JP2013023162A - Collision energy absorber structure of vehicle body - Google Patents

Abstract

PROBLEM TO BE SOLVED: To obtain a collision energy absorber structure of a vehicle body capable of reducing bending moment generated at a vehicle body floor upon the collision.SOLUTION: The collision energy absorber 20A includes: a bottom wall 22A extended to a vehicle front and rear direction and to a vehicle width direction with the vehicle width direction as a longitudinal direction; a right side vertical wall 24A extended from an end at the right side in the vehicle width direction of the bottom wall 22A to a vehicle upper direction and to the vehicle front and rear direction; and a left side vertical wall 26A extended from an end at a left side in the vehicle width direction to the vehicle upper direction and to the vehicle front and rear direction.

Description

  The present invention relates to a collision energy absorber structure for a vehicle body that absorbs collision energy applied to the vehicle body during a collision.

  2. Description of the Related Art Conventionally, a structure in which a collision energy absorber is provided in front of a cabin body to absorb collision energy applied to the body during a frontal collision is known. For example, Patent Document 1 below discloses a configuration in which a collision energy absorber is provided in front of a side frame to absorb collision energy transmitted from the side frame to the floor frame.

JP 2002-120755 A

  However, in the conventional structure, the difference between the height of the collision energy absorber provided in front of the side frame in the vertical direction of the vehicle and the height of the floor frame in the vertical direction of the vehicle is large, and the side frame and the floor frame are There was a problem that the bending moment generated in the connecting portion (kick portion) was increased.

  In view of the above facts, an object of the present invention is to obtain a vehicle body collision energy absorber structure capable of reducing a bending moment generated on a vehicle body floor at the time of a collision.

  A vehicle body collision energy absorber structure according to a first aspect of the present invention includes a bottom wall portion that is disposed inside a bumper cover and extends in the vehicle longitudinal direction and the vehicle width direction with the vehicle width direction as a longitudinal direction, A first vertical wall portion extending in the vehicle upward direction and the vehicle front-rear direction from one end portion in the vehicle width direction of the bottom wall portion, and the vehicle upward direction and the vehicle from the other end portion in the vehicle width direction of the bottom wall portion. And a second vertical wall portion extending in the front-rear direction.

  In this invention which concerns on Claim 1, the bottom wall part of the said structure, the 1st vertical wall part, and the 2nd vertical wall part are provided. Therefore, the cross section of the collision energy absorber viewed from the front or the rear of the vehicle is a U-shaped cross section that opens upward in the vehicle, and the centroid of the cross section can be lowered to the vehicle lower side. As a result, the centroid approaches the height of the floor portion of the vehicle body floor that forms the floor of the passenger compartment. In other words, the difference between the centroid and the height of the floor portion is reduced, and as a result, the bending moment generated on the vehicle body floor at the time of collision can be reduced.

  A vehicle body collision energy absorber structure according to a second aspect of the present invention is the vehicle body collision energy absorber structure according to the first aspect, wherein the bottom wall portion forms a floor surface of a cabin. It is arranged on the extension of the vehicle longitudinal direction.

  In the present invention according to claim 2, since the bottom wall portion is disposed on the extension of the floor portion in the vehicle front-rear direction, a load applied from the front or rear of the vehicle body at the time of a collision can be efficiently flowed to the floor portion.

  A vehicle body collision energy absorber structure according to a third aspect of the present invention is the vehicle body collision energy absorber structure according to the first or second aspect, wherein the bottom wall portion, the first vertical wall portion, and the first wall portion are the same. The two vertical wall portions are each formed in a shape including a plurality of curved portions extending in the vehicle front-rear direction.

  In the present invention according to claim 3, since the plurality of curved portions extending in the vehicle front-rear direction are formed in the bottom wall portion, the first vertical wall portion, and the second vertical wall portion, the curved portions are formed. Compared with a collision energy absorber that does not exist, the load transmitted through each member can be made more uniform. Therefore, the load applied from the front or the rear of the vehicle body at the time of a collision can be made to flow more uniformly on the vehicle body floor.

  A vehicle body collision energy absorber structure according to a fourth aspect of the present invention is the vehicle body collision energy absorber structure according to any one of the first to third aspects, wherein the first vertical wall portion and the first A horizontal wall that connects the two vertical wall portions in the vehicle width direction is provided.

In this invention which concerns on Claim 4, in order to provide the horizontal wall which connects a 1st vertical wall part and a 2nd vertical wall part, the upper end part of a 1st vertical wall part and the upper end part of a 2nd vertical wall part are the time of shaping | molding. Opening due to residual stress or thermal deformation can be suppressed. Therefore, it is possible to obtain a collision energy absorber for a vehicle body with good dimensional accuracy, and to exhibit the performance of the collision energy absorber as intended.

  As described above, the vehicle body collision energy absorber structure according to the first aspect of the present invention has an excellent effect that the bending moment generated on the vehicle body floor at the time of the collision can be reduced.

  The vehicle body collision energy absorber structure according to the second aspect of the present invention has an excellent effect that a load applied from the front or rear of the vehicle body at the time of a collision can be efficiently flowed to the floor portion.

  The vehicle body collision energy absorber structure according to the third aspect of the present invention has an excellent effect that the load applied from the front or the rear of the vehicle body at the time of the collision can flow more uniformly to the vehicle body floor.

  The vehicle body collision energy absorber structure according to the fourth aspect of the present invention can provide a vehicle body collision energy absorber with good dimensional accuracy, and can exhibit the performance of the collision energy absorber as intended. , Has an excellent effect.

It is a perspective view which shows the vehicle body floor front part to which the collision energy absorber of the vehicle body which concerns on 1st Embodiment was applied. (A) is a side view which shows the vehicle body floor front part to which the collision energy absorber of the vehicle body concerning 1st Embodiment was applied, (B) is sectional drawing along the AA in FIG. 2 (A). It is. In addition, in (B), illustrations other than the cross section of the collision energy absorber are omitted. (A) is a side view showing a front part of a vehicle body floor to which a vehicle body collision energy absorber according to the first embodiment is applied, and (B) is a vehicle body to which a vehicle body collision energy absorber according to a comparative example is applied. It is a side view which shows a floor front part. It is a perspective view which shows the vehicle body floor front part to which the collision energy absorber of the vehicle body which concerns on 2nd Embodiment was applied. (A) is a side view which shows the vehicle body floor front part to which the collision energy absorber of the vehicle body concerning 2nd Embodiment was applied, (B) is sectional drawing along the AA in FIG. 5 (A). It is. In addition, in (B), illustrations other than the cross section of the collision energy absorber are omitted. (A) is the top view which represented typically the collision load added to the collision energy absorber to which the some curved part was applied, (B) is added to the collision energy absorber to which the some curved part is not applied. FIG. 6 is a plan view schematically showing a collision load. It is a perspective view which shows the vehicle body floor front part to which the collision energy absorber of the vehicle body which concerns on 3rd Embodiment was applied. (A) is a side view which shows the vehicle body floor front part to which the collision energy absorber of the vehicle body which concerns on 3rd Embodiment was applied, (B) is sectional drawing along the AA in FIG. 8 (A). It is. In addition, in (B), illustrations other than the cross section of the collision energy absorber are omitted. (A) is sectional drawing of the collision energy absorber in which several closed cross sections were formed, (B) is the same cross-sectional area as the collision energy absorber shown to (A), and is provided with the closed cross section C. It is sectional drawing which shows a collision energy absorber without. In addition, illustrations other than the cross section of the collision energy absorber are omitted. It is a perspective view which shows the vehicle body floor front part to which the collision energy absorber of the vehicle body which concerns on 4th Embodiment was applied. (A) is a side view which shows the vehicle body floor front part to which the collision energy absorber of the vehicle body which concerns on 4th Embodiment was applied, (B) is sectional drawing along the AA in FIG. 11 (A). It is. In addition, in (B), illustrations other than the cross section of the collision energy absorber are omitted. (A) is sectional drawing which shows the centroid of the collision energy absorber of the vehicle body which concerns on 4th Embodiment, (B) is sectional drawing which shows the centroid of the collision energy absorber of the vehicle body whose board thickness is T. is there. In addition, illustrations other than the cross section of the collision energy absorber are omitted. It is a side view which shows the example which applied the collision energy absorber of the vehicle body of this invention behind the cabin.

<First Embodiment>
The vehicle body collision energy absorber structure according to the first embodiment of the present invention will be described with reference to FIGS. The front side in the vehicle front-rear direction is indicated by an arrow FR, the outer side in the vehicle width direction is indicated by an arrow OUT, and the upper side in the vehicle vertical direction is indicated by an arrow UP.

  FIG. 1 shows a perspective view of a vehicle body floor 10 to which a vehicle body collision energy absorber 20A according to this embodiment is applied, as viewed from the left front side. As shown in this figure, a front suspension member module 14 holding a pair of left and right front suspension units 12 and the like is attached to the front end portion of the vehicle body floor 10. Further, a vehicle body collision energy absorber 20 </ b> A according to the present embodiment is attached to a front end portion of the front suspension member module 14. As shown in FIG. 2A, the collision energy absorber 20A is disposed inside the bumper cover 36F, and a bumper reinforcement 38 is attached to the front of the collision energy absorber 20A. Furthermore, a radiator, a condenser of an air conditioner, etc. (not shown) are attached to the rear side of the bumper reinforcement 38.

  First, the vehicle body floor 10 will be described. The vehicle body floor 10 is formed in a bathtub shape and constitutes a main part of the cabin 11. Specifically, as shown in FIG. 2A, a floor portion 10 </ b> A that extends in the vehicle front-rear direction and the vehicle width direction and forms the floor surface of the cabin 11 is provided at the bottom of the vehicle body floor 10. A floor, a center console, and other interior design materials (not shown) are attached to the floor portion 10A. Further, a dash portion 10B extending from the front end portion of the floor portion 10A in the vehicle upper direction and the vehicle width direction is provided. An instrument panel, a steering wheel, etc. (not shown) are attached to the dash portion 10B.

  Next, the suspension member module 14 attached to the front end portion of the vehicle body floor 10 will be described. As shown in FIG. 1, the suspension member module 14 is attached to the suspension member 13 by attaching a plurality of suspension parts. It is configured. In the present embodiment, an upper arm and a lower arm (not shown) that hold the suspension unit 12, the tire 19, and the like are attached to the front suspension member 13, thereby configuring the front suspension member module 14. Further, as shown in FIG. 2A, a load transmission member 60 extending in the vehicle width direction is provided at the lower end portion of the front suspension member 13 in the vehicle. Although a detailed illustration of the configuration of the load transmission member 60 is omitted, it is sufficient that a member having a required rigidity is used for the load transmission member, for example, a member for reinforcing the suspension member 13. You may also use.

  Next, a collision energy absorber that is a main part of the present invention will be described.

  As shown in FIG. 1, the collision energy absorber 20A includes a bottom wall portion 22A extending in the vehicle front-rear direction and the vehicle width direction with the vehicle width direction as a longitudinal direction, and the right end of the bottom wall portion 22A in the vehicle width direction. A right vertical wall portion 24A that extends in the vehicle upward direction and the vehicle front-rear direction and a left vertical wall portion 26A that extends in the vehicle upward direction and the vehicle front-rear direction from the left end in the vehicle width direction are integrally formed. It is constituted by. Therefore, as shown in FIG. 2B, the cross section of the collision energy absorber 20A viewed from the front of the vehicle forms a U-shaped cross section having an opening in the vehicle upper direction. Moreover, fiber reinforced resin is used for the members constituting these collision energy absorbers 20A.

  Notches 30 for releasing the tie rods 18 provided at both ends in the vehicle width direction of the steering gear box 16 are provided at the vehicle rear side ends of the right vertical wall portion 24A and the left vertical wall portion 26A. Also, flange portions 32 for joining the collision energy absorber 20A and the front suspension member module 14 are provided at the upper and lower ends of the vehicle rear side ends of the right vertical wall portion 24A and the left vertical wall portion 26A, respectively. It has been. The bolt 34 is passed through a through hole (not shown) provided in the flange portion 32, and the bolt 34 is tightened into a screw hole (not shown) provided in the front suspension member module 14, thereby causing the collision energy absorber 20 </ b> A and the front suspension member module 14. And are joined. In addition, when fiber-reinforced resin is inserted and it fastens and joins with a volt | bolt, it is possible that the axial force of a volt | bolt falls because the said fiber-reinforced resin tightened raise | generates creep deformation. Therefore, in the present embodiment, the insertion of a collar (not shown) into the flange portion 32 suppresses the fiber reinforced resin material itself from being tightened with a bolt.

  Further, the bottom wall portion 22A of the collision energy absorber 20A is disposed on an extension of the floor portion 10A in the vehicle front-rear direction. In addition, the part enclosed with the dashed-two dotted line in FIG. 2 (A) shows the upper extension of the vehicle front-back direction of floor part 10A.

  Furthermore, in this embodiment, the horizontal wall 28 which connects a part of upper end of the right side vertical wall part 24A and a part of upper end of the left side vertical wall part 26A is provided. Screw holes (not shown) are formed at both ends of the lateral wall 28 in the vehicle width direction, and bolts (not shown) are tightened into the screw holes from the vehicle width direction outside of the right vertical wall portion 24A and the left vertical wall portion 26A. The lateral wall 28 is attached to the collision energy absorber 20A.

(Operation / Effect of this embodiment)
Next, the operation and effect of this embodiment will be described.

  When a collision load is applied from the front of the vehicle body, the bumper cover 36F is first deformed, and the bumper cover 36F and the bumper reinforcement 38 come into contact with each other. When the bumper cover 36F and the bumper reinforcement 38 come into contact with each other, a collision load is input from the bumper cover 36F to the bumper reinforcement 38. Next, the collision load is transmitted from the bumper reinforcement 38 to the collision energy absorber 20A. In this case, the collision energy is absorbed by the deformation of the collision energy absorber 20A, and the load that cannot be absorbed flows from the collision energy absorber 20A to the suspension member module 14. Further, the collision load input to the suspension member module 14 flows to the vehicle body floor 10.

  Here, as shown in FIG. 2B, the cross section of the collision energy absorber 20A viewed from the front of the vehicle forms a U-shaped cross section having an opening on the upper side of the vehicle. Therefore, the centroid of the cross section can be lowered to the vehicle lower side. That is, as shown in FIG. 3 (A), the difference between the height in the vehicle vertical direction of the centroid G1 of the cross section of the collision energy absorber 20A and the height Gf in the vehicle vertical direction of the floor portion 10A can be reduced. The bending moment generated in the vehicle body floor 10 at the time of a frontal collision can be reduced. For example, the centroid G1 of the cross section of the collision energy absorber 20A of the present embodiment shown in FIG. 3A and the rectangular cross section of the collision energy absorber 20E according to the comparison shown in FIG. When compared with the centroid G2 of the cross section, in the present embodiment, the centroid G1 of the cross section approaches the height Gf of the floor portion 10A by the length of (L-1). As a result, the bending moment generated on the vehicle body floor 10 can be reduced from M to m (M> m).

  Furthermore, in the present embodiment, the bottom wall portion 22A of the collision energy absorber 20A is disposed on the vehicle front-rear direction extension of the floor lower 10L, so that the collision load transmitted through the bottom wall portion 22A can be efficiently applied to the floor portion 10A. It can flow. In this embodiment, since the load transmission member 60 is provided on the vehicle lower side of the front suspension member module 14, the load input from the collision energy absorber to the front suspension member module 14 is more efficiently applied to the floor portion 10A. It can flow.

  Further, the collision energy absorber 20A of the present embodiment is effective for local input such as when colliding with a utility pole or pole because the bottom wall portion is disposed with the vehicle width direction as the longitudinal direction. Can absorb collision energy.

  Further, the collision energy absorber 20A of the present embodiment is provided with a horizontal wall 28 that connects a part of the right vertical wall part 24A and a part of the left vertical wall part 26A. Therefore, the opening between the upper end of the right vertical wall portion 24A and the upper end of the left vertical wall portion 26A can be suppressed. As a result, it is possible to obtain a collision energy absorber for a vehicle body with good dimensional accuracy and to exhibit the performance of the collision energy absorber as intended.

Second Embodiment
Next, a vehicle body collision energy absorber structure according to a second embodiment of the present invention will be described with reference to FIGS. In addition, about the member same as 1st Embodiment, the same code | symbol is attached | subjected and the description is abbreviate | omitted.

  In the second embodiment, the bottom wall portion 22B, the right vertical wall portion 24B and the left vertical wall portion 26B corresponding to the bottom wall portion 22A, the right vertical wall portion 24A and the left vertical wall portion 26A in the first embodiment are provided. It is characterized by a so-called corrugated plate shape. Specifically, as shown in FIGS. 4 and 5B, eleven curved portions 50 extending in the vehicle front-rear direction are formed on the bottom wall portion 22B. Further, five curved portions 50 extending in the vehicle front-rear direction are formed in the right vertical wall portion 24B and the left vertical wall portion 26B, respectively.

(Operation / Effect of this embodiment)
Next, the operation and effect of this embodiment will be described.

  In the present embodiment, in addition to the configuration of the collision energy absorber 20A described in the first embodiment, the bottom wall portion 22B, the right vertical wall portion 24B, and the left vertical wall portion 26B have a so-called corrugated shape. In addition to the effects obtained in the embodiment, the following effects can be obtained.

  Here, FIGS. 6A and 6B schematically show the distribution of the collision load transmitted from the front end portion to the rear end portion of the collision energy absorber. As shown in FIG. 6B, in the collision energy absorber that does not include the curved portion 50, deformation near the center of each wall portion increases, and a portion where a reaction force against the collision load cannot be obtained occurs. That is, a portion where the collision load cannot be efficiently transmitted in the vehicle front-rear direction occurs.

  On the other hand, in the collision energy absorber provided with the bending portion 50 shown in FIG. 6A, the deformation is suppressed by the bending portion 50, so that a reaction force against the collision load can be obtained. That is, there is no occurrence of a portion where the collision load cannot be efficiently transmitted in the vehicle front-rear direction, unlike the collision energy absorber that does not include the bending portion 50 described above. As a result, the collision load input from the front of the vehicle body can be made to flow uniformly to the front suspension member module 14, and consequently, the collision load can be made to flow uniformly to the vehicle body floor 10.

  In addition, although the example which provided the bending part 50 was demonstrated in this embodiment, it replaces with the bending part 50 and you may provide the bending part 52 demonstrated in the following 3rd Embodiment.

<Third Embodiment>
Next, a vehicle body collision energy absorber structure according to a third embodiment of the present invention will be described with reference to FIGS. In addition, about the member same as 1st Embodiment etc., the same code | symbol is attached | subjected and the description is abbreviate | omitted.

  The vehicle body collision energy absorber 20C of the third embodiment is a panel-like second member provided with a plurality of bent portions from above the first member 21 having substantially the same shape as the collision energy absorber of the first embodiment. A feature is that a plurality of closed cross sections C are formed by overlapping and joining the members 23.

  Specifically, as shown in FIGS. 7 and 8B, the first member 21 includes a bottom wall portion 21A extending in the vehicle front-rear direction and the vehicle width direction with the vehicle width direction as a longitudinal direction, and the bottom The right vertical wall portion 21B extending in the vehicle vertical direction and the vehicle front-rear direction from the end on the right side of the vehicle width direction of the wall 21A and the left vertical extending in the vehicle vertical direction and the vehicle front-rear direction from the left end in the vehicle width direction. And a wall portion 21C. The upper ends of the right vertical wall portion 21B and the left vertical wall portion 21C are flange portions 21D that are overlapped and joined to the second member.

  The second member 23 includes a bottom wall portion 23A extending in the vehicle front-rear direction and the vehicle width direction with the vehicle width direction as a longitudinal direction, and a vehicle vertical direction and a vehicle front-rear direction from the right end of the bottom wall portion 23A in the vehicle width direction. And a left vertical wall portion 23C extending in the vehicle vertical direction and the vehicle front-rear direction from the left end portion in the vehicle width direction. Furthermore, a plurality of bent portions 52 extending in the vehicle front-rear direction are formed in the bottom wall portion 23A, the right vertical wall portion 23B, and the left vertical wall portion 23C, respectively. Three bent portions 52 are formed on the vehicle upper surface of the bottom wall portion 23A, two bent portions 52 are formed on the inner surface in the vehicle width direction of the right vertical wall portion 23B, and the left vertical wall Two bent portions 52 are formed on the inner surface of the portion 23C in the vehicle width direction.

  By overlapping the vehicle lower surface of the bottom wall portion 23A of the second member 23 with the vehicle upper surface of the bottom wall portion 21A of the first member 21 described above, the bottom wall portion 21A and the bottom wall portion 23A Three closed cross sections C are formed between them. Here, by applying heat welding to the contact portion J, the first member 21 and the second member 23 are joined, and the bottom wall portion 22C of the collision energy absorber 20C is configured. The thermal welding is a technique for joining thermoplastic resins together, and ultrasonic welding, high frequency welding, and the like are widely included in the thermal welding.

  In addition, the surface on the vehicle width direction outer side of the right vertical wall portion 23B of the second member 23 is superimposed on the surface on the vehicle width direction inner side of the right vertical wall portion 21B of the first member 21, thereby Two closed cross sections C are formed between the right vertical wall portion 23B. Here, by applying heat welding to the contact portion J, the first member 21 and the second member 23 are joined, and the right vertical wall portion 24C of the collision energy absorber 20C is configured.

  Furthermore, the surface on the vehicle width direction outer side of the left vertical wall portion 23C of the second member 23 is overlapped with the surface on the vehicle width direction inner side of the left vertical wall portion 21C of the first member 21, thereby Two closed cross sections C are formed between the left vertical wall portion 23C. Here, by applying heat welding to the contact portion J, the first member 21 and the second member 23 are joined, and the left vertical wall portion 26C of the collision energy absorber 20C is configured.

  Thus, the collision energy absorber 20 </ b> C is configured by joining the first member 21 and the second member 23.

(Operation / Effect of this embodiment)
Next, the operation and effect of this embodiment will be described.

In the present embodiment, in addition to the configuration of the collision energy absorber 20A described in the first embodiment,
The first member 21 and the second member 23 are overlapped and joined together to form a plurality of closed cross sections C. Therefore, in addition to the effects obtained in the first embodiment, the following effects can be obtained.

  FIG. 9A shows a cross section of a collision energy absorber 20C having a closed cross section C, and FIG. 9B shows the same cross sectional area as the collision energy absorber 20C shown in FIG. A cross section of the collision energy absorber 20F that does not have a closed cross section is shown. As shown in these drawings, since the closed cross section C is provided in the present embodiment, the bottom wall portion 22C, the right vertical wall portion 24C, and the left side are compared with the collision energy absorber 20F that does not have a closed cross section. The cross-sectional secondary moment with respect to the L1, L2, and L3 axes of the vertical wall portion 26C can be increased. As a result, the bottom wall 22C, the right vertical wall 24C, and the left vertical wall 26C can be prevented from being bent compared to the collision energy absorber 20F that does not have a closed cross section. The transmitted collision load can be flowed to the vehicle body floor 10 more stably.

  Further, in the present embodiment, since the plurality of bent portions 52 are provided, the bent portions 52 have the same effect as the curved portion 50 described in the second embodiment, and the collision load input from the front of the vehicle body is applied to the front suspension. The member module 14 can be made to flow uniformly, and thus the collision load can be made to flow uniformly to the vehicle body floor 10.

  Furthermore, in the collision energy absorber 20C of the present embodiment, since the first member 21 and the second member 23 are separately molded, the collision energy absorber 20C is generated by changing the thickness and shape of each member. It becomes possible to control the load distribution more strictly.

  In addition, although the example which provided the bending part 52 was demonstrated in this embodiment, it may replace with the bending part 52 and may provide the curved part 50 mentioned above.

<Fourth embodiment>
Next, a vehicle body collision energy absorber structure according to a fourth embodiment of the present invention will be described with reference to FIGS. In addition, about the member same as 1st Embodiment etc., the same code | symbol is attached | subjected and the description is abbreviate | omitted.

  In the collision energy absorber 20D of the fourth embodiment, in the collision energy absorber of the first embodiment, the plate thickness of the bottom wall portion is thicker than the plate thicknesses of the right vertical wall portion and the left vertical wall portion. This is a feature. Specifically, as shown in FIGS. 10 and 11B, the plate thickness T of the bottom wall portion 22D is thicker than the plate thickness t of the right vertical wall portion 24D and the left vertical wall portion 26D. Yes. The collision energy absorber 20D of the present embodiment has a divided structure including a bottom wall portion 22D, a right vertical wall portion 24D, and a left vertical wall portion 26D. Also good.

(Operation / Effect of this embodiment)
Next, the operation and effect of this embodiment will be described.

  In this embodiment, in addition to the configuration of the collision energy absorber 20A described in the first embodiment, the plate thickness of the bottom wall portion is thicker than the plate thicknesses of the right vertical wall portion and the left vertical wall portion. In addition to the effects obtained in the first embodiment, the following effects can be obtained.

  In the present embodiment, as shown in FIG. 12A, the plate thickness T of the bottom wall portion 22D is thicker than the plate thickness t of the right vertical wall portion 24D and the left vertical wall portion 26D. Therefore, as compared with the centroid G4 of the cross section of the collision energy absorber 20G shown in FIG. 12B in which the plate thickness of the bottom wall portion 22G, the right vertical wall portion 24G and the left vertical wall portion 26G is T. The centroid G3 of the cross section can be lowered to the vehicle lower side. In the present embodiment, the centroid of the cross section can be lowered to the vehicle lower side by Hh (H> h). As a result, the difference between the height in the vehicle vertical direction of the centroid G3 of the cross section of the collision energy absorber 20D and the height in the vehicle vertical direction of the floor portion 10A can be further reduced, and the bending moment generated on the vehicle body floor 10 at the time of a frontal collision is reduced. It can be further reduced.

  In the present embodiment, since the plate thickness T of the bottom wall portion 22D is set to be thicker than the plate thickness t of the right vertical wall portion 24D and the left vertical wall portion 26D, the strength of the bottom wall portion 22D is set to the right vertical wall. It becomes higher than the strength of the portion 24D and the left vertical wall portion 26D. Therefore, in the collision energy absorber structure according to the present embodiment, it is possible to efficiently flow a load from the bottom wall portion 22D to the floor portion 10A.

  In the present embodiment, the example in which the same fiber reinforced resin is used as the material of the bottom wall portion 22D, the right vertical wall portion 24D, and the left vertical wall portion 26D constituting the collision energy absorber 20D has been described. The strength balance of the collision energy absorber 20D may be adjusted by changing the material of each constituent member. For example, the material strength of the bottom wall portion 22D is higher than the material strength of the right vertical wall portion 24D and the left vertical wall portion 26D. It is possible to obtain an effect that the load can flow efficiently.

  As described above, in the first to fourth embodiments, the example in which the collision energy absorber is provided in front of the vehicle has been described, but the present invention is not limited to this, and the collision energy absorber of the vehicle of the present invention in the rear of the vehicle. A structure can also be applied. For example, as shown in FIG. 13, the collision energy absorber 20H of the present invention can be arranged inside the bumper cover 36R.

10 body floor
10A floor
11 cabin
14 Front suspension member module
20A collision energy absorber (first embodiment)
20B collision energy absorber (second embodiment)
20C collision energy absorber (third embodiment)
20D collision energy absorber (fourth embodiment)
20H collision energy absorber
22A bottom wall (first embodiment)
22B bottom wall (second embodiment)
22C bottom wall (third embodiment)
22D bottom wall (fourth embodiment)
24A Right vertical wall (first vertical wall of the first embodiment)
24B Right side vertical wall part (1st vertical wall part of 2nd Embodiment)
24C Right vertical wall (first vertical wall of the third embodiment)
24D Right vertical wall (first vertical wall of the fourth embodiment)
26A Left vertical wall (second vertical wall of the first embodiment)
26B Left vertical wall (second vertical wall of the second embodiment)
26C Left vertical wall (second vertical wall of the third embodiment)
26D Left vertical wall (second vertical wall of the fourth embodiment)
28 Side wall
36F bumper cover
36R bumper cover
50 Curved part

Claims (4)

A bottom wall disposed inside the bumper cover and extending in the vehicle longitudinal direction and the vehicle width direction with the vehicle width direction as a longitudinal direction;
A first vertical wall extending from one end of the bottom wall in the vehicle width direction to the vehicle upward direction and the vehicle front-rear direction;
A second vertical wall extending from the other end of the bottom wall in the vehicle width direction to the vehicle upward direction and the vehicle front-rear direction;
Body collision energy absorber structure comprising:   The vehicle body collision energy absorber structure according to claim 1, wherein the bottom wall portion is disposed on an extension in a vehicle front-rear direction of a floor portion of a vehicle body floor forming a floor surface of a cabin.   The vehicle body collision according to claim 1, wherein the bottom wall portion, the first vertical wall portion, and the second vertical wall portion are each formed in a shape including a plurality of curved portions extending in a vehicle front-rear direction. Energy absorber structure.   The collision energy absorber structure for a vehicle body according to any one of claims 1 to 3, further comprising a lateral wall that connects the first vertical wall portion and the second vertical wall portion in a vehicle width direction.