JP2022140743A - shock absorber - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a shock absorber which transmits load in axis direction of the shock absorber.

SOLUTION: There is provided a cylindrical shock absorber 30 which is arranged between a structural member 2 and a trim 3 covering a side surface of the structural member and projects from the trim to the structural member. The shock absorber comprises a plurality of cylindrical peripheral walls 31 to 33 which are aligned in projection direction directing from a proximal edge at the trim side to a distal end at the structural member side and have narrowed width in direction orthogonal to the projection direction at the distal side when compared the width of the peripheral walls each other; at least one connection wall 34, 35 connecting edge parts of adjacent peripheral walls; an end wall 36 closing an end part of the most distal peripheral wall; and a flange 41 which is arranged on an end part of the most proximal peripheral wall and extends to outside of the peripheral wall. The flange contacts to the trim.

SELECTED DRAWING: Figure 2

COPYRIGHT: (C)2022,JPO&INPIT

Description

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an impact absorber arranged between a frame member and trim.

2. Description of the Related Art There is a well-known configuration of an automobile door in which a shock absorber is arranged between a door panel and a door trim that covers the side of the passenger compartment of the door panel in order to reduce the impact that the door panel exerts on an occupant in the event of a side collision. Among such impact absorbers, there is one in which a resin cylinder extending from the door trim toward the door panel is gradually narrowed toward the door panel to form a stepped shape (for example, Patent Document 1). In this shock absorber, each step deforms step by step according to displacement (deformation amount), so that a rapid increase in load (reaction force) can be suppressed.

JP-A-7-315076

Since such a stepped shock absorber is configured on the assumption that it is deformed in the axial direction, the load absorption capacity changes according to the direction of the load. The absorption capacity of the impact absorber is maximized when the direction of load input coincides with the axial direction of the impact absorber. Therefore, it is preferable that the shock absorber receives a load from the door panel and the trim along the axial direction of the shock absorber and deforms in the axial direction.

In view of the above background, an object of the present invention is to transmit a load in the axial direction of a shock absorber.

In order to solve the above-mentioned problems, one aspect of the present invention provides a cylindrical trim that protrudes from the trim toward the frame member between the frame member (2) and the trim (3) that covers the side surface of the frame member. wherein a plurality of shock absorbers (30) are arranged in a projecting direction from the base end on the trim side to the tip end on the frame member side, and the closer to the tip end the narrower the shock absorber (30) is in the direction orthogonal to the projecting direction. A plurality of cylindrical peripheral walls (31 to 33) having a width, at least one connecting wall (34, 35) connecting edges of adjacent peripheral walls to each other, and closing the end of the peripheral wall on the most distal side. It has an end wall (36) and a flange (41) provided at the most proximal end of said peripheral wall and extending outwardly of said peripheral wall, said flange abutting said trim. Characterized by

According to this aspect, the shock absorber can receive a reaction force (load) from the trim along the axial direction of the shock absorber by the flange, and can sufficiently exhibit its absorbing ability. In addition, since the flange increases the contact area between the shock absorber and the trim, the shock absorber, which receives the load from the frame member, can stably receive the reaction force from the trim. As a result, the load is reliably transmitted from the frame member to the shock absorber, and the shock absorber can efficiently absorb the load. In addition, since the flange increases the area of the shock absorber on the trim side, the pressure applied to the trim can be reduced. As a result, damage to the trim can be suppressed.

Moreover, in the above aspect, the flange may be coupled to the trim.

According to this aspect, the flange can stably receive reaction force from the trim.

In the above aspect, each of the plurality of peripheral walls has a bent portion (A) bent at a position aligned with each other in the circumferential direction when viewed from the projecting direction, and the bent portion located on the tip end side. The radius of curvature (R1) of is preferably smaller than the radius of curvature (R2) of the bent portion located on the proximal side.

According to this aspect, the rigidity of the peripheral wall on the distal end side of the bent portion can be made higher than the rigidity of the peripheral wall on the proximal end side. As a result, the amount of load that can be absorbed by the peripheral wall on the distal end side can be increased. As a result, even if the peripheral wall on the distal end side is narrower than the peripheral wall on the proximal end side, the difference in the amount of load that can be absorbed between the peripheral wall on the distal end side and the peripheral wall on the proximal end side can be reduced. As a result, it is possible to reduce the variation of the absorption load during deformation.

In the above aspect, the width (W1) of the connecting wall located on the distal end side is larger than the width (W2) of the connecting wall located on the proximal end side at the position aligned with the bent portion. Good.

According to this aspect, the rigidity of the connecting wall on the distal end side can be made lower than the rigidity of the connecting wall on the proximal end side in the bent portion. This makes it easier to deform the connecting wall on the distal end side. As a result, even if the connecting wall on the distal end side is narrower than the connecting wall on the proximal end side, the difference in deformability between the peripheral wall on the distal end side and the peripheral wall on the proximal end side can be reduced. . As a result, it is possible to reduce the variation of the absorption load during deformation.

In the above aspect, it is preferable that a flange (41) extending outward from the peripheral wall is provided at the end of the peripheral wall closest to the proximal end, and the flange (41) is coupled to the trim.

Moreover, said aspect WHEREIN: The said flange is good to be formed in the perimeter along the edge part of the said surrounding wall.

According to this aspect, since the area of the flange is increased, the pressure applied to the trim from the shock absorber can be reduced.

Further, in the above aspect, it is preferable to further include a connecting piece (68) extending in a direction perpendicular to the flange, and the connecting piece is connected to the trim.

According to this aspect, the joint structure between the shock absorber and the trim can be further strengthened by the joint between the joint piece and the trim.

In the above aspect, the flange has a plurality of fastening seats (42 to 44) fastened to the trim, and the bent portion is arranged between two adjacent fastening seats in the circumferential direction. I hope you are.

According to this aspect, the shock absorber can be stably coupled to the trim.

Further, in the above aspect, three fastening seats are provided, and when viewed from the direction along the projecting direction, the center of the figure (X) of the end wall is the inside of a triangle with the three fastening seats as vertices. should be placed in

According to this aspect, the shock absorber can be stably coupled to the trim.

In the above aspect, each of the peripheral walls has a linear first side (E), second side (F), and third side (G ), and the three fastening seats are arranged at positions facing the first side portion, the second side portion, and the third side portion when viewed in the direction along the projecting direction. Good.

According to this aspect, the shock absorber can be stably coupled to the trim.

In the above aspect, the flange is coupled to the trim so that the projecting direction coincides with the vehicle width direction, and the first side portion extends longitudinally above the center of the figure and extends in the longitudinal direction of the vehicle. It is preferable that it is slanted against.

According to this aspect, by inclining the upper portion of the impact absorber, the impact absorber can be arranged to avoid the occupant positioned inward of the trim in the vehicle width direction.

In the above aspect, the frame member is a door panel, a seat for supporting an occupant is provided inside the trim in the vehicle width direction, and the first side slopes downward toward the rear. I hope you are.

According to this aspect, the shock absorber can be arranged to avoid the occupant's abdomen positioned at the rear portion of the seat.

In the above aspect, the width of at least one of the peripheral walls may be reduced from the base end side to the tip end side.

According to this aspect, it is possible to reduce the rigidity of the peripheral wall and adjust the amount of load that can be absorbed.

According to the above aspect, the shock absorber can receive a reaction force (load) from the trim along the axial direction of the shock absorber by the flange, and can sufficiently exhibit the absorbing ability. In addition, since the flange increases the contact area between the shock absorber and the trim, the shock absorber, which receives the load from the frame member, can stably receive the reaction force from the trim. As a result, the load is reliably transmitted from the frame member to the shock absorber, and the shock absorber can efficiently absorb the load. In addition, since the flange increases the area of the shock absorber on the trim side, the pressure applied to the trim can be reduced. As a result, damage to the trim can be suppressed.

According to the mode in which the flange is coupled to the trim, the flange can stably receive reaction force from the trim.

According to the embodiment, in the peripheral wall, the radius of curvature of the curved portion located on the distal side is smaller than the radius of curvature of the curved portion located on the proximal side. can be higher than As a result, the amount of load that can be absorbed by the peripheral wall on the distal end side can be increased, and the difference in the amount of load that can be absorbed between the peripheral wall on the distal end side and the peripheral wall on the proximal end side can be reduced. As a result, it is possible to reduce the variation of the absorption load during deformation.

In a mode in which the width of the connecting wall located on the distal side is larger than the width of the connecting wall located on the proximal side at the position aligned with the bent portion, the rigidity of the connecting wall on the distal side at the bent portion is equal to that of the connecting wall on the proximal side. It can be lower than the wall stiffness. As a result, the connecting wall on the distal end side can be easily deformed, and as a result, the difference in deformability between the peripheral wall on the distal end side and the peripheral wall on the proximal end side can be reduced.

According to the aspect in which the flange is formed along the entire circumference along the edge of the peripheral wall, the area of the flange can be increased. As a result, the pressure applied to the trim from the shock absorber can be reduced.

According to the aspect in which the connecting piece is provided on the flange, the connecting structure between the shock absorber and the trim can be made even stronger.

According to the aspect in which the bent portion is arranged between the two adjacent fastening seats provided on the flange, the impact absorbing body can be stably coupled to the trim.

According to the mode in which the graphic center of the end wall is arranged inside the triangle with the three fastening seats as vertices, the impact absorbing body can be coupled to the trim with good stability.

According to the aspect in which the first side portion extends longitudinally above the center of the figure and is inclined with respect to the longitudinal direction of the vehicle,
The shock absorber can be arranged to avoid an occupant positioned inward of the trim in the vehicle width direction.

According to the aspect in which the first side portion is inclined downward toward the rear side, the impact absorbing body can be arranged so as to avoid the abdomen of the occupant positioned at the rear portion of the seat.

According to a mode in which at least one of the peripheral walls has a width that decreases from the base end side to the distal end side, it is possible to reduce the rigidity of the peripheral wall and adjust the amount of load that can be absorbed.

The side view which shows the door provided with the impact-absorbing body which concerns on embodiment. II-II sectional view of Fig. 1 Side view showing the exterior side of the door trim Perspective view of shock absorber Side view of shock absorber Explanatory drawing showing the positional relationship between the door, the shock absorber, the seat and the occupant (A) to (C) Explanatory diagrams showing deformation modes of impact absorbers Sectional drawing which shows the impact-absorbing body which concerns on a modification (A) to (C) Cross-sectional views showing shock absorbers according to modifications The side view which shows the impact-absorbing body which concerns on a modification The side view which shows the door which concerns on a modification Side view of a seat provided with a shock absorber according to a modification

An embodiment in which a shock absorber according to the present invention is applied to a right front seat door of an automobile will be described below with reference to the drawings.

As shown in FIGS. 1 and 2, a door 1 for a front right seat of an automobile has a door panel 2 as a frame member and a door trim 3 provided to cover the inner side surface of the door panel 2 . The door panel 2 has an inner panel 4 and an outer panel 5 made of steel. The inner panel 4 is arranged on the vehicle inner side (vehicle interior side) of the outer panel 5 forming the outer surface of the vehicle body. The inner panel 4 and the outer panel 5 are joined to the outer panel 5 at the front edge, the lower edge, and the rear edge, excluding the upper edge, to form a space in the center.

A plurality of reinforcing members 7 are provided on the outer side surface and the inner side surface of the inner panel 4 . The reinforcing member 7 extends substantially back and forth from the front edge of the inner panel 4 to the rear edge. The reinforcing member 7 is formed from a channel member, a pipe member, or the like. The reinforcing member 7 may have, for example, a groove-shaped cross section and form a closed cross section together with the inner panel 4 . One reinforcing member 7 extends obliquely from the intermediate portion of the front edge of the inner panel 4 to the lower portion of the rear edge.

Between the inner panel 4 and the outer panel 5, a window glass 11 and its elevating device (not shown) are arranged. The window glass 11 moves up and down through an opening formed between the upper edges of the inner panel 4 and the outer panel 5 .

The door trim 3 is made of a resin material. The door trim 3 includes a trim main body portion 13 arranged on the inner side of the inner panel 4 and protruding toward the inner panel 4 from the peripheral edge of the trim main body portion 13. and an abutting trim edge wall 14 . The trim edge wall portion 14 extends along the periphery of the trim body portion 13 .

An armrest portion 15 that bulges toward the vehicle interior is provided in the center portion of the trim main body portion 13 in the vertical direction. The armrest portion 15 extends longitudinally from the center of the trim body portion 13 to the rear edge thereof. A switch for operating the lifting device is provided on the upper surface of the armrest portion 15 .

A speaker 16 is provided at the lower front portion of the trim body portion 13 . A pocket portion 17 that bulges toward the interior of the vehicle is provided in a lower portion of the trim main body portion 13 and positioned behind the speaker 16 . The pocket portion 17 forms a recess opening upward. The pocket portion 17 is arranged below the front portion of the armrest portion 15 .

A bulging portion 18 that bulges toward the vehicle interior is provided at the lower rear portion of the trim body portion 13 . The bulging portion 18 is arranged below the rear portion of the armrest portion 15 and behind the pocket portion 17 . The vehicle interior side surface of the bulging portion 18 forms a flat surface facing in the left-right direction, and smoothly continues to the rear lower portion of the armrest portion 15 and the rear portion of the pocket portion 17 . A vehicle-exterior portion of the bulging portion 18 is recessed toward the vehicle interior to form a space 19 with the inner panel 4 . A vehicle exterior side surface of the bulging portion 18 is formed into a flat surface facing in the left-right direction.

A lamp accommodating portion 21 recessed toward the outside of the vehicle is provided at the front portion of the lower edge of the bulging portion 18 . The lamp accommodating portion 21 is formed at a position overlapping the lower edge of the bulging portion 18 and opens toward the inside of the vehicle and downward. A vehicle-exterior portion of the lamp accommodating portion 21 protrudes from the vehicle-exterior side surface of the bulging portion 18 .

A shock absorber 30 is arranged in the space 19 between the bulging portion 18 and the inner panel 4 . The shock absorber 30 may be supported by either the door trim 3 or the inner panel 4 . In this embodiment, the shock absorber 30 is supported on the vehicle outer side surface of the bulging portion 18 (the surface facing the inner panel 4 side).

The shock absorber 30 can be made of various materials such as resin materials and metal materials. The resin material may be, for example, a fiber-reinforced resin containing fibers such as polypropylene, polyethylene, carbon, glass, and nanocellulose. When fiber-reinforced resin is used, the elastic modulus and tensile strength of the material are improved, so that the shock absorber 30 can be made thinner and smaller. As a result, weight reduction becomes possible. When a resin material is used as the material, the shock absorber 30 can be formed by a known molding technique such as injection molding.

When fiber-reinforced resin containing nanocellulose is used as the material, the base material may be polyethylene, polypropylene, or the like. Moreover, it is preferable that the base material forms a lamellar layer, and the lamellar layer is laminated in a direction different from the fiber length direction of the nanocellulose.

As shown in FIGS. 2 and 3, the shock absorber 30 is a cylindrical member protruding from the door trim 3 toward the inner panel 4, and has a tip on the inner panel 4 side with respect to a base end on the door trim 3 side. The width is narrowly formed in a step-like manner. As shown in FIGS. 5 and 6, the shock absorber 30 has a plurality of peripheral walls 31-33, at least one connecting wall 34, 35, and an end wall 36. As shown in FIGS. The plurality of peripheral walls 31 to 33 are arranged in a protruding direction (vehicle width direction) from the proximal end to the distal end, and are offset from each other in the protruding direction. The plurality of peripheral walls 31 to 33 have narrower widths in the direction orthogonal to the protruding direction as they are arranged closer to the distal end side. The connecting walls 34, 35 connect the edges of the adjacent peripheral walls 31-33 to each other. An end wall 36 is provided so as to close the ends of the peripheral walls 31 to 33 closest to the distal end. The end wall 36 is perpendicular to the projecting direction. In this way, the shock absorber 30 has a pyramidal shape whose width gradually narrows toward the distal end side.

In this embodiment, the peripheral walls 31 to 33 include a first peripheral wall 31, a second peripheral wall 32, and a third peripheral wall 33 provided in order from the distal end side, and the connecting walls 34 and 35 are the first peripheral wall 31 and the second peripheral wall. It includes a first connecting wall 34 provided between the peripheral wall 32 and a second connecting wall 35 provided between the second peripheral wall 32 and the third peripheral wall 33 . The first peripheral wall 31 and the end wall 36 form a first stepped portion 37, the second peripheral wall 32 and the first connecting wall 34 form a second stepped portion 38, and the third peripheral wall 33 and the second connecting wall 35 form a second stepped portion 38. A three-stage portion 39 is constructed.

Each of the first to third peripheral walls 31 to 33 has a plurality of bent portions A to D and linear side portions E to H arranged between the bent portions AD. Each of the cross sections (cross sections perpendicular to the projecting direction) of the first to third peripheral walls 31 to 33 is formed in a similar shape except for the shapes of the bent portions AD. In this embodiment, the first to third peripheral walls 31 to 33 have four bent portions A to D (first bent portion A, second bent portion B, third bent portion C, fourth bent portion D) and four It has four sides E to H (first side E, second side F, third side G, fourth side H), and the outer shape of the cross section of the first to third peripheral walls 31 to 33 is formed in a substantially rectangular shape. The first to third peripheral walls 31 to 33 are arranged coaxially with a common axis X as the center. The axis X extends in the vehicle width direction and coincides with the projecting direction of the shock absorber 30 .

When viewed from the direction along the axis X, the bent portions A to D are arranged at positions aligned with each other in the circumferential direction. The first side E extends forward and backward in the upper portion, the second side F extends vertically in the front portion, the third side portion G extends forward in the lower portion, and the fourth side portion H extends vertically in the rear portion. . The first bent portion A is provided at the boundary between the first side portion E and the second side portion F, and the second bent portion B is provided at the boundary between the second side portion F and the third side portion G. The bent portion C is provided at the boundary between the third side portion G and the fourth side portion H, and the fourth bent portion D is provided at the boundary between the fourth side portion H and the first side portion E.

Each of the wall surfaces of the first to third peripheral walls 31 to 33 extends parallel to the projecting direction (the direction along the axis X). The heights (lengths in the projecting direction) of the first to third peripheral walls 31 to 33 are set equal to each other. The thicknesses of the first to third peripheral walls 31 to 33 are set equal to each other.

The first connecting wall 34 connects the proximal edge of the first peripheral wall 31 and the distal edge of the second peripheral wall 32 . The first connecting wall 34 extends along the proximal side edge of the first peripheral wall 31 and the distal side edge of the second peripheral wall 32 and is formed in a frame shape. The second connecting wall 35 connects the proximal side edge of the second peripheral wall 32 and the distal side edge of the third peripheral wall 33 . The second connecting wall 35 extends along the proximal edge of the second peripheral wall 32 and the distal edge of the third peripheral wall 33 and is formed in a frame shape.

The first connecting wall 34 and the second connecting wall 35 are formed in a plate shape whose surfaces are perpendicular to the axis X. As shown in FIG. That is, each connecting wall 34, 35 is arranged perpendicular to each peripheral wall 31-33. The thicknesses of the first connecting wall 34 and the second connecting wall 35 are set equal to the thicknesses of the first to third peripheral walls 31 to 33 . Widths of the connecting walls 34 and 35 (distances between adjacent peripheral walls) are formed to be the same at portions corresponding to the sides E to H. As shown in FIG.

As shown in FIG. 5, in this embodiment, the radius of curvature of the first bent portion A positioned on the distal side is set smaller than the radius of curvature of the first bent portion A positioned on the proximal side. That is, the curvature radius R1 of the first bent portion A of the first peripheral wall 31 is set smaller than the curvature radius R2 of the first bent portion A of the second peripheral wall 32, and the curvature radius R2 of the first bent portion A of the second peripheral wall 32 is set smaller than the radius of curvature R3 of the first bent portion A of the third peripheral wall 33 (R1<R2<R3). As a result, at the first bent portion A, the width W1 of the first connecting wall 34 (the length from the proximal edge of the first peripheral wall 31 to the distal edge of the second peripheral wall 32) becomes the width W2 of the second connecting wall 35 ( (W1>W2).

In this embodiment, the radii of curvature of the second bent portions B are the same, and the widths of the first connecting wall 34 and the second connecting wall 35 at the second bent portions B are the same. Similarly, the radius of curvature of each of the third bent portions C is the same, and the widths of the first connecting wall 34 and the second connecting wall 35 at the third bent portion C are the same. The radius of curvature of each of the fourth bent portions D is the same, and the widths of the first connecting wall 34 and the second connecting wall 35 at the fourth bent portion D are the same.

As shown in FIGS. 2 to 5, a flange 41 extending outward from the third peripheral wall 33 is provided at the proximal edge of the third peripheral wall 33 . The flange 41 is formed in a plate shape substantially perpendicular to the projecting direction, and is formed along the entire circumference along the base end side edge of the third peripheral wall 33 .

The shock absorber 30 is connected to the door trim 3 by connecting the flange 41 to the vehicle outer side surface of the bulging portion 18 . The connection between the flange 41 and the bulging portion 18 may be achieved by bonding with an adhesive, double-sided tape, or the like, fastening with screws, locking with locking claws, or the like.

In this embodiment, the flange 41 is provided with fastening seats 42 to 44 . The fastening seats 42 to 44 are fastened to the outer side surface of the bulging portion 18 with fasteners such as bolts and rivets. The fastening seats 42 to 44 are a first fastening seat 42 provided at a portion corresponding to the first side E and a second fastening seat 43 provided at a portion corresponding to the second side F of the flange 41. , and a third fastening seat 44 provided at a portion corresponding to the third side portion G. Bent portions A to D are arranged between two adjacent fastening seats 42 to 44 in the circumferential direction. Specifically, a first curved portion A is arranged between the first fastening seat 42 and the second fastening seat 43, and a second curved portion B is arranged between the second fastening seat 43 and the third fastening seat 44. are placed.

As shown in FIG. 5, when viewed from the direction along the axis X, the center of the drawing of the end wall 36 (the axis X of each of the peripheral walls 31 to 33) is arranged inside a triangle with the three fastening seats 42 to 44 as vertices. It is

As shown in FIGS. 1 and 3 , the shock absorber 30 is arranged above the lamp accommodating portion 21 on the vehicle outer side surface of the bulging portion 18 . As shown in FIGS. 3 to 5, the flange 41 corresponding to the third side portion G is formed with a notch portion 46 for avoiding the lamp accommodating portion 21. As shown in FIGS. Contact between the flange 41 and the lamp housing portion 21 is avoided by the projection of the lamp housing portion 21 into the notch portion 46 .

As shown in FIG. 1 , the shock absorber 30 is arranged below the armrest portion 15 when the flange 41 is coupled to the bulging portion 18 . The first side E of each of the peripheral walls 31 to 33 and the upper edge 47 of the flange 41, which constitute the upper edge of the shock absorber 30, are arranged parallel to each other and slanted downward toward the rear. Each of the first side portions E is configured such that the distance between its rear end and the armrest portion 15 is greater than the distance between its front end and the armrest portion 15 .

The end wall 36 may face the vehicle interior side surface of the inner panel 4 via a gap, or may contact the vehicle interior side surface of the inner panel 4 . When viewed along the axis X, the end wall 36 is positioned so that at least a portion of the end wall 36 overlaps the reinforcing member 7 . Further, the end wall 36 may be arranged at a position where the entire area of the end wall 36 overlaps with the reinforcing member 7 when viewed from the direction along the axis X. As shown in FIG. Further, the flange 41 may be arranged at a position where the entire area of the flange 41 overlaps with the reinforcing member 7 when viewed from the direction along the axis X. As shown in FIG. Further, the reinforcing member 7 may have an extended portion 49 protruding in the vertical direction in order to increase the area facing the shock absorber 30 .

The relative positions of the reinforcing member 7 and the shock absorber 30 can be arbitrarily set according to the purpose. For example, when viewed from the direction along the axis X, the entire area of the first connecting wall 34 overlaps with the reinforcing member 7 , while the second connecting wall 35 partially overlaps with the reinforcing member 7 . A relative position with respect to the absorber 30 may be determined. Further, the reinforcement member 7 and the shock absorber 30 are arranged such that the entire area of the second connecting wall 35 overlaps with the reinforcement member 7 when viewed from the direction along the axis X, while a portion of the flange 41 does not overlap with the reinforcement member 7 . may be determined relative to

As shown in FIG. 1, the courtesy lamp 51 is inserted into the recessed portion of the lamp accommodating portion 21 . As shown in FIG. 3, the wiring 52 of the courtesy lamp 51 passes through the through-hole formed in the bottom of the lamp accommodating portion 21 and extends into the space 19, and is connected to an electronic control board 53 provided in the armrest portion 15. there is The wiring 52 is arranged in the space 19 along a groove 54 formed at the boundary between the peripheral walls 31 to 33 and the connecting walls 34 and 35 . Thereby, the wiring 52 can be supported by the shock absorber 30, and the swinging of the wiring 52 can be suppressed. For example, by running the wiring 52 along the groove 54 formed at the boundary between the first peripheral wall 31 and the first connecting wall 34, the wiring 52 can be arranged in a relatively straight line and the wiring 52 can be shortened. Further, by running the wiring 52 along the groove 54 formed at the boundary between the second peripheral wall 32 and the second connecting wall 35, the wiring 52 can be arranged at a position close to the vehicle outer side surface of the door trim 3. Interference with other devices can be avoided. The wiring 52 may be adhered to the shock absorber 30 with double-sided tape, adhesive, or the like.

As shown in FIGS. 2 and 6, a seat 60 for a passenger 100 to sit on is provided on the inner side of the door 1 . The seat 60 has a seat cushion 63 provided on a floor 61 of the vehicle body via a slide rail 62 and a seat back 64 provided at the rear end of the seat cushion 63 . The seat cushion 63 is arranged on the side of the bulging portion 18 and the pocket portion 17 . The upper edge 47 of the flange 41 has a portion positioned above the upper end of the seat cushion 63 when viewed in the direction along the axis X. As shown in FIG. The upper edge 47 of the flange 41 is arranged generally along the upper edge of the seat cushion 63 . It is preferable that the first side portion E (upper side portion) of the third peripheral wall 33 is arranged below the upper edge of the seat cushion 63 when viewed from the direction along the axis X. As shown in FIG. In addition, when viewed from the direction along the axis X, the front end of the upper edge 47 of the flange 41 is located forward of the hip joint of the occupant 100 seated on the seat cushion 63, and the rear end of the upper edge 47 of the flange 41 is located forward of the occupant 100. located posterior to the hip joint.

The operation and effects of the door 1 and the shock absorber 30 constructed as above will be described. A side collision of the vehicle causes the door 1 to move toward the inside of the vehicle, and the shock absorber 30 is axially compressed between the inner panel 4 and the seat cushion 63 . The shock absorber 30 changes from the initial state shown in FIG. 7A to the first peripheral wall 31 and the second peripheral wall 32 as shown in FIG. moves proximally. At this time, the deformation of the shock absorber 30 absorbs the load. As shown in FIG. 7C, the deformation of the first connecting wall 34 and the second connecting wall 35 ends when the first peripheral wall 31, the second peripheral wall 32, and the third peripheral wall 33 substantially overlap. After that, the first peripheral wall 31, the second peripheral wall 32, and the third peripheral wall 33 compressively deform to further absorb the load.

In the shock absorber 30 according to the present embodiment, since the curvature radii R1 to R3 of the first bent portions A of the peripheral walls 31 to 33 are set smaller toward the tip side, the amount of load that can be absorbed by the peripheral walls 31 to 33 can reduce the difference between In addition, since the widths W1 and W2 of the connecting walls 34 and 35 at the first bent portion A are set smaller toward the distal end side, the difference in deformability between the connecting walls 34 and 35 can be reduced. Therefore, the first connecting wall 34 and the second connecting wall 35 can start deforming substantially at the same time.

The shock absorber 30 can increase the contact area with the door trim 3 by means of the flange 41 . As a result, the shock absorber 30 that receives the load from the inner panel 4 can receive the reaction force from the door trim 3 with good stability.

Since the first and second bent portions A and B are arranged between the adjacent fastening seats 42 to 44 provided on the flange 41, the shock absorber 30 can be coupled to the door trim 3 with good stability. In addition, since the center of the drawing (axis X) of the end wall 36 is arranged inside the triangle with the three fastening seats 42 to 44 as vertices, the shock absorber 30 can be coupled to the door trim 3 with good stability. .

Since the upper edge 47 of the flange 41 that forms the upper edge of the shock absorber 30 is inclined downward toward the rear, the shock absorber 30 can be arranged so as to avoid the abdomen of the occupant 100 seated on the seat 60 . . Since the first side E of each of the peripheral walls 31-33 is arranged parallel to the upper edge 47 of the flange 41, each of the peripheral walls 31-33 can be enlarged.

Since the first side portions E of the peripheral walls 31 to 33 and the upper edge 47 of the flange 41 are inclined, a space is formed between the shock absorber 30 and the armrest portion 15 . Since this space corresponds to the side of the abdomen of the occupant 100, the load applied to the occupant 100 can be reduced.

Since the shock absorbing body 30 has the front end located at the uppermost position, it is possible to increase the size while avoiding the abdomen of the occupant 100 . This makes it possible to increase the amount of load that can be absorbed by the shock absorber.

Since at least a portion of the end wall 36 overlaps the reinforcing member 7 when viewed from the direction along the axis X, the collision load from the vehicle body side can be reliably transmitted to the shock absorbing body 30 via the reinforcing member 7. can.

Although the specific embodiments have been described above, the present invention is not limited to the above embodiments and can be widely modified. For example, as shown in FIG. 8, the impact absorber 30 may have a plurality of coupling pieces 68 extending perpendicularly from the outer edge of the flange 41 . The bulging portion 18 has a stepped portion 69 protruding outside the vehicle on the vehicle exterior side surface. The flange 41 is fastened to the projecting end surface 69A of the stepped portion 69, and the coupling piece 68 is fastened to the side surface 69B of the stepped portion 69. As shown in FIG. The shock absorber 30 can be stably attached to the door trim 3 by fastening the shock absorber 30 to the stepped portion 69 at the flange 41 and the plurality of joint pieces 68 that are perpendicular to each other.

Also, the material of the shock absorbing body 30 may be changed depending on the part. The shock absorber 30 is formed by combining two parts, a high elastic part 71 made of a high elastic material and a low elastic part 72 made of a low elastic material whose elastic modulus is lower than that of the high elastic material. Good. The low-elasticity portion 72 may be formed only from a base material such as polyethylene or polypropylene, and the high-elasticity portion 71 may contain fibers such as nanocellulose, carbon, or glass in a base material such as polyethylene or polypropylene. The high-elasticity portion 71 and the low-elasticity portion 72 are joined to each other by two-color molding, welding, bonding with an adhesive, or the like.

As shown in FIG. 9A, in the first example, the flange 41 is the high-elasticity portion 71, and the peripheral walls 31-33, the connecting walls 34 and 35, and the end wall 36 are the low-elasticity portions 72. As shown in FIG. In this case, deformation and breakage of the flange 41 are suppressed, and the position of the shock absorber 30 relative to the trim is stabilized. As a result, the shock absorber 30 can reliably receive the load.

As shown in FIG. 9B, in the second example, the first stepped portion 37 (the end wall 36 and the first peripheral wall 31) is the highly elastic portion 71, and the second stepped portion 38 (the first connecting wall 34 , second peripheral wall 32 ), third stepped portion 39 (second connecting wall 35 , third peripheral wall 33 ), and flange 41 constitute low elastic portion 72 . In this case, deformation and breakage of the first step portion 37 are suppressed, and the shock absorber 30 can reliably receive the load from the inner panel 4 . When viewed from the direction along the axis X, the end wall 36 can reliably receive the load from the reinforcing member 7 when at least a portion of the end wall 36 overlaps the reinforcing member 7 .

As shown in FIG. 9C, in the third example, the first connecting wall 34, the second peripheral wall 32, the second connecting wall 35, and the third peripheral wall 33 are the high-elasticity portions 71, and the end walls 36, The first peripheral wall 31 and the flange 41 are the low elastic portion 72 . In this case, the rigidity of the second stepped portion 38 and the third stepped portion 39 can be increased to control the deformation mode in a desired mode. In particular, when another member such as the wiring 52 is supported by the shock absorber 30, it is possible to suppress the other member from being involved in the deformation of the shock absorber 30 by increasing the rigidity of that portion.

The high-elasticity portion 71 and the low-elasticity portion 72 may be set according to the part of the shock absorber 30 . As shown in FIG. 10, in the fourth example, the upper half of the shock absorber 30 is a high-elasticity portion 71 and the lower half is a low-elasticity portion 72 . Also, the portion of the shock absorber 30 where other members such as the wiring 52 are arranged may be the high elastic portion 71 and the other portion may be the low elastic portion 72 .

In other embodiments, a plurality of shock absorbers 30 may be provided. As shown in FIG. 11 , the door trim 3 may be provided with a first shock absorber 75 and a second shock absorber 76 . Each of the first shock absorber 75 and the second shock absorber 76 includes a plurality of peripheral walls 31 to 33, at least one connecting wall 34, 35, end walls 36 and 41, similar to the shock absorber 30 described above. have The first and second shock absorbers 75 and 76 may have different sizes, heights, widths, shapes, and the number of steps. The first and second shock absorbers 75, 76 may be arranged adjacent to each other. In this case, a part of the flange 41 of the first and second shock absorbers 75 and 76 may be shared, and the first and second shock absorbers 75 and 76 may be integrally formed.

Also, the first and second shock absorbers 75 and 76 may be arranged apart from each other. The first shock absorber 75 may be arranged in the lower front portion of the trim body portion 13 , and the second shock absorber 76 may be arranged in the lower rear portion. In this case, the first shock absorbers 75 may be arranged at positions corresponding to the knees of the occupant 100 seated on the seat 60 , and the second shock absorbers 76 may be arranged at positions corresponding to the hips of the occupant 100 . Also, the first impact absorbing body 75 may be formed larger than the second impact sphere. In another example, the first and second shock absorbers 75 and 76 may be vertically spaced apart.

The impact absorber 30 may be made of metal, for example. In this case, the shock absorber 30 is preferably formed by drawing or combining a plurality of members by welding or the like.

The number of steps (the number of peripheral walls 31 to 33) of the shock absorber 30 may be arbitrarily changed within a range of two or more. In addition, the outer cross-sectional shape of each of the peripheral walls 31 to 33 can be various shapes such as square, rectangle, polygon, circle, ellipse and star. Further, the thickness of each of the peripheral walls 31 to 33 and each of the connecting walls 34 and 35 can be set arbitrarily. The thicknesses of the peripheral walls 31 to 33 and the connecting walls 34 and 35 may be set equal to each other, or may be set to values different from each other.

Also, at least one of the peripheral walls 31 to 33 may be inclined toward the axis so that the width decreases from the proximal side to the distal side. According to this configuration, it is possible to reduce the rigidity of the peripheral wall and adjust the amount of load that can be absorbed.

The shock absorbers 30 are provided not only between the door panel 2 (inner panel 4) and the door trim 3, but also between the side panels forming the sides of the passenger compartment and the luggage room, and the trim provided on the passenger compartment side of the side panels. It can be arranged in various spaces such as between

As shown in FIG. 12 , the shock absorber 30 may be provided between the seat cushion frame 111 forming the skeleton of the seat cushion 63 and the cover 65 . The seat cushion frame 111 includes a pair of left and right side frames 112, a front member (not shown) connecting the front ends of the left and right side frames 112 together, and a rear member (not shown) connecting the rear ends of the left and right side frames 112 together. and have. The shock absorber 30 is fastened at the flange 41 to the outer surface of the side frame 112 arranged on the outer side of the vehicle, and the end wall 36 faces the inner surface of the cover 65 . According to this aspect, when the door 1 moves toward the inside of the vehicle due to a side collision of the vehicle, the impact absorbing member 30 is compressed between the door 1 and the side frame 112 to absorb the load.

1: Door 2: Door panel (framework member)
3: Door trim 4: Inner panel 7: Reinforcement member 15: Armrest portion 18: Swelling portion 21: Lamp accommodating portion (equipment accommodating portion)
30 : Shock absorber 31 : First peripheral wall 32 : Second peripheral wall 33 : Third peripheral wall 34 : First connecting wall 35 : Second connecting wall 36 : End wall 37 : First stepped portion 38 : Second stepped portion 39 : Third step 41 : Flange 42 : First fastening seat 43 : Second fastening seat 44 : Third fastening seat 46 : Notch 47 : Upper edge 52 : Wiring 54 : Groove 60 : Seat 61 : Floor 68 : Coupling piece 100 : Occupant A to D : Bent part E to F : Side part X : Axis line

Claims (1)

A cylindrical shock absorber projecting from the trim toward the frame member between the frame member and a trim covering the side surface of the frame member,
a plurality of cylindrical peripheral walls arranged in a projecting direction from a proximal end on the trim side to a distal end on the frame member side, and having a narrower width in a direction orthogonal to the projecting direction toward the distal end side;
at least one connecting wall connecting edges of adjacent peripheral walls to each other;
an end wall that closes the end of the peripheral wall closest to the distal end;
a flange provided at the end of the peripheral wall closest to the proximal end and extending outward from the peripheral wall;
a connecting piece extending perpendicularly from the flange;
the flange abuts the trim;
An impact absorber, wherein the connecting piece is connected to the trim.

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