JP2011131707A - Shock absorbing structure for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a shock absorbing structure for a vehicle easily fixable by following a shape of an installation place when installed between a vehicle body panel and an interior trim member. <P>SOLUTION: A non-woven fabric sheet 40 deformable to be installed in the installation place L1 between the vehicle body panel 10 and the interior trim member 20 and a plurality of shock absorbing members 50 formed of materials for absorbing shocks are arranged in the shock absorbing structure 30 for the vehicle arranged between the vehicle body panel 10 and the interior trim member 20 at the cabin SP1 side more than the vehicle body panel 10. The plurality of shock absorbing members 50 are arranged and fixed at an interval to at least one surface of the non-woven fabric sheet 40. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention relates to an impact absorbing structure for a vehicle installed between a vehicle body panel and an interior member.

  On the vehicle compartment side of the vehicle body panel, an interior member covers the vehicle body panel to decorate the vehicle compartment. The interior members include interior parts such as a ceiling interior material, a pillar garnish interior material, and a door trim interior material. Of these interior members, a member capable of absorbing an impact is attached to the back surface (surface outside the vehicle) at a portion where the passenger is highly likely to come into contact in the event of a collision accident.

As one of the techniques described above, Patent Document 1 discloses that a plurality of cylindrical bodies made of a synthetic resin foam having different diameters at the upper and lower portions are arranged in the same direction at regular intervals, and a joined buffer body is provided. An impact absorbing device is described in which a shock absorber is arranged with the axial direction of the hollow portion directed inward and outward of the vehicle body.
In Patent Document 2, a cluster in which a plurality of hollow bodies, which are cylindrical shock absorbers, are connected to each other is formed, and a flexible half bridge that extends from the cluster is a half that extends from another cluster. An impact absorbing structure is described that can be coupled and separated from each other by fitting into a bridge. A small protrusion and a small opening are formed in the half bridge, and when the protrusion and the opening are fitted together, the clusters are connected.
Patent Document 3 discloses a vehicle shock absorber in which a plurality of cup-shaped shock absorbing members molded using a resin molding material are arranged and fixed on a flexible plate member molded using a resin molding material. A structure is described.

JP-A-9-150692 European Patent 1544051 Specification JP 2008-87669 A

  The installation location between the vehicle body panel and the interior member may be uneven. Therefore, it is preferable that the shock absorbing structure for a vehicle can be easily fixed to follow the shape of the installation location when it is fixed to the installation location.

  In view of the above, an object of the present invention is to provide an impact absorbing structure for a vehicle that can be easily fixed to follow the shape of an installation location when being mounted between a vehicle body panel and an interior member.

In order to achieve the above object, the present invention provides a vehicle impact absorbing structure installed between a vehicle body panel and an interior member closer to the passenger compartment than the vehicle body panel, the vehicle body panel, the interior member, A deformable non-woven sheet for attachment to an installation location between and a plurality of shock absorbing members formed using a material that absorbs shock, wherein the plurality of shock absorbing members are at least one of the non-woven sheets It is characterized by being arranged and fixed at an interval with respect to the surface.
The said nonwoven fabric sheet can deform | transform according to the shape of an installation location. Therefore, it becomes easy to fix the shock absorbing structure for a vehicle following the shape of the installation location.

Here, as defined in JIS L0222: 2001 (nonwoven fabric term), the nonwoven fabric is a fiber sheet, web or bat, in which fibers are unidirectionally or randomly oriented, entangled and / or fused, And / or fibers are bonded together by bonding, and paper, woven fabric, knitted fabric, tufts and crimped felt are removed.
The non-woven fabric sheet may have a generally flat shape, a generally bent shape, or a shape with unevenness as long as it can be deformed. The impact absorbing member may be fixed to only one surface of the nonwoven fabric sheet, or may be fixed to both the front and back surfaces of the nonwoven fabric sheet, and both cases are included in the present invention.

According to the invention which concerns on Claim 1, when attaching between a vehicle body panel and an interior member, the impact-absorbing structure for vehicles which is easy to follow and fix the shape of an installation location can be provided.
In the invention which concerns on Claim 2, it becomes difficult to peel an impact-absorbing member from a nonwoven fabric sheet by an anchor effect.
In the invention according to claim 3, the impact absorbing structure can be stacked by inserting the projecting portion of the impact absorbing member of another impact absorbing structure into the recessed portion of the impact absorbing member, so that the transport efficiency can be improved. .
In the invention which concerns on Claim 4, since the to-be-fixed part of an impact-absorbing member will be pinched | interposed by a nonwoven fabric sheet and an installation location when a nonwoven fabric sheet is fixed to an installation location, an impact is applied from the direction different from the convex direction of an impact-absorption member. However, it is difficult for the shock absorbing member to fall down, and the stability of the shock absorbing performance can be improved.

It is principal part sectional drawing which illustrates the principal part of motor vehicle AU1 in the vertical cross section parallel to the front-back direction D1. 4 is a cross-sectional view of a main part illustrating a state in which the shock absorbing structure 30 is disposed between the vehicle body panel 10 and the interior member 20. FIG. 4 is a cross-sectional view of a main part illustrating a state in which the shock absorbing structure 30 is disposed between the vehicle body panel 10 and the interior member 20. FIG. 3 is a perspective view illustrating an appearance of a shock absorbing structure 30. FIG. FIG. 5 is a vertical sectional view of an essential part showing the shock absorbing structure 30 shown in FIG. FIG. 5 is a vertical sectional view of an essential part showing the shock absorbing structure 30 shown in FIG. 4 in a cross-sectional view at a position A2-A2 in FIG. 4 is a perspective view illustrating a shock absorbing member 50. FIG. It is a disassembled perspective view which decomposes | disassembles and shows the impact-absorbing structure 30 shown in FIG. It is a principal part vertical sectional view which shows the impact-absorbing structure 30 of a modification in cross-sectional view. 4 is a perspective view illustrating a main part of a state in which the number of impact absorbing members 50 fixed to the nonwoven fabric sheet 40 is changed. FIG. 3 is a vertical sectional view of a main part illustrating a shock absorbing structure 30 that is stacked. FIG. It is a perspective view which shows the external appearance of the impact-absorbing structure 30 which concerns on a modification. It is a disassembled perspective view which decomposes | disassembles and shows the impact-absorbing structure 30 shown in FIG. It is a figure which illustrates typically an impact test method.

(1) Configuration of shock absorbing structure:
FIG. 1 shows a main part of a road traveling automobile AU1 employing a vehicle impact absorbing structure 30 according to an embodiment of the present invention in a vertical cross section parallel to the front-rear direction D1. In the passenger automobile AU1 shown in FIG. 1, the vehicle body panel 10 surrounds the passenger compartment SP1 to form a vehicle body. Various interior members 20 are installed on the vehicle compartment side of the vehicle body panel 10. The shock absorbing structure 30 of this embodiment is installed between the vehicle body panel 10 and the interior member 20.

  The vehicle body panel 10 is made of, for example, metal, and includes a roof panel 11 that forms a ceiling portion of the vehicle body, a pillar that supports the roof panel, a door panel that forms a door, a floor panel that forms a floor portion of the vehicle body, and the like. The interior member 20 includes a roof liner interior material 21 provided on the vehicle compartment side of the roof panel 11, a pillar garnish interior material 22 provided on the pillar compartment side, a door trim interior material 23 provided on the vehicle compartment side of the door panel, and the like. Is done. The shock absorbing structure 30 is disposed in a gap SP2 formed between the interior member 20 and the vehicle body panel 10. The distance L1 between the vehicle body panel and the interior member is, for example, about 15 to 40 mm, and the thickness of the shock absorbing structure (height h1 of the shock absorbing member 50) is L1 or less.

  The interior member 20 is usually formed by integral molding with a skin material laminated on the surface of the interior base material on the passenger compartment side. For the interior base material, a resin molding material such as a thermoplastic resin is molded by press molding or the like, a resin molding material is foamed and molded, a foamed resin is impregnated with or coated with a binder, For example, those formed by assembling fibers such as thermoplastic resin fibers may be used. Non-woven fabric, woven fabric, knitted fabric, etc. are used for the skin material.

  As shown in FIGS. 2 to 8, the shock absorbing structure 30 uses a deformable nonwoven fabric sheet 40 to be attached to an installation location LO <b> 1 between the vehicle body panel 10 and the interior member 20, and a material that absorbs the shock. And a plurality of shock absorbing members 50 formed. The plurality of impact absorbing members 50 are arranged and fixed at intervals with respect to at least one surface (convex portion side surface 40 a) of the nonwoven fabric sheet 40. The impact absorbing member 50 of this embodiment is formed in a substantially truncated cone shape (cup shape), and the nonwoven fabric sheet 40 side is a concave portion 51, and the opposite side of the nonwoven fabric sheet 40 is a convex portion 52.

2 and 3 are vertical cross-sectional views of the main part schematically showing the shock absorbing structure 30 installed between the roof panel 11 of the automobile and the roof liner interior material 21 together with the occupant 99. FIG. In the impact absorbing structure 30 shown in FIG. 2, the convex portion 52 of the impact absorbing member is directed to the roof panel 11, and the nonwoven fabric sheet 40 is attached and fixed to the back surface 20a (installation location LO1) of the roof liner interior material 21. . For example, in the nonwoven fabric sheet 40, an adhesive is applied to the concave side surface 40b opposite to the convex portion 52 of the shock absorbing member, and the concave side surface 40b is affixed to the roof liner inner material 21, whereby the shock absorbing structure 30 becomes the roof liner. It is fixed to the interior material 21.
Since the shock absorbing structure 30 only needs to be installed between the vehicle body panel 10 and the interior member 20, the nonwoven fabric sheet 40 is attached and fixed to the vehicle interior side surface 10 a of the roof panel 11 as shown in FIG. 3. May be.

  As the fibers forming the nonwoven fabric sheet 40, synthetic resin fibers such as thermoplastic resin materials can be used, and various commonly used materials such as polyamide, polyester, and polyolefin can be used.

  For the production of the nonwoven fabric sheet 40, various methods that are usually used from the formation of a sheet-like fleece to the bonding of fibers can be used. Here, the fleece means a thin sheet-like fiber group. It is preferable that the fibers constituting the nonwoven fabric sheet are long because the impact absorbing member is hardly peeled off from the nonwoven fabric sheet by the anchor effect when the impact absorbing member is bonded or welded to the nonwoven fabric sheet. Therefore, for forming the fleece, it is preferable to use a spunbond method or the like in which a thermoplastic resin material is melted and extruded into a long fiber shape and formed into a sheet shape.

  Moreover, when the nonwoven fabric sheet 40 is a sheet obtained by performing a raising process on the fleece, the impact absorbing member is hardly separated from the nonwoven fabric sheet by the anchor effect when the impact absorbing member is bonded or welded to the nonwoven fabric sheet. Therefore, it is preferable. Therefore, it is preferable to use a needle punching method or the like (raising processing) in which fibers are mechanically bonded by piercing a needle that has a barb to bond the fleece fibers. When a raised type non-woven fabric sheet is used that has a fluffed surface by the needle punch method without thermocompression embossing, the peel strength at the fixed location of the impact absorbing member 50 is increased by the anchor effect, and the impact absorbing member at the time of installation or at the time of impact input The impact absorption performance is improved by preventing the breakage and dropout.

The deformable nonwoven fabric sheet 40 can follow the shape of the installation location LO1 between the vehicle body panel and the interior member. Accordingly, even when the interior member or the vehicle body panel has a bent shape, the flexible base material can follow these shapes when attaching the shock absorbing structure 30 to the interior member or the vehicle body panel. The work of installing the shock absorbing structure is facilitated.
The shape of the nonwoven fabric sheet 40 may be a shape in which both surfaces 40a and 40b are generally flat surfaces, or a shape in which both surfaces are generally curved surfaces. Moreover, the front and back both surfaces of a sheet-like base material may be a flat surface and a curved surface without an unevenness | corrugation, and the unevenness | corrugation may be formed in the flat surface and a curved surface.

  The thickness of the nonwoven fabric sheet 40 can be 0.16-1.2 mm, for example, More preferably, it can be 0.2-1.1 mm. When the thickness of the nonwoven fabric sheet is at least the above lower limit, the occurrence of wrinkling and tearing of the nonwoven fabric sheet can be reduced when the nonwoven fabric sheet is disposed at the installation location or bonded by hot melt or the like. On the other hand, if the thickness is less than or equal to the above upper limit, the nonwoven fabric sheet can be sufficiently followed by the shape of the installation location when the nonwoven fabric sheet is placed at the installation location such as an automobile ceiling, and the press can be held for a long time when bonded by hot melt or the like Even if it does not do, floating and peeling of the terminal part of a nonwoven fabric sheet can be decreased.

  The longitudinal tensile strength of the nonwoven fabric sheet 40 can be, for example, 100 to 700 N / 5 cm, more preferably 200 to 500 N / 5 cm. Here, the tensile strength in the longitudinal direction is the tensile strength in the warp direction of the nonwoven fabric at the standard time specified in JIS L1906: 2000 (general long fiber nonwoven fabric test method). When the longitudinal tensile strength is set to the above lower limit or more, the occurrence of wrinkling or tearing of the nonwoven sheet can be reduced when the nonwoven sheet is disposed at the installation location or bonded by hot melt or the like. On the other hand, when the tensile strength in the longitudinal direction is set to the above upper limit or less, the nonwoven fabric sheet can sufficiently follow the shape of the installation location when the nonwoven fabric sheet is arranged at the installation location such as an automobile ceiling, and long when bonded with hot melt or the like. It is possible to reduce the lifting and peeling of the end portion of the nonwoven fabric sheet without holding the press for a time.

  The longitudinal pendulum tear strength of the nonwoven fabric sheet 40 can be, for example, 3 to 150 N, and more preferably 4 to 120 N. Here, the pendulum tear strength is the tear strength of the pendulum method defined in JIS L1906: 2000. When the pendulum tear strength is set to the above lower limit or more, occurrence of wrinkling and tearing of the nonwoven fabric sheet can be reduced when the nonwoven fabric sheet is disposed at an installation location or bonded with hot melt or the like. On the other hand, when the pendulum tear strength is set to the above upper limit or less, it is possible to sufficiently follow the shape of the installation place when the nonwoven fabric sheet is arranged at the installation place such as the automobile ceiling, and for a long time when bonding with hot melt or the like. Even if the press holding is not performed, it is possible to reduce the floating and peeling of the terminal portion of the nonwoven fabric sheet.

The nonwoven fabric sheet 40 has a plurality of openings (convex insertion holes) 41 into which the convex portions 52 of the shock absorbing member 50 can be inserted in accordance with the positions of the concave portions 51 of the shock absorbing member 50 to be fixed. . The opening 41 of the present embodiment is a circular punching hole wider than the opening 51 a of the shock absorbing member 50. Therefore, the opening 41 can penetrate the convex portion 52 of the shock absorbing member.
The shape of the opening 41 can be various shapes such as an ellipse, a triangle, and a quadrangle other than a circle. Moreover, each opening 41 may be comprised by the combination of multiple types from which a magnitude | size and a shape differ besides being made into the same shape.

  The openings 41 of the present embodiment are arranged at equal intervals at positions where the intervals between the shock absorbing members 50 after being fixed are spaced apart. Of course, the openings may be arranged at various intervals such as non-equal intervals. What is necessary is just to set the outer diameter (radius r1; refer FIG. 5) of the opening 41 according to the magnitude | size etc. of the opening part 51a of the impact-absorbing member 50, for example, it can be about 3.0-10.0 mm.

  As shown in FIG. 11, the impact absorbing member 50 of the present embodiment is formed in a shape in which a part of the convex portion 52 can be inserted into the concave portion 51 and can be stacked. As shown in FIGS. 4 to 6, the impact absorbing member 50 is fixed to the nonwoven fabric sheet 40 on the concave portion 51 side.

  The material forming the impact absorbing member 50 may be any material that absorbs impact, and resin molding material, rubber, metal, or the like can be used. The shock absorbing member 50 may be a foamed material, but a resin molded product molded without foaming the resin molding material is preferable from the viewpoint of appropriately absorbing the impact. The resin constituting the resin molding material is preferably a synthetic resin, and a thermoplastic resin is particularly preferable from the viewpoint of imparting appropriate shock absorption to the shock absorbing member, but a thermosetting resin can also be used. The thermoplastic resin is preferably an olefin-based resin such as polypropylene or polyethylene from the viewpoint of imparting particularly suitable shock absorption to the shock absorbing member. 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, extrusion molding, or the like can be used for molding the resin molding material.

  As shown in FIGS. 4 to 7, each shock absorbing member 50 is a substantially truncated cone-shaped member in which the size of the opening 51 a is different from the size of the upper bottom portion (surface on the narrow diameter side) 52 b opposite to the opening. The cup-shaped member is formed in a cylindrical shape having a hollow portion HO1 inside except for the upper bottom portion 52b. The shock absorbing member 50 has a cylindrical shape with a circular cross section, the inner diameter (radius r2) of the opening 51a is larger than the inner diameter (radius r3) of the upper bottom, and gradually from the opening 51a toward the upper bottom 52b. It has a side surface portion 52a extending so as to have a smaller inner diameter and connected to the upper bottom portion 52b. Since the shock absorbing member 50 includes the hollow portion HO1, the shock absorbing member 50 is crushed and absorbed when the shock is input in the direction connecting the passenger compartment SP1 and the outside of the vehicle.

  In the side surface portion 52a, a plurality of slits (linear induction portions) 53 for inducing cracks upon impact input are formed halfway from the wide-diameter side edge portion 52f toward the narrow-diameter side edge portion 52e. 4 to 7, it is shown that slits 53 are formed at two positions on the side surface portion 52a of the shock absorbing member which are opposite to each other by 180 °. When an impact is input to the impact absorbing structure 30, the plurality of impact absorbing members 50 tend to crack by the slit 53 after generating a load (reaction force) at the initial stage of displacement. If a plurality of impact absorbing members 50 are cracked at the time of impact input, the load after the initial load is generated becomes small. Thereby, when an occupant hits the interior member at a plurality of locations when an impact occurs, the impact absorbing performance can be improved.

  In the impact absorbing member 50 of the present embodiment, the edge of the recess 51 is a flange portion 54, and a plurality of fixed portions 55 protruding outward from the flange portion 54 are formed. FIG. 7 shows that four fixed portions 55 protrude from the flange portion 54 at 90 ° intervals. As shown in FIG. 8, in the impact absorbing member 50, the convex portion 52 side portion 55 a of the fixed portion 55 is fixed to the nonwoven fabric sheet 40 in a state where the convex portion 52 penetrates the hole 41 of the nonwoven fabric sheet 40. The impact absorbing member 50 is fixed to the nonwoven fabric sheet 40 by bonding the convex portion side portion 55a of the fixed portion to the concave portion side surface 40b of the nonwoven fabric sheet 40 with an adhesive or ultrasonic welding the convex portion side portion 55a of the fixed portion. It can carry out by welding to the recessed part side surface 40b of a nonwoven fabric sheet | seat.

  The height h1 of the impact absorbing member 50 may be set according to the distance L1 between the vehicle body panel and the interior member, and may be, for example, about 10.0 to 30.0 mm. When the shock absorbing member has a circular cross section, the inner diameter r2 of the opening can be about 3.0 to 10.0 mm, for example, and the inner diameter r3 of the upper bottom can be about 2.0 to 8.0 mm, for example. it can. Moreover, the thickness of the impact-absorbing member having the hollow portion HO1 can be, for example, about 0.5 to 2.0 mm.

The shape of the shock absorbing member 50 may be a truncated cone shape (cup shape) such as an elliptical truncated cone shape or a truncated pyramid shape other than the truncated cone shape, and a cylindrical shape with a triangular cross section, a cylindrical shape with a rectangular cross section, and an open bottom. Various shapes such as a cylindrical shape can be used. Each of the shock absorbing members 50 may be composed of a plurality of combinations having different sizes and shapes in addition to the same shape in order to provide the required shock absorbing performance.
Further, not only the impact absorbing member 50 is assembled to the nonwoven fabric sheet 40 in accordance with all the openings 41 of the nonwoven fabric sheet, but also the impact absorbing member 50 is not assembled to the nonwoven fabric sheet without assembling the impact absorbing member 50 at a position corresponding to some of the openings 41. The sheet 40 may be assembled. Thereby, the freedom degree of arrangement | positioning of the impact-absorbing structure 30 is raised, and it becomes possible to absorb various impacts appropriately. For example, by selectively assembling the impact absorbing member 50 with respect to the nonwoven fabric sheet 40 at a position matched with the opening 41, the interval between the impact absorbing members 50 can be freely adjusted.

  The impact absorbing structure 30 is formed by individually forming the nonwoven fabric sheet 40 and the plurality of impact absorbing members 50 and assembling them in a subsequent process such as adhesion or welding. Thereby, after producing the shaping | molding die of the nonwoven fabric sheet 40 and the impact-absorbing member 50, as a result of performing an impact-absorption test, even if it came to correct the number, arrangement, etc. of the impact-absorbing member 50 by insufficient performance, It is only necessary to change the arrangement of the impact absorbing member 50 with respect to the nonwoven fabric sheet 40, and there is no need to remake the mold. Therefore, when changing the arrangement of the impact absorbing member 50 on the nonwoven fabric sheet 40, the production time and the manufacturing cost of the mold are not required, and as a result, the manufacturing man-hours and manufacturing costs of the impact absorbing structure 30 can be reduced. become. Of course, a laborious operation such as fitting the small protrusions of the cluster with the small openings is unnecessary. Therefore, the work of installing the shock absorbing structure 30 in a limited space between the vehicle body panel 10 and the interior member 20 is reduced.

  Although the impact absorbing structure 30 of the present invention can be configured only from the nonwoven fabric sheet 40 and the plurality of impact absorbing members 50 described above, the impact absorbing member in the nonwoven fabric sheet 40 as in the impact absorbing structure 31 shown in FIG. The adhesive layer 48 may be formed on the concave side surface 40 b opposite to the convex portion 52. For example, the pressure-sensitive adhesive layer 48 may be formed by attaching a double-sided tape to the concave side surface 40b of the nonwoven fabric sheet and peeling the release paper, applying an adhesive to the concave side surface 40b, or applying a resin sheet coated with an adhesive to the concave side surface 40b. It is formed by laminating. Then, since the shock absorbing structure 30 is installed between the vehicle body panel 10 and the interior member 20 simply by attaching the adhesive layer 48 to the installation location LO1 between the vehicle body panel 10 and the interior member 20, shock absorption. The work of fixing the structure is reduced.

In order to manufacture the shock absorbing structure 30, for example, the following may be performed.
The nonwoven fabric sheet 40 and the impact absorbing member 50 can be formed using various known techniques. About the nonwoven fabric sheet 40, it can form by the spun bond method and needle punch method which were mentioned above, for example. For the impact absorbing member 50, for example, 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, It can be formed by injecting and molding a molten resin molding material into a predetermined mold, and cooling the mold to solidify the resin.

  After the nonwoven fabric sheet 40 and the impact absorbing member 50 are separately formed, the fixed portion 55 of each impact absorbing member is adhered to the periphery of the opening 41 of the nonwoven fabric sheet 40 with an adhesive or ultrasonic welding or the like is performed. The shock absorbing member 50 may be fixed to the nonwoven fabric sheet 40. Here, a mold having a recess into which the convex portion 52 of each impact absorbing member can be inserted is prepared, and each opening 41 of the nonwoven fabric sheet 40 with the recess side surface 40b facing upward in each recess of the mold with the recess facing upward. If the nonwoven fabric sheet 40 is placed on the mold with the positions of the same, and the convex portions 52 of the respective impact absorbing members are inserted into the openings 41 of the nonwoven fabric sheet and the recesses of the mold, the plurality of impact absorbing members 50 are gathered together. Can be adhered or welded to each other.

  Then, an installation location LO1 between the vehicle body panel 10 and the interior member 20 is formed by, for example, applying an adhesive to the concave side surface 40b of the nonwoven fabric sheet to which the plurality of impact absorbing members 50 are fixed, or by previously forming the adhesive layer 48. 2 and 3, the shock absorbing structure 30 is installed between the vehicle body panel 10 and the interior member 20.

(2) Action and effect of shock absorbing structure:
Hereinafter, functions and effects of the shock absorbing structure 30 will be described.
The nonwoven fabric sheet 40 constituting the shock absorbing structure 30 can be deformed according to the shape of the installation location LO1. On the other hand, the nonwoven fabric sheet 40 is not easily broken like paper. Therefore, it is easy to fix the shock absorbing structure 30 by following the shape of the installation location LO1. As a result, it is possible to reduce the time when the shock absorbing structure is attached and fixed to the installation location by bonding or the like, and it is possible to suppress the lifting and peeling of the terminal portion of the shock absorbing structure.

  Further, the shock absorbing structure 30 of the present embodiment is formed in a shape in which the shock absorbing member 50 can be stacked, and the convex portion 52 of the shock absorbing member is inserted into the nonwoven fabric sheet 40 in accordance with the position of the concave portion 51 of the shock absorbing member. A possible opening 41 is formed. Accordingly, as shown in FIG. 11, the shock absorbing structure 30 can be stacked by inserting the convex portion 52 of the shock absorbing member 50 of another shock absorbing structure 30 into the concave portion 51 of the shock absorbing member 50, so Appearance is improved and transportation efficiency can be improved.

  Furthermore, in the shock absorbing structure 30 of the present embodiment, the portion 55a on the protruding portion 52 side of the fixed portion 55 of the shock absorbing member is the nonwoven fabric sheet in a state where the protruding portion 52 of the shock absorbing member penetrates the opening 41 of the nonwoven fabric sheet. 40 is fixed. Thereby, as shown in FIG. 5, when the nonwoven fabric sheet 40 is fixed to the installation location LO1, the fixed portion 55 of the impact absorbing member 50 is sandwiched between the nonwoven fabric sheet 40 and the installation location LO1. Therefore, even if an impact is applied from a direction different from the convex direction of the shock absorbing member 50, the shock absorbing member 50 is unlikely to fall down, the drop of the shock absorbing member 50 is suppressed, and the stability of the shock absorbing performance is improved. Can do.

As shown in FIG. 10, the shock absorbing structure 30 can easily change the arrangement of the shock absorbing member 50. In the upper shock absorbing structure 30a in FIG. 10, the openings 41 are formed with a substantially uniform density on the entire convex side surface 40a of the nonwoven fabric sheet, and the impact absorbing members 50 are arranged at a relatively high density on the peripheral edge of the nonwoven fabric sheet 40. It is shown that the shock absorbing member 50 is disposed at a relatively low density inside the peripheral edge.
Here, it is assumed that a design change that increases the shock absorption energy in the region R <b> 1 inside the peripheral edge of the nonwoven fabric sheet 40 is required for the shock absorption structure. In this case, as shown in the lower part of FIG. 10, the shock absorbing energy in the region R1 can be increased simply by fixing the new shock absorbing member 50z to the nonwoven fabric sheet 40 in accordance with the position of the opening 41z in the region R1. Can do. At that time, there is no need to prepare a new mold for the shock absorbing structure. On the other hand, when it is not necessary to increase the amount of energy absorbed in the region R1 for the shock absorbing structure 30b shown in the lower part of FIG. 10, as shown in the upper part of FIG. Or you may remove all. This eliminates the need for a new mold for the shock absorbing structure, reduces the number of shock absorbing members necessary for the shock absorbing structure, reduces the cost of the member, and forms the shock absorbing structure. The work cost can be reduced.
If a plurality of types of shock absorbing members having different shapes and sizes are prepared, the shock absorbing performance can be adjusted only by changing the type of the shock absorbing member at the time of design change.

  From the above, even if the installation space and the required shock absorbing performance differ depending on the vehicle type, the types and combinations of the shock absorbing members 50 to be fixed to the nonwoven fabric sheet 40 can be obtained by preparing a plurality of types of shock absorbing members 50 in advance. By changing the arrangement, it is possible to easily produce an appropriate vehicle impact absorbing structure 30 according to the vehicle type. At that time, there is no need to modify the mold for the shock absorbing structure or make a new mold. In addition, since the interval between the impact absorbing members 50 fixed to the nonwoven fabric sheet 40 can be easily changed, the degree of freedom in arranging the impact absorbing members 50 is increased. In that case, since it is not necessary to produce a new shaping | molding die, when changing arrangement | positioning of the impact-absorbing member 50 with respect to the nonwoven fabric sheet 40, the production time and production cost of a shaping | molding die become unnecessary.

(3) Modification:
Various modifications can be considered for the present invention.
When the vehicle body panel is composed of a relatively outer outer panel and a relatively inner inner panel, the shock absorbing structure of the present invention may be installed between the inner panel and the interior member.
The impact absorbing member may be fixed to both the back surface and the front surface of the nonwoven fabric sheet, or may be fixed only to the front surface.
Further, the shock absorbing member may not have the slit 53 formed in the side surface portion 52a.
Further, the fixed portion 55 of the impact absorbing member may be fixed to the convex portion side surface 40a of the nonwoven fabric sheet, although it is not sandwiched between the nonwoven fabric sheet 40 and the installation location LO1.
Further, in the impact absorbing member, the protruding fixed portion 55 may not be formed, the flange portion 54 may be fixed to the nonwoven fabric sheet 40, and the peripheral edge portion of the opening 51a is fixed to the nonwoven fabric sheet 40. May be.

Furthermore, even if the opening 41 of the nonwoven fabric sheet is sized so as to pass the upper bottom portion 52b of the impact absorbing member but not the edge portion 52f on the wide diameter side, a part of the convex portion 52 of the impact absorbing member can be inserted. Yes, the shock absorbing structure 30 can be stacked.
Furthermore, even if the impact absorbing member has a shape that cannot be stacked or the opening 41 is not provided in the nonwoven fabric sheet, the impact absorbing structure can easily be fixed to follow the shape of the installation location, There is an effect.
Furthermore, even if a non-woven sheet that is not subjected to raising process such as a needle punch is used for the sheet-like fleece, the impact absorbing structure can easily be fixed to follow the shape of the installation location, There is an effect. Of course, even if a non-woven sheet bonded with fleece fibers obtained by a method other than the spunbond method is used, the shock absorbing structure has an effect that makes it easy to follow and fix the shape of the installation location. .

12 and 13 show an impact absorbing structure 32 according to a modification. In the nonwoven fabric sheet 40 of this modification, a US-shaped slit (convex portion insertion hole) 42 into which the convex portion 52 of the shock absorbing member can be inserted in accordance with the position of the concave portion (51) of the shock absorbing member 50 to be fixed. Is formed. The illustrated slit 42 is formed by cutting radially in the eight directions from the center. However, the slit that allows the protrusion 52 to be inserted may be a cross-shaped slit formed by cutting in the four directions radially from the center. Good.
In this modification, the fixed portion 55 of the shock absorbing member is fixed to the convex side surface 40 a of the nonwoven fabric sheet 40. Of course, also in this modification, the shock absorbing structure in which the convex portion 52 side portion 55a of the fixed portion 55 is fixed to the concave portion side surface (40b) of the nonwoven fabric sheet 40 with the convex portion 52 penetrating the slit 42 of the nonwoven fabric sheet. It can be a body.

  Also in this modification, the impact absorbing structure 30 can be stacked by inserting the impact absorbing member protrusions 52 of the other impact absorbing structures 30 into the recesses 51 of the impact absorbing member, so that the transportation efficiency can be improved. it can.

(4) Example:
EXAMPLES Hereinafter, although an Example is shown and this invention is demonstrated concretely, this invention is not limited by an Example.

[Preparation of shock absorbing structure sample]
The non-woven fabric sheet constituting the shock absorbing structure sample S1 includes a smash Y1 5100 spunbond nonwoven fabric (hereinafter referred to as “Y1 5100”) manufactured by Asahi Kasei Fibers Co., Ltd. and a spunbond nonwoven fabric manufactured by Unitika Ltd. ”) Was used. Here, Y1 5100 has a basis weight of 100 g / m ² , and 21102BNZ is a raised type non-woven fabric with a basis weight of 110 g / m ² .
As the shock absorbing member constituting the shock absorbing structure sample, a material made of polypropylene and having the shape shown in FIG. 7 and a thickness of 0.8 mm and a height of 20 mm was used.

For all examples, a total of 12 impact absorbing members were arranged on the nonwoven fabric sheet at intervals of 30 mm in the longitudinal direction and 3 impact absorbing members at intervals of 30 mm in the transverse direction perpendicular to the longitudinal direction. The fixing part was fixed to the nonwoven fabric sheet by ultrasonic welding. Here, in the sample of Example 1, the impact absorbing member was fixed to the nonwoven fabric sheet in which the opening 41 shown in FIGS. 4 to 8 was formed using Y1 5100 for the nonwoven fabric sheet. In the sample of Example 2, the impact absorbing member was fixed to the nonwoven fabric sheet in which the slit 42 shown in FIGS. 12 to 13 was formed using Y1 5100 for the nonwoven fabric sheet. In the sample of Example 3, the impact absorbing member was fixed to the nonwoven fabric sheet in which the opening 41 shown in FIGS. 4 to 8 was formed using 21102BNZ in the nonwoven fabric sheet. In the sample of Example 4, the impact absorbing member was fixed to the nonwoven fabric sheet in which the slit 42 shown in FIGS. 12 to 13 was formed using 21102BNZ in the nonwoven fabric sheet.

As shown in FIG. 1 of Patent Document 1, the shock absorbing structure sample of Comparative Example 1 was an integrally molded product in which cylindrical bodies were joined together. Specifically, using the material used for molding the impact absorbing member of Examples 1 to 4, the thickness is 0.8 mm, and similarly to Examples 1 to 4, four cylindrical bodies are spaced at 30 mm intervals in the vertical direction. In addition, an integrally molded article in which a total of 12 cylindrical bodies were arranged at intervals of 30 mm in the horizontal direction perpendicular to the vertical direction was formed.
The shock absorbing structure sample of Comparative Example 2 was an integrally molded product in which hollow bodies were connected to each other as described in FIG. Specifically, using the material used for molding the impact absorbing member of Examples 1 to 4, with a thickness of 0.8 mm, as in Examples 1 to 4, four hollow bodies at 30 mm intervals in the vertical direction, It was set as the integral molded product which arranged three hollow bodies in total in the horizontal direction orthogonal to the vertical direction at intervals of 30 mm, 12 pieces.
The shock absorbing structure sample of Comparative Example 3 is a sheet formed to a thickness of 0.8 mm with the material used for forming the shock absorbing members of Examples 1 to 4 as described in FIGS. As in Examples 1 to 4, four shock absorbing members are arranged at intervals of 30 mm in the vertical direction and three shock absorbing members are arranged at intervals of 30 mm in the horizontal direction perpendicular to the vertical direction. Formed.

[Test method]
A shock absorbing structure sample was applied to a curved plate, and the followability of the shock absorbing structure sample to the curved surface of the plate was observed.
Further, according to the test method specified in the Federal Motor Vehicle Safety Standards (FMVSS) 201 (U), the displacement s and the response load F of the shock absorbing structure sample are measured to obtain a load-displacement curve. It was. Specifically, as shown in the schematic diagram of FIG. 14, it is called a free motion head foam (FMH) having a mass of 4.54 kg with respect to the shock absorbing structure sample S1 installed on the rigid body 101 inclined at an elevation angle of 50 °. A load-displacement curve was obtained when the head of the dummy doll collided at a speed of 24 km / h.

[Test results]
The impact-absorbing structure samples of Examples 1 to 4 had better followability and adhesion to the curved surface of the plate than the impact-absorbing structure samples of Comparative Examples 1 to 3.
Moreover, it was confirmed that the impact absorption performance of the impact absorption structure samples of Examples 1 to 4 is comparable to the impact absorption performance of the impact absorption structure samples of Comparative Examples 1 to 3.

(5) Summary:
Note that the above-described basic functions and effects can be obtained even with a vehicle shock absorption structure that does not have the constituent requirements according to the dependent claims but only the constituent requirements according to the independent claims.
As described above, according to the present invention, according to the present invention, there is provided a vehicle impact absorbing structure that can be easily fixed to follow the shape of an installation location when being mounted between a vehicle body panel and an interior member. can do.

  In addition, the present invention is not limited to the above-described embodiments and modifications, and the configurations disclosed in the above-described embodiments and modifications are mutually replaced or the combination is changed, the known technology, and the above-described configurations. Configurations in which the respective configurations disclosed in the embodiment and the modified examples are mutually replaced or combinations are changed are also included.

10 ... body panel, 10a ... side of vehicle compartment, 11 ... roof panel,
20 ... Interior member, 20a ... Back side,
21 ... Roufrina interior material, 22 ... Pillar garnish interior material,
23 ... Door trim interior material,
30, 31, 32 ... shock absorbing structure for vehicle,
40 ... Nonwoven fabric sheet, 40a ... Projection side, 40b ... Concave side,
41 ... opening (convex part insertion hole), 42 ... slit (convex part insertion hole),
48 ... Adhesive layer,
50 ... shock absorbing member,
51 ... recess, 51a ... opening,
52 ... convex part, 53 ... slit (linear induction part), 54 ... flange part,
55 ... fixed part, 55a ... part on the convex part side,
AU1 ... car, D1 ... front-rear direction,
LO1 ... installation location,
SP1 ... vehicle compartment, SP2 ... gap.

Claims (4)

A vehicle shock absorbing structure installed between a vehicle body panel and an interior member closer to the passenger compartment than the vehicle body panel,
A deformable nonwoven sheet for attaching to an installation location between the vehicle body panel and the interior member;
A plurality of shock absorbing members formed using a material that absorbs shock,
The vehicle impact absorbing structure, wherein the plurality of impact absorbing members are arranged and fixed at an interval with respect to at least one surface of the nonwoven fabric sheet.   2. The vehicle impact absorbing structure according to claim 1, wherein the nonwoven fabric sheet is a sheet obtained by raising a sheet-like fleece. The impact absorbing member is formed in a shape that can be stacked with the nonwoven fabric sheet side being a concave portion and the opposite side of the nonwoven fabric sheet being a convex portion, and the concave portion side is fixed to the nonwoven fabric sheet,
The hole of the said nonwoven fabric sheet which can insert the convex part of the said shock absorbing member according to the position of the recessed part of the said shock absorbing member fixed is formed. Shock absorbing structure for vehicles.   The shock absorbing member is formed with a fixed portion that protrudes outward from an edge of the concave portion, and the convex portion side portion of the fixed portion is in a state where the convex portion penetrates the hole of the nonwoven fabric sheet. The impact-absorbing structure for a vehicle according to claim 3, which is fixed to the nonwoven fabric sheet.

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