JP2010120471A - Shock absorbing structure - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a shock absorbing structure which protects occupant's ankles when an impact is input from the front side of a vehicle and is easy in manufacturing. <P>SOLUTION: The shock absorbing structure 30 includes: a first shock absorbing body 40 formed in a shape along a vehicle body panel 10; and a second shock absorbing body 50 that includes a bridging part 60 arranged separated from the first shock absorbing body 40 toward a cabin direction D4, a pair of sidewall parts 70, 70 extending from the bridging part 60 toward the vehicle body panel 10 in a position embracing the first shock absorbing body 40, and projections 80 projecting from the bridging part 60 toward the first shock absorbing body 40 between the pair of sidewall parts 70, 70. The shock absorbing structure 30 is configured so that at least a part of the projections 80 are inserted into the first shock absorbing body 40 when the impact is input from the vehicle body panel 10 to the first shock absorbing body 40, and so that the projections 80 on the front side are inserted deeper into the first shock absorbing body 40 than the projections 80 on the rear side. <P>COPYRIGHT: (C)2010,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 design and improving soundproof performance. An impact absorbing member that protects the feet of a passenger such as a front seat passenger may be installed between the floor carpet and the floor panel. The shock absorbing member for protecting the occupant's shin is also called a tibia pad. As such a shock absorbing member, there is known a shock absorbing structure in which a non-foamed synthetic resin plate is laminated and integrated on a side facing a floor carpet with respect to a shock absorber made of a synthetic resin foamed material. (See Patent Document 1).

Further, Patent Document 2 describes a footrest for an automobile that is disposed in a tilted posture that rises forward on a toe board surface that rises obliquely forward from the floor surface of the passenger compartment. This footrest is a resin footrest body in which ribs are formed in the front, rear, left and right with respect to the rear surface of the footrest surface of the occupant, and an impact absorbing material such as rubber inserted in each of a plurality of spaces surrounded by the ribs, It is composed of The footrest body is higher on the front side than on the rear side. Each shock absorber has a thickness smaller than the height of the rib, and is inserted into the space up to a position in contact with the back surface of the footrest surface.
JP 2006-88737 A Japanese Patent No. 3808163

  However, the manufacture of the footrest described in Patent Document 2 is not easy because it is necessary to insert the shock absorbing material to each of the plurality of spaces surrounded by the ribs of the footrest body up to the position in contact with the back surface of the footrest surface. .

  In view of the above, an object of the present invention is to provide an impact-absorbing structure that protects an occupant's ankle when an impact is input from the front of the vehicle and is easy to manufacture.

  In order to achieve the above object, the present invention is an impact absorbing structure that is installed on the vehicle compartment side of a vehicle body panel under the foot of an occupant of an automobile, and is formed in a shape along the vehicle body panel with a material that absorbs the impact. A first shock absorber, a bridge portion spaced from the first shock absorber in the direction of the passenger compartment, and the vehicle body panel at a position sandwiching the first shock absorber from the bridge portion. A material that has a pair of side wall portions extending toward the first shock absorber and that protrudes from the bridge portion toward the first shock absorber between the pair of side wall portions. And at least one convex portion is provided in the longitudinal direction of the automobile with respect to the bridge portion, and an impact is input from the vehicle body panel to the first shock absorber. At least a portion of the convex portion is in the first shock absorber. Inserted, and, towards the front side of the convex portion than the convex portion of the rear side, characterized in that it is formed so as to deeply insert into said first shock absorber.

  With the above configuration, at the time of impact input from the front of the vehicle, at least a part of the convex portion is inserted into the first shock absorber, and the convex portion on the front side is the first impact rather than the convex portion on the rear side. Insert deeply into the absorber. At this time, the first shock absorber absorbs the shock input to the shock absorbing structure and also absorbs the side wall portion. And since the front side of the bridge part is closer to the first shock absorber than the rear side of the bridge part, the angle between the occupant's foot and the shin is prevented from being reduced, and the occupant's ankle is protected. . In addition, the shock absorbing structure is easily formed by simply inserting the first shock absorber between the pair of side wall portions.

By the way, the vehicle body panel includes a floor panel, a toe board, a lower part of the dashboard, a combination thereof, and the like. When a rug is laid on the vehicle compartment side of the vehicle body panel, an impact absorbing structure may be installed between the rug and the vehicle body panel.
The side wall portion may be disposed in contact with the first shock absorber, or may be disposed away from the first shock absorber.
The convex portion may be disposed in contact with the first shock absorber, or may be disposed away from the first shock absorber. The convex portion includes a portion protruding from the bridge portion toward the first shock absorber, a portion extending from the bridge portion toward the first shock absorber, and the like.
When the convex part includes a front convex part and a rear convex part provided separately from each other in the front-rear direction with respect to the bridge part, the front convex part is closer to the first shock absorber than the rear convex part. Inserting deeply into the inside means that the front side convex part is inserted deeper into the first shock absorber than the rear side convex part. Here, the convex part may have an intermediate convex part provided separately between the front convex part and the rear convex part. Further, in the case where the convex portion includes an extended portion that is arranged with the longitudinal direction facing the bridge portion and extends toward the first shock absorber, the convex portion on the front side of the rear convex portion is included. When the portion is inserted deeper into the first shock absorber, it means that the front portion of the extended portion is inserted deeper into the first shock absorber than the rear portion of the extended portion. .
The convex portion may include the front convex portion, the rear convex portion, and the extending portion.

According to the first aspect of the present invention, it is possible to provide an impact absorption structure that protects an ankle of an occupant when an impact is input from the front of the vehicle and that is easy to manufacture.
In the inventions according to claims 2 to 4, it is possible to provide a shock absorbing structure that is easier to manufacture.
In the inventions according to claims 5 and 6, the protection function of the ankle of the occupant can be improved.

(1) Configuration of shock absorbing structure:
FIG. 1 is a cross-sectional view of main parts of a main part of a passenger car 1 employing a shock absorbing structure 30 according to an embodiment of the present invention in a vertical cross section parallel to the front-rear direction D1, and FIG. FIG. 3 is an exploded perspective view showing the shock absorbing structure 30 disassembled upside down, and FIGS. 4A to 4C are examples of forming the shock absorbing structure. 5 (a) and 5 (b) are views showing the main part of the shock absorbing structure viewed from the front side, and FIGS. 6 (a) and 6 (b) are shock absorbing structures at the time of shock input. FIG. 7A and FIG. 7B show the change of the shock absorbing structure 30 when the shock is input from the front side, showing the change of the body 30 in a cross-sectional view at a position corresponding to A1-A1 in FIG. FIG.
In addition, when explaining the positional relationship of right and left, it demonstrates on the basis of when the front is seen from the back of the motor vehicle 1. FIG.

  In FIG. 1, a lower leg portion of a front seat occupant M is shown on the floor of a passenger car 1 having front and rear seats. Under the occupant M of the automobile, metal panels 12, 14, and 16 constituting a part of the vehicle body panel 10 are arranged, and a floor carpet (rug) is provided on the vehicle compartment SP1 side from these panels 12, 14, and 16. 20 is laid. Here, the panel 12 is a floor panel arranged substantially horizontally. The panel 14 is a toe board that rises diagonally forward from the front edge of the floor panel 12. The panel 16 is a dashboard that rises substantially vertically from the front edge of the toe board 14, and functions as a partition wall between the vehicle compartment SP1 and the engine room.

  The floor carpet 20 is formed into a shape along the vehicle body panel 10 and the shock absorbing structure 30 by press molding or the like. The floor carpet 20 is provided substantially horizontally from the foot of the occupant M toward the rear, forms the floor surface FL1 of the passenger compartment SP1, and is provided to rise diagonally from the foot of the occupant M toward the front. As the skin material of the floor carpet, a tuft carpet in which napped piles are organized 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 used as the binder.

  When a car collides with the front, a strong impact is applied to the body panel. Therefore, an impact absorbing structure 30, also called a tibia pad, is installed between the body panel 10 and the floor carpet 20 under the foot of an occupant M of the automobile. The shock absorbing structure 30 is placed on the toe board 14 in the vicinity of the occupant's feet in the front seat, that is, the driver's seat and the passenger seat, and is attached on the toe board 14 with a clip or the like, or is attached to the back surface of the floor carpet 20. For example, the vehicle body panel 10 is installed on the vehicle compartment SP1 side. The shock absorbing structure may be installed on each of the feet of the driver's seat and the passenger's seat, may be installed on only one side, or may be installed as a single shock absorbing structure across both.

The shock absorbing structure 30 includes shock absorbers 40 and 50 that are both made of a material that absorbs shock.
The first shock absorber 40 is formed in a shape along the vehicle body panel 10 and is installed on the surface of the vehicle body panel 10 on the vehicle compartment SP1 side. The first shock absorber 40 of the present embodiment is formed in a substantially rectangular parallelepiped shape, is placed on the inclined surface 14a on the passenger compartment side of the toe board 14, and the surface 40b on the vehicle body panel side is in contact with the inclined surface 14a.

  The material of the first shock absorber 40 is preferably a material that absorbs shock by compression deformation, more preferably a foam material that absorbs shock by compression deformation, and even more preferably a material obtained by foaming a resin material for foam molding. Synthetic resins are preferable for the resins (including elastomers) constituting the resin material, and thermoplastic resins are particularly preferable from the viewpoint of imparting appropriate shock absorption to the shock absorber, but thermosetting resins may also be used. Is possible. As the thermoplastic resin, polystyrene, olefinic resins such as polyethylene and polypropylene, acrylic styrene, a combination thereof, and the like can be used. As the thermosetting resin, a polyurethane-based resin or the like for forming a urethane foam can be used. Additives such as fillers may be added to the resin material. The compounding ratio of the additive is, for example, a weight ratio equal to or less than the weight ratio of the resin from the viewpoint of sufficiently exhibiting the properties of the resin. The first shock absorber formed of a foam material is a bead foam molded product in which a foamed resin particle impregnated with a foaming agent in a bead-like plastic is pre-foamed and filled in a mold and further heated and foamed. Further, it is possible to employ an extrusion foamed molded article obtained by extruding a foamed plastic obtained by mixing a foaming agent with plastic and extruding from a die. 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 expansion ratio of the first impact absorber 40 can be set to 10 to 50 times, for example. The density of the first shock absorber 40 can be set to 0.02 to 0.1 g / cm ³ , for example. The thickness t1 of the first shock absorber 40 can be set to 10 to 50 mm, for example. The distance from the front surface 40e to the rear surface 40f can be, for example, 200 to 400 mm. The distance from the left side surface 40c to the right side surface 40d can be set to 50 to 600 mm, for example. The compressive stress of the first shock absorber 40 can be set to 0.05 to 0.35 MPa, for example, at 10 to 50% strain in the compression direction. Here, the compressive stress is measured by compressing the entire surface of a 100 mm × 100 mm × 50 mm specimen at 10 mm / min on a 100 mm × 100 mm surface. When the first shock absorber is smaller than 100 mm × 100 mm × 50 mm, the measured value for a 100 mm × 100 mm × 50 mm test body made of the same material as the first shock absorber can be used as the compressive stress.

The second shock absorber 50 includes a bridge portion 60, a pair of side wall portions 70, 70, and a convex portion 80.
The bridge portion 60 is disposed away from the first shock absorber 40 in the passenger compartment direction D4. The bridging portion 60 of the present embodiment is formed in a rectangular flat plate shape, and is substantially the same as the surface 40a on the vehicle interior side of the first shock absorber 40 so as to form a space SP2 with the first shock absorber 40. They are arranged in parallel. That is, since the bridge portion 60 is arranged substantially parallel to the inclined surface 14a of the toe board, when the foot M1 is placed on the floor carpet 20 at the position of the bridge portion 60, the angle formed between the foot M1 and the shin M2 is It will not get smaller.
The bridge portion 60 can have various shapes such as a bead plate shape, a curved plate shape, a polygonal plate shape other than a rectangle, and a set of a plurality of rods connecting the side wall portions 70 and 70.

The side wall portions 70, 70 extend toward the vehicle body panel 10 from the bridge portion 60 at a position sandwiching the first shock absorber 40. The side wall portions 70, 70 of the present embodiment are formed in a rectangular flat plate shape, and extend in parallel in the vehicle outward direction D5 from the left edge portion 60c and the right edge portion 60d of the bridge portion toward the toe board 14, and the front end portion 70a. 70a are in contact with the inclined surface 14a of the toe board. The side wall portions 70 are disposed in contact with the left side surface 40c and the right side surface 40d of the first shock absorber 40 and are substantially parallel to each other. The bridge portion 60 and the side wall portions 70, 70 are shaped such that one rectangular flat plate is bent into a U shape and the side wall portions 70, 70 are formed on both sides of the bridge portion 60. Therefore, both edge portions 70b, 70c in the width direction of the side wall portions 70, 70 and both edges in the width direction of the bridge portion 60 (the front edge portion 60a and the rear edge portion 60b) are not bridged. A portion surrounded by the edge portions 70b, 60a, and 70b and a portion surrounded by the rear edge portions 70c, 60b, and 70c are opened.
The side wall portion 70 can have various shapes such as a bead plate shape, a curved plate shape, a polygonal plate shape other than a rectangle, and a set of a plurality of bars.

  The convex portion 80 is convex from the bridge portion 60 toward the first shock absorber 40 between the pair of side wall portions 70, 70. Here, the convex shape of the convex portion 80 includes a protruding shape, a bulging shape, an extended shape, and the like. One or more convex portions 80 are provided in the front-rear direction D1 of the automobile 1 with respect to the bridge portion 60. When an impact is input from the vehicle body panel 10 to the first shock absorber 40, at least a part of the convex portion 80 is inserted (inserted) into the first shock absorber 40. As shown in FIGS. 6 and 7, the shock absorbing structure 30 is configured such that when a shock is input from the vehicle body panel 10 to the first shock absorber 40, the convex portion on the front side of the convex portion 80 on the rear side. 80 is formed so as to be inserted deeper into the first shock absorber 40.

The convex portion 80 of this embodiment includes a front convex portion 81, an intermediate convex portion 82, and a rear convex portion 83 that are provided separately from the front and rear with respect to the bridge portion 60. Here, even if the bridge portion 60 rises diagonally forward, the convex portions 81, 82, 83 are included in the longitudinal direction of the automobile with respect to the bridge portion 60. Further, when a plurality of convex portions are provided across the longitudinal direction of the automobile, the convex portion provided on the front side from a predetermined position in the front-rear direction (for example, an intermediate position of the bridge portion in the front-rear direction) From the predetermined position (for example, the intermediate position of the bridging portion in the front-rear direction), the convex portion provided on the rear side can be the rear convex portion, and the remaining convex portions can be the intermediate convex portion. For example, when there are a plurality of front protrusions and there are a plurality of rear protrusions, the arithmetic average of the insertion depths of the front protrusions is greater than the arithmetic average of the insertion depths of the respective rear protrusions. It can be said that the front convex part is inserted deeper into the first shock absorber than the rear convex part.
In the example of the shock absorbing structure 30 shown in FIG. 3, three convex portions 81, 82, 83 are provided in the front-rear direction of the automobile, and three convex portions are provided on the bridge portion 60 in parallel with each other in the vehicle width direction. It has been shown that Of course, the number of convex portions may be 4 or more in the front-rear direction and the vehicle width direction, or may be 1 or 2.

Each convex part 81,82,83 is arrange | positioned in contact with the surface 40a at the side of vehicle interior SP1 in the 1st shock absorber 40. As shown in FIG. The contact areas S1, S2, S3 between the convex portions 81, 82, 83 and the first shock absorber 40 are roughly the areas of the tip surfaces 81a, 82a, 83a of the convex portions 81, 82, 83. When each of the convex portions 81, 82, 83 has a truncated cone shape or a cylindrical shape, assuming that the diameters of the front end surfaces 81a, 82a, 83a are d1, d2, d3 as shown in FIG. a ^{π × d1 2/4, S2} = π × d2 2/4, S3 = π × d3 2/4. In this embodiment, 0 <S1 <S2 <S3. That is, the front convex portion 81 is shaped to be inserted deeper into the first shock absorber 40 than the rear convex portion 83 when an impact is input from the vehicle body panel 10 to the first shock absorber 40. .
The contact area S2 of the intermediate convex portion may be S2 = S1, or S2 = S3.

The shape of the convex portions 81, 82, 83 can be a frustum shape, a cone shape, a column shape, or the like. The frustum shape includes an elliptic frustum shape and a truncated pyramid shape. The elliptic frustum shape includes a truncated cone shape. The cone shape includes an elliptic cone shape and a pyramid shape. The elliptical cone shape includes a cone shape. The columnar shape includes an elliptical columnar shape and a rectangular columnar shape. The elliptical columnar shape includes a cylindrical shape. In this embodiment, the convex portions 81 and 82 have a truncated cone shape tapered from the base portions 81b and 82b having the diameter d4 toward the front end surfaces 81a and 82a, and the rear convex portion 83 has the diameter d4 and the front end of the base portion 83b. The cylindrical shape is the same as the diameter d3 of the surface 83a.
Moreover, it is good also as the inside of a convex part being hollow, such as forming the dent which penetrates into the inside of a convex part from the surface by the side of the compartment in a bridge part.

The material forming the second shock absorber 50 is preferably a material in which at least a part of the protrusion 80 is inserted into the first shock absorber 40 when an impact is input to the first shock absorber 40, and is not based on compression. A resin molding material that absorbs an impact by deformation is more preferable, but a metal such as aluminum can also be used. When the first shock absorber 40 is a foamed molded body of a resin material, a non-foamed resin usually obtained when the second shock absorber 50 is molded without foaming with a resin molding material to which a foaming agent is not added. The molded body is harder than the first shock absorber 40. Accordingly, the convex portion 80 can be inserted into the first shock absorber 40. Further, when the first shock absorber 40 is a foam molded body of a resin material, when the second shock absorber 50 is molded with a resin molding material, the two shock absorbers 40 and 50 are bonded by a resin adhesive or the like. Easy. Synthetic resins are preferable for the resins (including elastomers) constituting the resin molding material, and thermoplastic resins are particularly preferable from the viewpoint of imparting appropriate shock absorption to the shock absorber, but thermosetting resins should be used. Is also possible. As the thermoplastic resin, an olefin resin such as polypropylene or polyethylene, a resin obtained by adding an elastomer to an olefin resin, polystyrene, a combination thereof, or the like can be used. Additives such as fillers may be added to the resin molding material. The compounding ratio of the additive is, for example, a weight ratio equal to or less than the weight ratio of the resin from the viewpoint of sufficiently exhibiting the properties of the resin. Injection molding, press molding, or the like can be used for molding the resin molding material.
The density of the second shock absorber 40 can be set to, for example, 0.9 to 1.2 g / cm ³ .

As shown in FIG. 5A, the length h1 of the side wall portion 70 of the present embodiment is obtained by adding the thickness t1 of the first shock absorber 40, the height h2 of the convex portion 80, and the thickness t2 of the bridge portion 60. It is said that the length. Thus, the impact can be immediately absorbed by the side wall portions 70 and 70 together with the first impact absorber 40 when an impact is input from the front of the vehicle. Of course, as in the second shock absorber 52 shown in FIG. 5B, the length h1 of the side wall portion 70 may be h2 + t2 <h1 <t1 + h2 + t2, and the front end portion 70a of the side wall portion may be floated from the vehicle body panel. In this case, the impact can be absorbed by the side wall portions 70 after starting the compressive deformation of the first impact absorber 40 at the time of impact input.
The thickness of the bridge part 60 and the side wall parts 70 and 70 can be 1-3 mm, for example.
The height h2 of the convex part 80 can be 10-50 mm, for example. The diameter d4 of the base portions 81b, 82b, 83b of the convex portions can be set to, for example, 5 to 30 mm. The diameter d1 of the front end surface 81a of the front convex portion can be set to 1 to 15 mm, for example.

(2) Manufacturing method, action and effect of shock absorbing structure:
In order to manufacture the shock absorbing structure 30, for example, the following may be performed.
Each of the shock absorbers 40 and 50 can be formed using various known techniques.
In order to form the first shock absorber 40, first, a foaming agent is added to a particulate thermoplastic resin such as polypropylene and pre-foamed into beads to form a large number of bead-shaped resin particles (foamable resin particles). . 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 the diameter of the bead-shaped resin particles and matching the shape of the first shock absorber, and the mold is clamped. Furthermore, water vapor whose temperature has been raised by a predetermined heater to a temperature at which the thermoplastic resin constituting the bead-shaped resin particles is heated and melted is introduced into the mold, and the bead-shaped resin particles are further foamed while being further expanded. The particles are bound together while melting. When the mold is opened after cooling the inside of the mold, a molded first impact absorber is obtained.

In order to form the second shock absorber 50, a granular raw material of a thermoplastic resin molding material such as polypropylene is supplied to an injection molding machine with a heater, and the raw material is heated and melted by a heater. What is necessary is just to inject | mold and mold the resin-molding material of a molten state in the metal mold | die made into the shape of the two impact absorbers. By cooling the mold and solidifying the resin, the second shock absorber can be formed.
Further, like the second shock absorber 51 shown in FIG. 4A, bent portions 62 and 62 by thinning or the like may be provided at the boundary portion between the bridge portion 60 and the side wall portions 70 and 70. In the second shock absorber 51 shown in FIG. 4A, the portions 70, 60, 70 are formed in a single rectangular flat plate shape, and a plurality of convex portions 81, 82, 83 are removed from one surface of the bridge portion 60. Protrudes in the direction. In this case, the second shock absorber 50 in which the side wall portions 70 and 70 are not bent can be formed using the above-described known technique. Next, as shown in FIG. 4B, when the side wall portions 70, 70 are bent in the protruding direction of the convex portion 80 with the bent portions 62, 62 as a boundary, the second shock absorber 51 is formed.
Note that it is considered that when the bent portions 62 and 62 are formed at the edge portions 60c and 60d of the bridge portion, the side walls 70 and 70 are easily deformed outwardly when an impact is input from the front of the vehicle. It is done.

When both the shock absorbers 40 and 50 are formed, the shock absorbing structure 30 is formed by inserting the first shock absorber 40 between the side wall portions 70 and 70 as shown in FIG. Here, the contact portion between the first shock absorber 40 and the side wall portions 70, 70 is bonded with an adhesive or a double-sided tape, or the first shock absorber 40 and the tip end surfaces 81a, 82a, 83a of the convex portions are bonded. You may adhere | attach with an adhesive agent or a double-sided tape.
As described above, the shock absorbing structure 30 can be easily formed by simply inserting the first shock absorber 40 between the pair of side wall portions 70, 70.

Hereinafter, functions and effects of the shock absorbing structure 30 will be described.
When an impact from the front of the automobile occurs, as shown in FIG. 6A, an impact force F1 in the rear direction D3 is applied to the toe board 14 from the front. Here, the direction D2 is the front direction of the automobile 1, and the direction D3 is the rear direction of the automobile 1. Then, as shown in FIG. 6B, the toe board 14 changes to a shape that rises in the vertical direction, whereby the first shock absorber 40 rises in the vertical direction so as to rotate around the rear surface 40f side. Here, α2 (02 <α1 <90 °) is an angle at which the toeboard 14 rises diagonally forward from the horizontal plane before the impact input, and α2> is an angle at which the toeboard 14 rises diagonally forward from the horizontal plane after the impact input. α1. When a conventional shock absorber is placed on the toe board 14, the angle between the occupant's foot and shin may become very small after the impact is input, and the limb injury value (Tibia Index) of the occupant M may increase. There is.

When the shock absorbing structure 30 is installed on the toe board 14, when the shock is input from the front of the vehicle, the front side of the second shock absorber 50 is the side wall portion 70 as shown in FIGS. 7 (a) and 7 (b). , 70 absorbs the impact. Further, at least a part of the convex portion 80 is inserted into the first shock absorber 40, and the shock is also absorbed by the compressive deformation of the first shock absorber 40 due to the insertion of the convex portion 80. At this time, since the front end surface 81 a of the front convex portion is smaller than the front end surface 83 a of the rear convex portion, the front convex portion 81 sinks deeper into the first shock absorber 40 than the rear convex portion 83. insert. Here, the angle between the occupant's foot M1 and the shin M2 before impact input is θ1 (0 ° <θ1 <180 °), and the angle between the occupant's foot M1 and the shin M2 after impact input is θ2 (0 ° <θ2). <180 °). As shown in FIG. 6B, the front side of the bridge portion 60 is closer to the first shock absorber 40 than the rear side of the bridge portion 60, so that the angle θ2 is extremely smaller than the angle θ1. Is deterred. Accordingly, the shock absorbing structure 30 sufficiently prevents the angle between the foot M1 and the shin M2 of the occupant M from becoming very small when an impact from the front of the vehicle occurs, and further reduces the lower limb injury value of the occupant M. be able to.
6B and 7B, even if the shock is not completely absorbed, the first shock absorber 40 sandwiched between the toe board 14 and the bridge portion 60 receives the shock due to compression deformation. The side wall portions 70, 70 absorb the impact by further deformation, and the convex portion 80 (particularly the front convex portion 81) absorbs the impact by deformation.

As described above, the shock absorbing structure 30 can prevent the angle between the foot M1 of the occupant M and the shin M2 from being reduced when an impact is input from the front of the vehicle, and protects the ankle of the occupant M. be able to. Moreover, the shock absorbing structure 30 can be easily manufactured.
In addition, since the footrest for automobiles described in Japanese Patent No. 3808163 is higher on the front side than on the rear side, the angle between the foot and the shin is reduced when the foot is placed from the normal running time. . In the present shock absorbing structure 30, the bridge portion 60 is disposed substantially parallel to the inclined surface 14 a of the toe board, so that the angle between the foot and the shin does not decrease during normal running.

(3) Modification:
Various modifications can be considered for the present invention.
The impact absorbing structure to which the present invention can be applied may be a footrest or the like for directly placing a foot, in addition to the tibia pad disposed under the rug. That is, the present invention can be applied to an impact absorbing structure that is not installed between the vehicle body panel and the rug. Further, the present invention can also be applied to an impact absorbing structure that is installed on the side of a rug laid on a vehicle body panel. This shock absorbing structure is also installed on the vehicle compartment side of the vehicle body panel, and when a shock is input from the vehicle body panel to the first shock absorber, the vehicle body panel passes through the rug to the first shock absorber. Includes input of impact.
The rug laid on the vehicle compartment side of the vehicle body panel may be a mat or the like. Of course, the present invention can be applied even when a rug is not laid on the vehicle body panel.
The shock absorbing structure may be installed from the toe board to the front part of the floor panel, or may be installed from the toe board to the lower part of the dashboard.

Even if there is a gap between the side walls 70, 70 and the first shock absorber 40, when the shock is input from the front of the vehicle, the front convex portion 80 is more likely to absorb the first shock than the rear convex portion 80. Since it is inserted deeply into the body 40, an effect of protecting the occupant's ankle can be obtained. Further, even if there is a gap between the convex portion 80 and the first shock absorber 40, the front convex portion 80 is more likely to absorb the first shock than the rear convex portion 80 when an impact is input from the front of the vehicle. Since it is inserted deeply into the body 40, an effect of protecting the occupant's ankle can be obtained.
The convex part projected from the bridge part may be connected over the longitudinal direction of the automobile. In this case, the convex portion at the front side from the predetermined position in the front-rear direction is higher than the convex portion at the front side from the predetermined position in the front-rear direction (for example, an intermediate position of the bridge portion in the front-rear direction). An impact absorbing structure that is inserted deep into one impact absorber is also included in the present invention.
When providing a plurality of convex portions with respect to the bridge portion, even if the shape of each convex portion is the same, the density of the convex portions provided on the front bridge portion is higher than the density of the convex portions provided on the rear bridge portion. If it is made smaller, the front convex part is inserted deeper into the first shock absorber 40 than the rear convex part. Therefore, also in this case, the effect of protecting the occupant's ankle can be obtained.

  As in the shock absorbing structure 31 shown in FIGS. 8 and 9, the positions where the side wall portions 70, 70 of the second shock absorber 53 sandwich the first shock absorber 40 from the front and rear edge portions 60 a, 60 b of the bridge portion 60. May extend toward the vehicle body panel 10. The side wall portions 70 of the present modification are disposed in contact with the front surface 40e and the right side surface 40d of the first shock absorber 40, and are substantially parallel to each other. When an impact force F1 is applied to the toe board 14 from the front as shown in FIG. 9A, the front side wall 70 is deformed so as to swell forward as shown in FIG. 9B and absorbs the impact. Further, the front convex portion 81 is inserted deeper into the first shock absorber 40 than the rear convex portion 83. Thereby, since the front side of the bridge portion 60 is closer to the first shock absorber 40 than the rear side of the bridge portion 60, a decrease in the angle formed by the occupant's foot M1 and the shin M2 is suppressed, and the occupant's ankle Is protected. Therefore, according to this modification as well, it is possible to provide an impact-absorbing structure that protects the occupant's ankle when an impact is input from the front of the vehicle and that is easy to manufacture.

  FIG. 10A shows the shock absorbing structure 32 according to the modification as seen from the left side. On the side wall portions 70, 70 of the second shock absorber 54 of this modification, weak portions 71, 71 are formed with the longitudinal direction oriented in the vehicle width direction. The weak portions 71, 71 shown in the figure are thinned by forming grooves that are slightly spaced from the vehicle interior side surface 40a of the first shock absorber 40 toward the bridge portion 60 side on the opposing surfaces of the side wall portions 70, 70. It is assumed that it was a part. Accordingly, when an impact is input from the front of the vehicle, the front side wall 70 is easily bent at an initial stage, and the front convex portion 80 is liable to enter the first shock absorber 40. Therefore, it is considered that the decrease in the angle between the occupant's foot and the shin is further suppressed, and the protection function of the occupant's ankle is improved.

  FIG. 10B shows the shock absorbing structure 33 according to the modification as seen from the left side. Steps (steps 81c, 82c, 83c) are formed in the middle of the protruding direction (vehicle exterior direction D5) with respect to the convex portions 81, 82, 83 of the second shock absorber 55 of this modification. In FIG.10 (b), the diameter of the front end surface side is made smaller than the diameter of the base part side in step part 81c, 82c, 83c. Accordingly, when the convex portions 81, 82, 83 that enter the first shock absorber 40 are inserted up to the step portions 81c, 82c, 83c when an impact is input from the front of the vehicle, a reaction force against the impact force is increased. Therefore, the speed of the convex portion 80 that enters the first shock absorber 40 can be controlled according to the position and size of the step portion.

FIG. 11A shows the shock absorbing structure 34 according to the modification as seen from the left side. The first shock absorber 41 of the present modification includes a front shock absorber 42 and a rear shock absorber 43 provided on the front and rear sides. In this modification, a relatively soft front shock absorber 42 is provided in contact with the front side of the relatively hard rear shock absorber 43. Here, the compressive stress of the front impact absorbing portion 42 is made smaller than the compressive stress of the rear impact absorbing portion 43. When the impact absorbing portions 42 and 43 are smaller than 100 mm × 100 mm × 50 mm, a measured value for a 100 mm × 100 mm × 50 mm test body made of the same material as the impact absorbing portions 42 and 43 can be used as the compressive stress. In order to form the first shock absorber 41, the density of the front shock absorber 42 is made smaller than the density of the rear shock absorber 43, or the expansion ratio of the front shock absorber 42 is set to the rear shock absorber 43. Or larger than the expansion ratio.
For example, when a large number of bead-shaped resin particles are filled in a mold matched to the shape of the first shock absorber and heated and foamed to form, the rear impact absorbing portion 43 is made of expanded resin particles having a low expansion ratio. If the front impact absorbing portion 42 is filled and filled with resin particles having a high expansion ratio, the rear impact absorbing portion 43 can be formed with higher density and higher rigidity than the front impact absorbing portion 42. In addition, the rear impact absorbing portion 43 is formed in advance using a material that is higher in rigidity than the front impact absorbing portion 42 (for example, a synthetic resin having a relatively low expansion ratio), and the rear impact absorbing portion 43 is provided in the mold. The resin particles may be filled and molded.

  As described above, when an impact is input from the front of the vehicle, the front convex portion 81 is easier to insert into the first shock absorber 40 than the rear convex portion 83. Therefore, the shock absorbing structure 34 can improve the protection function of the occupant's ankle.

In the first shock absorber 41 described above, when a shock is input from the vehicle body panel to the first shock absorber 41, the front convex portion is deeper into the first shock absorber than the rear convex portion. It can be said that it is formed to be inserted.
Therefore, as shown in FIG. 11B, the shock absorbing structure 35 may be composed of the first shock absorber 41 and the second shock absorber 56. In this modification, the plurality of convex portions 84 provided in the longitudinal direction of the automobile with respect to the bridge portion 60 have the same shape. Since the front shock absorber 42 is softer than the rear shock absorber 43, the front convex portion 84 is more forward than the rear convex portion 84 when the shock is input from the front of the vehicle. Insert deeply into 41. Therefore, according to this modification as well, it is possible to provide an impact absorbing structure that is easy to manufacture and that is an impact absorbing structure that protects the occupant's ankle at the time of impact input.
Even if an intermediate shock absorber is provided between the front shock absorber 42 and the rear shock absorber 43, the compressive stress of the intermediate shock absorber is equal to or greater than the compressive stress of the front shock absorber 42 and the rear shock absorber. If it is below the compressive stress of the part 43, the same effect | action and effect will be acquired.

  FIG. 12 shows the shock absorbing structure 36 of a modified example in an exploded manner upside down. The second shock absorber 57 of the present modification has a pair of front side wall portions 72 extending toward the vehicle body panel at a position sandwiching the front side of the first shock absorber 40 from the left and right edge portions 60c, 60d of the bridge portion 60. , 72 and a pair of rear side wall portions 73, 73 extending toward the vehicle body panel at positions sandwiching the rear side of the first shock absorber 40 from the left and right edge portions 60c, 60d of the bridge portion 60. ing. Here, the rear side wall parts 73 and 73 are made to be highly rigid by being thicker than the front side wall parts 72 and 72. Accordingly, when an impact is input from the front of the vehicle, the front side wall portions 72 and 72 are more easily deformed than the rear side wall portions 73 and 73, and the front side convex portion 81 is more first than the rear side convex portion 83. It becomes easy to insert into the shock absorber 40. Therefore, the shock absorbing structure 33 can improve the protection function of the occupant's ankle.

In the second shock absorber 57 described above, when a shock is input from the vehicle body panel to the first shock absorber 40, the front convex portion is deeper into the first shock absorber than the rear convex portion. It can be said that it is formed to be inserted. Therefore, even if the plurality of convex portions provided in the longitudinal direction of the automobile are the same shape with respect to the bridge portion 60, it is possible to provide an impact absorbing structure that protects the occupant's ankle at the time of impact input.
Even if an intermediate side wall is provided between the front side wall and the rear side wall, the rigidity of the intermediate side wall is between the front side wall and the rear side wall, or the intermediate side wall and the front side wall. If the rigidity of the part is the same, or if the rigidity of the intermediate side wall part and the rear side wall part are the same, similar actions and effects can be obtained.

  13A is a perspective view showing the bottom surface side of the first shock absorber 44 according to the modification, FIG. 13B is a bottom view of the first shock absorber 44, and FIG. 14 shows the first shock absorber 44. FIG. 3 is a vertical sectional view showing a change in the used shock absorbing structure 37 in a sectional view at a position corresponding to A1-A1 in FIG. 2. The first shock absorber 44 of this modification includes a main body portion 45 and a plurality of extending portions 46. These extending portions 46 are provided on the surface 45b of the main body 45 on the vehicle body panel side, are arranged so as to spread radially from the rear to the front, and extend toward the vehicle body panel. The length of each extending portion 46 in the extending direction is set so as not to change before and after. The thickness of each extending portion 46 in the extending direction is set so as not to change before and after. Thereby, the space | interval of the extension parts of the front side is wider than the space | interval of the extension parts of the rear side, and the front part 46a of the extension part 46 is more than the rear part 46b of the extension part 46 as a whole. It is easily compressed and deformed. That is, the first impact absorber 44 is set so that the reaction force on the toe side is weaker than the reaction force on the heel side, and is set to be more easily distorted on the toe side than on the heel side.

  When an impact force F1 is applied to the toe board 14 from the front as shown in FIG. 14 (a), the extended portion front portion 46a is more greatly compressed and deformed than the extended portion rear portion 46b as shown in FIG. 14 (b). . As a result, even with the first shock absorber 44 alone, the front side of the bridge portion 60 is closer to the first shock absorber 40 than the rear side of the bridge portion 60. The angle reduction is further suppressed, and the protection function of the occupant's ankle is improved. Of course, the front convex portion 81 is inserted deeper into the first shock absorber 44 than the rear convex portion 83. Therefore, according to this modification as well, it is possible to provide an impact absorbing structure that protects the ankle of the occupant when an impact is input from the front of the vehicle and that is easy to manufacture.

In addition, you may provide the convex part of the shape similar to the extension part 46 mentioned above in a bridge part. Then, the distance between the front extension parts becomes wider than the distance between the rear extension parts, so that when the impact is input from the vehicle body panel to the first shock absorber, the extension part extends beyond the rear part. The front part is inserted deeper into the first shock absorber. Therefore, according to this modification as well, it is possible to provide an impact absorbing structure that protects the ankle of the occupant when an impact is input from the front of the vehicle and that is easy to manufacture.
In addition, you may provide the said extended part arrange | positioned radially, and the said front side convex part and the said rear side convex part of the protruding shape in the same bridge part.

  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 view which illustrates the perpendicular section of the important part of the car which adopted the shock absorption structure. The perspective view which shows an example of an impact-absorbing structure body seeing from diagonally upward. The disassembled perspective view which decomposes | disassembles and shows the shock absorption structure shown in FIG. 2 upside down. The figure which shows an example which forms an impact-absorbing structure from the front side. The figure which shows the principal part of the shock absorption structure shown in FIG. 2 seeing from the front side. The vertical sectional view which illustrates change of the shock absorption structure at the time of impact input. Sectional drawing which illustrates the change of the impact-absorbing structure at the time of impact input. The perspective view which shows the shock-absorbing structure of a modification as seen from obliquely above. FIG. 9 is a vertical sectional view illustrating a change in the shock absorbing structure shown in FIG. 8. The side view which shows the impact-absorbing structure of a modification as seen from the side. The side view which shows the impact-absorbing structure of a modification as seen from the side. The disassembled perspective view which decomposes | disassembles and shows the shock absorption structure of a modification upside down. The figure which shows the bottom face side of the 1st shock absorber of a modification. The vertical sectional view which illustrates change of the shock absorption structure of a modification.

Explanation of symbols

1 ... car,
10 ... body panel, 12 ... floor panel, 14 ... toe board, 16 ... dashboard,
20 ... Floor carpet (rug)
30-37 ... shock absorbing structure,
40, 41, 44 ... first shock absorber, 40a ... vehicle compartment side surface, 40b ... vehicle body panel side surface,
42 ... front side shock absorbing part, 43 ... rear side shock absorbing part,
45 ... body part, 45b ... surface on the body panel side,
46 ... Extension part, 46a ... Front part, 46b ... Rear part,
50-57 ... second shock absorber,
60 ... Bridge part, 62 ... Bending part,
70 ... side wall part, 71 ... weak part, 72 ... front side wall part, 73 ... rear side wall part,
80, 84 ... convex, 81 ... front convex, 82 ... intermediate convex, 83 ... rear convex,
M ... Crew, M1 ... Foot, M2 ... Shin,
SP1: Car compartment, SP2: Space,
D1 ... front-rear direction, D2 ... forward direction, D3 ... rearward direction, D4 ... vehicle compartment direction, D5 ... vehicle exterior direction,

Claims (6)

A shock absorbing structure installed on the passenger compartment side of the vehicle body panel at the foot of an automobile occupant,
A first shock absorber formed in a shape along the vehicle body panel with a material that absorbs shock;
A bridge portion that is spaced apart from the first shock absorber in the direction of the passenger compartment, and a pair of side walls that extend from the bridge portion toward the vehicle body panel at a position sandwiching the first shock absorber. A second shock absorber formed of a material that absorbs an impact, and a convex portion that is convex from the bridge portion toward the first shock absorber between the pair of side wall portions. With body,
One or more of the convex portions are provided over the front and rear direction of the automobile with respect to the bridge portion,
When an impact is input from the vehicle body panel to the first shock absorber, at least a part of the convex portion is inserted into the first shock absorber, and the front side of the rear convex portion is A shock absorbing structure formed such that the convex portion is inserted deeply into the first shock absorber. The convex portion includes a front convex portion and a rear convex portion provided separately from each other in the front-rear direction with respect to the bridge portion,
The front convex portion has a shape that is inserted deeper into the first shock absorber than the rear convex portion when an impact is input from the vehicle body panel to the first shock absorber. The impact-absorbing structure according to claim 1, wherein The pair of side wall portions are disposed in contact with the first shock absorber,
The front convex part and the rear convex part are arranged in contact with the surface of the first shock absorber on the side of the passenger compartment,
The shock absorbing structure according to claim 2, wherein a contact area between the front convex portion and the first shock absorber is smaller than a contact area between the rear convex portion and the first shock absorber. The first shock absorber is formed of a foam material that absorbs shock by compressive deformation,
The shock absorbing structure according to any one of claims 1 to 3, wherein the second shock absorber is formed of a resin molding material. The first shock absorber includes a front shock absorber and a rear shock absorber provided at the front and rear,
The impact absorbing structure according to any one of claims 1 to 4, wherein the front impact absorbing portion has a compressive stress smaller than that of the rear impact absorbing portion.
However, the compressive stress is measured by compressing the entire surface of a 100 mm × 100 mm × 50 mm specimen at 10 mm / min on a 100 mm × 100 mm surface.   A plurality of extending portions extending toward the vehicle body panel are formed on the surface of the first shock absorber on the vehicle body panel side so as to radially spread from the rear to the front. The impact-absorbing structure according to any one of claims 1 to 5, characterized in that:

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