JP2009196434A - Impact-absorbing structure for automobile - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide an impact-absorbing structure for an automobile that inhibits a side-crash pad, provided inside a door, from entering inside a vehicle cabin upon side collision. <P>SOLUTION: The side-crash pad 12 is composed of an outer-side pad 14 arranged between the outer panel 11a and the inner panel 11b of a vehicle-cabin door 11, and an inner-side pad 15 arranged on the vehicle-cabin side of the outer-side pad 14 while being partially inserted into a hollow part provided in the outer-side pad 14. The inner-side pad 15 comprises an inner-pad body part arranged between the inner panel 11b and a door trim 11d, and an insertion part extending from the inner-pad body part so as to be inserted into the inside of the hollow part. The inner-pad body part has a plurality of first ribs extending in parallel with each other while the insertion part has each second rib extending in the direction different from the extending direction of each first rib. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a shock absorbing structure for an automobile, and more particularly to a structure of a side impact pad provided in a passenger compartment door.

  2. Description of the Related Art Conventionally, in automobiles such as passenger cars, there is a vehicle type in which a side collision pad for absorbing collision energy in a side collision is provided in a door. For example, as shown in FIG. 10, the front door 1 has a side bump pad 3 disposed at a site located on the side of the waist of the occupant, specifically inside the impact beam 2.

  As shown in FIG. 11, the side impact pads 3 are inserted into a case 3a attached to the door inner panel and at least one provided in the case 3a. And an insertion member 3b having a lattice-like cross section formed by aluminum extrusion.

  According to such a configuration, as shown by an arrow A in FIG. 11, when a load due to the collision energy of the side collision is applied to the front door 1 from the side, the load is applied to the impact beam 2 of the front door 1. Is transmitted to the front and rear ends of the front door 1, and the lower portions of the front and rear ends of the front door 1 are deformed inward and transmitted to the vehicle body side.

As a result, the lower portion of the front door 1 and the rocker portion on the vehicle body side are deformed inward in the lateral direction, so that the collision energy described above is absorbed. At that time, the impact beam 2 and the front door 1 slightly enter toward the vehicle interior side, but the side impact pad 3 is provided in the vicinity of the occupant's waist, so that the impact of the impact load on the occupant can be reduced. .
In this way, the interior space of the door can be used as a living space, and the load can be transmitted to the seat rod, so that the entire vehicle body including the seat can be repelled against a side impact.

Further, as shown in FIG. 12, the side impact pad has a honeycomb-shaped cross section made of a resin such as 66 nylon (registered trademark), 6 nylon (registered trademark), or POM formed so as to be attached to the door inner panel. A side bump pad 4 made of a resin case is also known.
According to such a side collision pad 4, the load due to the collision energy of the side collision is received by the side collision pad having such a structure, and the impact load on the occupant is reduced as in the case of the side collision pad 3 described above. it can.

Furthermore, a side impact pad is also known in which a hollow member made of a highly rigid material is filled in the hollow portion of the insertion member 3b in the side impact pad 3 described above.
In addition, the side bump pad in which the honeycomb structure of the side bump pad 4 is combined with an iron pipe or an aluminum pipe as a reinforcing material, or the side bump pad inserted after foaming or filling after foaming with a high-rigidity foam material in these pipes Is also known.

On the other hand, as shown in FIG. 13, the hollow portion of the case 5a made of resin or the like is extruded from aluminum or iron in a cross-sectional lattice shape, and the resin 5c is inserted into the lattice as shown in FIG. A side-impact pad 5 is also known which is formed by inserting a molded reinforcing material 5b.
According to such a side impact pad 5, when a load due to the collision energy of the side collision is applied, the wall buckling of the reinforcing material 5 b is suppressed by the filling resin, so that the load drop due to the wall buckling is reduced. . Therefore, the load is transmitted efficiently.

On the other hand, in Patent Document 1, a crash box is fixed near both ends of a cross member, and an external force transmission member is provided in the interior of a compartment door facing the crash box, so that a vehicle compartment at the time of a side collision. An automobile is disclosed in which an impact applied from the side to a door is transmitted from an external force transmission member to a crash box to prevent permanent deformation of the compartment door and the vehicle body.
Japanese Patent Application Laid-Open No. 07-323867

However, each side impact pad in the shock absorbing structure shown in FIGS. 10 to 14 has a complicated structure, resulting in an increase in cost.
An impact absorbing structure is also conceivable in which two side impact pads are arranged in the vehicle compartment door so as to be aligned in the vehicle width direction and absorb the impact at the time of a side collision. It is necessary to increase the transmission efficiency of the load from the pad provided to the pad to the pad provided on the vehicle compartment side. However, as described above, the conventional shock absorbing structure has not been created in consideration of further improvement in the transmission efficiency of the two side bump pads provided on the door.

  In view of the above points, an object of the present invention is to provide an impact absorbing structure for an automobile that improves the load transmission efficiency of a side impact pad provided inside a door at the time of a side collision.

In order to achieve the above object, according to the present invention, a side impact pad corresponding to a seat rod in a vehicle interior in a region of a door opening provided on a side surface of a vehicle body is provided on a vehicle interior door that closes the opening. The impact-absorbing structure of the automobile transmits the load caused by the collision to the seat rod when the side-impact pad abuts against the seat rod at the side collision, and the side-impact pad is located between the outer panel and the inner panel of the passenger compartment door. The inner side pad is composed of an outer side pad disposed on the outer side pad, and an inner side pad disposed on the vehicle side of the outer side pad with a portion inserted into a hollow portion provided in the outer side pad. Includes an inner pad main body portion disposed between the inner panel of the passenger compartment door and the door trim, and an insertion portion extending from the inner pad main body portion and inserted into the hollow portion. The inner pad main body portion has a plurality of first ribs extending in parallel to each other, and the insertion portion has a second rib extending in a direction different from the extending direction of the first rib. .
In the automobile impact absorbing structure of the present invention, preferably, the second rib is formed in a cross-sectional lattice shape, and the outer side pad is formed of a honeycomb structure.

  According to the present invention, in the side collision evaluation, when the side barrier collides with the door adjacent to the passenger compartment door, particularly the second seat of the three-row seat car, in the horizontal direction from the side, the barrier is attached to the passenger compartment door. As a result, the load caused by the collision energy is efficiently transmitted to the seat rod through the side collision pad, and the safety of the occupant is further ensured. .

  In this case, since the outer side pad of the side impact pad has a honeycomb structure, it is possible to correspond to the outer side having a large pressure area, and the inner side of the outer panel of the vehicle compartment door is deformed in the side collision. Can be suppressed, and the waist load on the occupant is reduced.

In addition, the load is applied from the distal end of the inner side pad insertion member protruding outward from the outer side pad of the side impact pad from the outer panel of the passenger compartment door, through the insertion member and the inner side pad, and further through the door trim. , Transmit to the seat rod of the seat.
Therefore, since these insertion members and inner side pads are formed to have high rigidity by extrusion molding of aluminum or the like, the load due to collision energy is efficiently transmitted to the seat rod via the insertion members and inner side pads. To do.
At that time, the insertion member and the inner side pad are both provided with ribs to reduce the mass, and the direction of these ribs is different from each other, so that the load is efficiently transmitted from the insertion member to the inner side pad. Will do.

  In this way, the entry of the side impact pad to the vehicle interior side is suppressed at the time of a side collision, for example, even when the second seat of the three-row seat is configured as an independent three-seat type In the event of a collision, the side impact pad does not enter the passenger compartment and come into contact with an occupant seated on the second seat. Accordingly, the side impact pad does not enter the vehicle interior side at the time of a side collision, so that the safety of the passenger in the vehicle interior is further ensured.

  When the outer side pad is made of resin and has a cross-sectional honeycomb structure, and the insertion member is extruded from a metal such as aluminum, high rigidity can be obtained with a small amount of material, and the cost is reduced.

  When the outer width direction outer end of the inner side pad insertion member protrudes outward in the vehicle width direction from the outer width direction outer end of the outer side pad, the load due to the collision energy at the side collision is It is efficiently transmitted to the inner side pad without being absorbed by the pad.

Hereinafter, the present invention will be described in detail based on the embodiments shown in the drawings. In the figure, Fr represents the front of the vehicle, Up represents the upper side of the vehicle, and Out represents the direction outside the vehicle width.
1 and 2 are views showing an automobile impact absorbing structure 10 according to an embodiment of the present invention.
The shock absorbing structure 10 for an automobile includes a door 11 that closes the door opening 10 a so that the door opening 10 a can be opened and closed in a region of the door opening 10 a provided on the side of the vehicle body, and a side collision provided on the door 11. The pad 12 and the seat rod 13 that supports the seat in the vehicle compartment are included. The illustrated compartment door 11 is a door adjacent to a second seat of a so-called three-row seat vehicle.

  The vehicle compartment door 11 is composed of an outer panel 11a and an inner panel 11b made of thin steel plates and joined to each other. Between the outer panel 11a and the inner panel 11b, the outer door 11a is disposed in the vehicle longitudinal direction. An extending impact beam 11c is provided. The impact beam 11c is made of, for example, a hollow cylindrical iron pipe, and is arranged at a height position below the upper end of the evaluation barrier MDB used in the side collision evaluation test.

  The vehicle compartment door 11 is provided with a door trim 11d on the inner surface of the inner panel 11b. The door trim 11d is provided with a speaker, a window switch, and the like (not shown). Further, a door glass 11e is supported on the passenger compartment door 11 so as to be movable up and down between the outer panel 11a and the inner panel 11b.

The side bump pad 12 is partially inserted into an outer side pad 14 disposed between the outer panel 11a and the inner panel 11b of the compartment door 11 and a hollow portion (described later) provided in the outer side pad 14. In this state, the inner side pad 15 is disposed on the passenger compartment side of the outer side pad 14.
These outer side pad 14 and inner side pad 15 are juxtaposed to the impact beam 11c of the vehicle compartment door 11, respectively. Moreover, the outer side pad 14 and the inner side pad 15 are arrange | positioned in the area | region corresponding to the vehicle body side seat rod 13 in a vehicle width direction.
Since the seat rod 13 is movable in the front-rear direction as will be described later, these outer pads 14 and 15 correspond to the seat rod 13 at any position within the movement range of the seat rod 13. The length in the front-rear direction is appropriately selected, for example, generally about 100 to 120 mm.

  The outer side pad 14 is entirely made of resin and has a cross-sectional honeycomb structure as shown in FIGS. Further, the outer pad 14 is formed with a hollow portion 14a penetrating in the vehicle width direction. This hollow portion 14a is aligned with the inclined longitudinal direction of the impact beam 11c and is inclined with respect to a horizontal line in the vehicle longitudinal direction.

  As shown in FIG. 6, the honeycomb structure of the outer side pad 14 is formed such that ribs 14 c protrude outward and inward from a flat base 14 b located in the middle in the vehicle width direction. That is, a combination of adjacent ribs 14c forms a hexagonal cylindrical portion 14e, and a plurality of the cylindrical portions 14e are integrally formed to form a honeycomb structure. The base 14b is formed with holes 14d for draining water from the individual hexagonal cylindrical portions 14e. The base 14b portion at the bottom of each hexagonal cylindrical portion 14e may be formed as an opening.

  As shown in FIG. 3, the inner side pad 15 extends from the pad main body 16 located between the inner panel 11 b of the compartment door 11 and the door trim 11 d toward the vehicle width direction outer side. And an insertion member 17.

The pad body 16 has a plurality of ribs 16a parallel to each other as shown in FIGS. The rib 16a is formed to extend substantially horizontally in the vehicle front-rear direction when mounted. As shown in FIG. 3, the end portions of the plurality of ribs 16a outside the vehicle are joined to a wall panel 16b extending vertically, and the end portions on the vehicle compartment side of the plurality of ribs 16a are connected to the upper end portions. The lower end portion is joined to the wall panel 16b and the middle region is joined to the vertical panel inner surface of the inner panel 16c projecting toward the passenger compartment. That is, the plurality of ribs 16a extend substantially horizontally in the vehicle front-rear direction within the space S defined between the outer wall panel 16b and the inner panel 16c.
In the structure of the pad main body 16, the thickness of each rib 16a, the space | interval of ribs 16a, and the total thickness of the vehicle width direction of a motor vehicle are selected suitably so that the pad main body 16 may have predetermined rigidity. In addition, the pad main body 16 is formed, for example by extrusion molding from aluminum.

  The insertion member 17 is formed by extrusion molding, for example, from aluminum so as to have ribs 17a having a lattice-like cross section. The size of the insertion member 17 is selected so that it can be inserted into the hollow portion 14a of the outer pad 14 described above during mounting, and the outer end 17b of the insertion member 17 is formed as shown in FIG. The length is selected so as to protrude outward from the hollow portion 14a of the outer side pad 14 when mounted.

The grid-like ribs 17 a of the insertion member 17 are formed to be inclined so as to be aligned with the hollow portions 14 a of the outer side pad 14.
The pad body 16 and the insertion member 17 are a fixing screw or the like (not shown) in a state where the insertion member 17 is brought into contact with the outer surface of the pad body 16 corresponding to the region where the rib 16a is disposed. The inner side pad 15 is constituted by being integrally assembled by the fixing means. Therefore, as shown in FIG. 9, the rib 17 a extends in a direction different from the rib 16 a formed on the pad body 16 of the inner side pad 15.
Thus, when a load is applied from the side to the inside in the horizontal direction with respect to the vehicle compartment door 11 at the time of a side collision, the load is inserted from the outer panel 11a of the vehicle compartment door 11 to the insertion member 17 of the side collision pad 12. It is transmitted to the seat rod 13 disposed inside the vehicle compartment door 11 through the pad main body 16 and further through the door trim 11d.

  Insertion extending from the pad body 16 of the inner side pad 15 arranged between the inner panel 11b and the door trim 11d into the hollow portion 14a of the outer side pad 14 arranged between the outer panel 11a and the inner panel 11b In order to allow the member 17 to be inserted, the inner panel 11b is formed with an opening 110a through which the insertion member 17 is inserted.

  The seat rod 13 is a pipe-like member extending in the left-right direction of the second seat 20 supported so as to be movable in the front-rear direction on a seat rail 19 fixed to the passenger compartment floor. To move back and forth. That is, the seat rod 13 is movable in the range from the position 13a to the position 13b in FIG. The dimension of the side impact pad 12 described above is selected so that it can correspond to any of the changing positions of the seat rod 13.

  The automobile impact absorbing structure 10 according to the embodiment of the present invention is configured as described above. In the side collision evaluation, as shown by an arrow A in FIG. When a side collision occurs with the door 11, the load due to the collision energy is transmitted to the front and rear ends of the passenger compartment door 11 via the impact beam 11 c of the passenger compartment door 11, and the inner panel 11 b at the lower part of the front and rear ends of the passenger compartment door 11. Is brought into contact with the cross member on the vehicle body side and transmitted to the vehicle body side, and the above-described collision energy is absorbed.

  Further, as described above, the load due to the collision energy is applied in the direction of the arrow A to the entire vehicle compartment door 11 until it is transmitted to the vehicle body side and absorbed, so that this load is applied to the outer panel 11a. Is transmitted to the door trim 11d through the impact beam 11c, the insertion member 17 of the inner side pad 15, and the pad body 16, and the entire vehicle compartment door 11 attempts to enter the direction of the arrow A, that is, the vehicle interior side.

At that time, the door trim 11d comes into contact with the seat rod 13 of the inner second seat 20. Therefore, the load described above is transmitted to the seat rod 13 via the insertion member 17 and the pad body 16 of the inner side pad 15 of the side bump pad 12. Thereby, the above-described load is further transmitted from the seat rod 13 to the vehicle body side and absorbed. That is, the load due to the collision energy of the side collision is transmitted from the compartment door 11 to the seat rod 13 of the second seat 20 in the vehicle by the insertion member 17 and the pad main body 16 of the inner side pad 15.
In particular, the rib 16a of the pad main body 16 and the rib 17a of the insertion member 17 extend in different directions, so that a load applied to the outer panel 11b of the compartment door 11 at the time of a side collision is from the insertion member 17 to the pad main body. 16 is reliably transmitted, so that a good load transmission efficiency can be obtained.

  In this way, by transmitting the side impact load to the seat rod 13, it is possible to further reduce the amount of deflection of the side impact pad 12 and the door trim 11d of the compartment door 11 into the compartment. Therefore, also in the case of the independent three-seat type second seat 20, the occupant P of the seats on both sides is surely protected at the time of a side collision, and the AE-MDB side impact performance which is a European standard is achieved.

  Further, when the entire vehicle compartment door 11 is about to enter the direction of the arrow A, that is, the vehicle interior side by the side impact load, the outer panel 11b directly contacts the outer side pad 14 of the side impact pad 12. Thereby, the outer panel 11b is restrained from being deformed inward in the vehicle width direction in the region of the outer pad 14. That is, the outer panel 11b is deformed as indicated by a chain line 11b 'in FIG. Accordingly, since the deformation of the outer panel 11a, the inner panel 11b, and the door trim 11d of the compartment door 11 in the vehicle width direction is suppressed based on the outer shape of the outer pad 14, the second seat on the collision side The waist load on 20 passengers P can be reduced.

  Although detailed above, the present invention can be implemented in various forms without departing from the spirit of the present invention. For example, in the above-described embodiment, the case where the shock absorbing structure 10 is applied to the passenger compartment door 11 corresponding to the second seat 20 of the three-row seat automobile is described. It is also possible to apply the shock absorbing structure according to the present invention to other compartment doors to be used or to each compartment door of a two-row seat automobile.

  Further, in the above-described embodiment, the vehicle compartment door 11 is configured to be simply openable and closable with respect to the door opening 10a. However, the vehicle compartment door 11 may be slidable or slidable. Obviously there may be.

  Furthermore, in the above-described embodiment, the left compartment door 11 has been described, but the right compartment door is also configured symmetrically so that the load due to the collision energy is similarly generated in a side collision from the right side. However, the right occupant P can be protected by being transmitted and absorbed from the vehicle compartment door 11 to the seat rod 13 via the side impact pad 12.

1 is a schematic side view showing a configuration of an embodiment of a shock absorbing structure for an automobile according to the present invention. It is a schematic rear view which shows the shock absorption structure of the motor vehicle of FIG. It is a disassembled perspective view which shows the structure of the side collision pad in the shock absorption structure of the motor vehicle of FIG. It is a schematic perspective view which shows the structure of the outer side pad in the side collision pad of FIG. It is a schematic side view of the outer side pad of FIG. It is a schematic sectional drawing of the outer side pad of FIG. It is a schematic perspective view which shows the structure of the inner side pad in the side collision pad of FIG. It is a schematic sectional drawing of the inner side pad of FIG. It is a schematic side view of the inner side pad of FIG. It is a schematic perspective view which shows the structure of an example of the compartment door of the motor vehicle provided with the conventional side collision pad. It is a disassembled perspective view which shows the structure of an example of the side collision pad with which the compartment door of FIG. 10 was equipped. (A) is a schematic perspective view which shows the other example of the conventional side collision pad, (B) is a schematic sectional drawing. It is a disassembled perspective view which shows the other example of a side collision pad. It is a schematic sectional drawing which shows the other example of a side collision pad.

Explanation of symbols

DESCRIPTION OF SYMBOLS 10 Shock absorption structure 10a Door opening part 11 Car door 11a Outer panel 11b Inner panel 11b 'Chain line 11c Impact beam 11d Door trim 11e Door glass 12 Side bump pad 13 Seat rod 13a Position 13b Position 14 Outer side pad 14a Hollow part 14b Base 14c rib 14d hole 14e cylinder 15 inner pad 16 pad main body 16a rib 16b wall panel 16c inner panel 17 insertion member 17a rib 17b outer end 19 seat rail 20 second seat 110a opening MDB evaluation barrier P occupant S space

Claims (6)

A side impact pad corresponding to a seat rod in the vehicle interior is provided on the vehicle compartment door that closes the opening in the region of the door opening provided on the side surface of the vehicle body. A shock absorbing structure for an automobile that contacts a rod and transmits a load caused by a collision to a seat rod,
The side collision pad is formed by inserting the outer side pad disposed between the outer panel and the inner panel of the vehicle compartment door, and a part of the outer side pad into a hollow portion provided in the outer side pad. An inner pad disposed on the passenger compartment side of the pad,
The inner pad includes an inner pad main body disposed between the inner panel of the passenger compartment door and the door trim, and an insertion portion that extends from the inner pad main body and is inserted into the hollow portion. ,
The inner pad main body has a plurality of first ribs extending in parallel to each other,
The shock absorbing structure for an automobile, wherein the insertion portion has a second rib extending in a direction different from the extending direction of the first rib.   The shock absorbing structure for an automobile according to claim 1, wherein the second rib is formed in a cross-sectional lattice shape.   The impact-absorbing structure for an automobile according to claim 1 or 2, wherein the outer pad has a honeycomb structure.   The shock absorbing structure for an automobile according to any one of claims 1 to 3, wherein the insertion portion is extruded from a metal such as aluminum.   The vehicle width direction outer end of the insertion part of the inner side pad protrudes outward in the vehicle width direction from the vehicle width direction outer end of the outer side pad. Automobile shock absorption structure.   6. The impact beam according to claim 1, wherein a part of the impact beam is provided inside the vehicle compartment door so that a part of the impact beam is located outside the side collision pad in the vehicle width direction. Shock absorption structure for automobiles.

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