a car crash. The shock absorbing structure according to any one of claims 1 to 3, wherein the shock absorbing structure is formed.   At least one of the shock absorber and the support member is formed with a moving speed adjusting portion configured to adjust the moving speed of the shock absorber that slides rearward in parallel with the floor surface of the passenger compartment. The shock absorbing structure according to any one of claims 1 to 4.

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