JP5305720B2 - Buffer structure for large vehicles - Google Patents

Description

  The present invention relates to a structure for mitigating an impact when another vehicle such as a passenger car collides with a large vehicle such as a truck.

  2. Description of the Related Art Conventionally, there is known a truck provided with a front underrun protector for preventing other vehicles such as a passenger car from entering under a collision in front of a front cross member. The front underrun protector includes a front underrun protector stay projecting downward from a pair of left and right side members, a coupling member projecting from the stay toward the front of the track, and a front end of the coupling member. An under-run protector beam that is attached and curved to the front of the vehicle is formed. In a truck configured in this way, when another vehicle collides from the center of the front, the colliding other vehicle sinks into the lower space of the bumper with the underrun protector beam, the coupling member, the front underrun protector stay and the side member. I am trying not to.

  However, when another vehicle collides with the under-run protector beam in a so-called offset collision, that is, when the other vehicle collides from the front side to the side thereof, the under-run protector beam is mainly caused by the collision of the other vehicle. Since the impact energy acts, the beam may be deformed and the collision vehicle may hit directly the rigid side member and front cross member.

In order to eliminate this point, as shown in FIG. 10, the under-run protector stay 2 and the under-run protector beam 3 attached to the side member 1 are connected by the coupling member 4 and obliquely outside the under-run protector stay 2. An underrun protector (see, for example, Patent Document 1) is proposed in which a side coupling member 6 projecting in the direction is connected to an end portion of an underrun protector beam 3. In the underrun protector configured as described above, the side coupling member 6 is provided separately from the coupling member 4, so that, in the case of an offset collision, the side coupling member 6 is impacted by the collision via the under-run protector beam 3. Since energy is transmitted, it is expected that the side coupling member 6 suppresses deformation of the under-run protector beam 3 to avoid a situation in which the collision vehicle directly hits the side member and the front cross member.
Japanese Patent Laying-Open No. 2003-72493 (Claims, paragraph [0013], paragraph [0023], FIG. 1)

  Here, in the under-run protector shown in the above-mentioned conventional patent document 1, in order to suppress the deformation of the under-run protector beam 3 due to the collision of another vehicle by the coupling member and the side coupling member, the coupling for suppressing the deformation is used. It is necessary to make the member and the side coupling member act as a crash box that absorbs collision energy. However, the under-run protector beam 3 disclosed in the above-mentioned conventional patent document 1 is formed in a curved shape, and the side coupling member is attached to the under-run protector beam 3 so as to be inclined. For this reason, the impact applied to the side coupling member via the beam 3 at the time of the offset collision is shifted from the axial direction of the side coupling member rather than being applied in the axial direction to compress the side coupling member. The coupling member is tilted against the beam. For this reason, in the said conventional underrun protector, a coupling member and a side coupling member cannot be made to act as a crash box which absorbs collision energy, and deformation of the underrun protector beam 3 cannot be sufficiently suppressed. There were still problems to be solved.

  Further, in the under-run protector shown in the above-mentioned conventional patent document 1, since the beam is formed to be curved toward the front as a whole, the number of processing steps of the coupling surface of the coupling member and the side coupling member and the beam is increased. In addition, there is a problem that the attaching operation of the coupling member and the side coupling member to the beam becomes relatively troublesome.

  The objective of this invention is providing the buffer structure of the large vehicle which can absorb effectively the collision energy when another vehicle collides from the front side.

  Another object of the present invention is to provide a shock absorbing structure for a large vehicle that can reduce the man-hours for crash box and beam and can reduce the man-hours for attaching the crash box to the beam.

  As shown in FIG. 1, the invention according to claim 1 includes a front cross member 11b installed in front of a pair of left and right side members 11a, and the intrusion of another vehicle at the time of a collision below the front cross member 11b. This is an improvement of a shock absorbing structure for a large vehicle provided with a front underrun protector 13 provided to prevent this.

The characteristic configuration is that the front underrun protector 13 includes an underrun protector beam 14 provided along the front surface of the large vehicle 10, and a crash box 15 and 16 for connecting the beam 14 and the pair of side members 11a. The under-run protector beam 14 has a straight portion 14a provided extending in the vehicle width direction at the center in the vehicle width direction, and a first bent portion 14b in which the outer side in the vehicle width direction is located behind the outside of the straight portion 14a. The first folding part 14c connected to the left and right ends of the straight part 14a and the second folding part 14d with the outer side in the vehicle width direction behind the outer side of the first folding part 14c. and a second folding portion 14e which is connected to the section 14c, the first bracket 17 is provided to extend downward to the side of the side members 11a, A second bracket 19 protrudes outward from the side member 11a at the lower portion of the one bracket 17, and the front surface of the second bracket 19 extends from the first bracket 17 side in a direction perpendicular to the traveling direction of the large vehicle 10. The crash box has an orthogonal portion 19a and an inclined portion 19b that is connected to the orthogonal portion 19a on the outer side in the vehicle width direction of the orthogonal portion 19a and has a front surface that faces obliquely outward, and the rear surface of the crash box is orthogonal to the second bracket 19 The inner crush box 15 is attached to the front surface of the portion 19a, the front surface is attached to the rear surface of the first folded portion 14c and extends from the orthogonal portion 19a toward the first folded portion 14c, and the rear surface is an inclination of the second bracket 19. outer cladding the front attached to the part 19b front is formed in a cylindrical shape extending toward the mounted inclined portion 19b on the surface after the second folding portion 14e to the second folding portion 14e It is in place and a Yubokkusu 16.

  The invention according to claim 2 is the invention according to claim 1, wherein the outer crash box 16 is a cylindrical object whose front end opening is provided in the second folding part, and the front end opening is located in the vehicle width direction. It is characterized in that the end edge is attached to be inclined with respect to the vehicle traveling direction so as to be located on the outer side in the vehicle width direction from the outer edge in the vehicle width direction of the rear end opening.

  In the shock absorbing structure for a large vehicle according to the present invention, a first fold is formed at each of the left and right ends of the under-run protector beam, and a second fold is formed at the outer side in the vehicle width direction from the first fold. Since the inner crash box provided in the left and right first folding parts and the outer crash box provided in the left and right second folding parts, respectively, when another vehicle collides with the underrun protector beam from the front center. The under-run protector beam and the inner crash box are mainly compressed and deformed in the axial direction to absorb the impact energy and prevent other vehicles from entering the space below the bumper. On the other hand, in the case of an offset collision in which another vehicle collides with the underrun protector beam by shifting from the front side to the side, the inner crash box and the outer crash box on that side are mainly compressed and deformed in the axial direction. This absorbs the impact energy and prevents other vehicles from entering the space below the bumper.

  Here, since the first fold and the second fold are formed at the left and right ends of the under-run protector beam, the first and second crush boxes are provided at right angles to these folds so that their crashes can be obtained. The box is not attached to be inclined with respect to the first fold and the second fold. For this reason, the direction of the collision transmitted to the inner and outer crash boxes via the beam at the time of the offset collision is not significantly deviated from the axial direction, and the outer crash box is reliably compressed and deformed in the axial direction, and the offset In all cases at the time of a collision, the collision energy can be effectively absorbed.

  In addition, if the outer crash box is a cylindrical object, the front end opening is inclined and mounted so that the inner edge in the vehicle width direction is located outside the outer edge in the vehicle width direction of the rear end opening. When the other vehicle collides with the underrun protector beam from the front center, the outer crash box falls down against the beam without being compressed and deformed. For this reason, the energy at the time of a collision can be concentrated on the inner crush boxes on the left and right, and the crush box can be reliably compressed and deformed to effectively absorb the impact energy. Then, by positioning the underrun protector beam in front of the front cross member, the length of the inner crash box and the outer crash box in the vehicle front-rear direction can be increased, and the energy that can be absorbed by the compression deformation can be increased. .

  Furthermore, since the beam is bent in a plurality of times, the angle of the single bent portion is reduced, ensuring the beam bending workability, and suppressing the generation of cracks in the beam during the beam bending process. . In addition, since the beam is bent at least at two points, the beam is bent as compared with the conventional under-run protector, which makes it difficult to attach the coupling member and the side coupling member to the beam curved in the forward direction. By attaching the crush box to the flat part between the two parts, it is possible to reduce the processing steps of the crush box and the beam and to attach the crush box to the beam relatively easily.

  Next, the best mode for carrying out the present invention will be described with reference to the drawings. As shown in FIG. 1 to FIG. 3, a shock absorber structure for a truck 10, which is a large vehicle, includes a front cross member 11 b erected in front of a pair of left and right side members 11 a and 11 a of a chassis frame 11, and the front cross member. A front under-run protector 13 is provided in front of the lower side of 11b to prevent the other vehicle for collision from entering. The front underrun protector 13 includes an underrun protector beam 14 provided along the front surface of the track 10, an inner crash box 15 that connects the outside of the beam 14 to the outside of the pair of side members 11 a and 11 a, and an outer crash box 15. And a crash box 16. In this embodiment, a truck is used as a large vehicle. However, a dump truck, a trailer, a large special vehicle, or other large vehicle with a high vehicle height may be used.

  As shown in FIGS. 1 to 4, the upper portions of the pair of first brackets 17, 17 extending downward are fastened to the side surfaces of the pair of side members 11 a, 11 a by fastening members 18 (FIG. 4) such as bolts. Is done. The first brackets 17 and 17 include a plate-like portion 17b (FIG. 4) formed in a plate shape from a relatively thick steel plate, and a box-like portion 17c formed in a box shape by bending and welding a relatively thick steel plate. (FIGS. 1 and 4). By fastening the plate-like portions 17b and 17b of the pair of first brackets 17 and 17 to the pair of side members 11a and 11a, the first bracket 17 protrudes downward from the outer surface of the side member 11a. The box-shaped portion 17c is configured to be positioned below the side member 11a.

  A pair of second brackets 19, 19 further project from the box-shaped portion 17 c of the first brackets 17, 17 toward the outside of the pair of side members 11 a, 11 a. Two bolts 21 (FIGS. 1 and 4) project from the end surface of the second bracket 19 that faces the box-shaped portion, and the mounting hole 17a formed in the box-shaped portion of the first bracket 17 has this bolt. The nut 21 (FIG. 1) is screwed into the portion protruding from the box-shaped portion 17c by inserting the bolt 21 so that the pair of second brackets 19 and 19 are connected to the lower portions of the pair of first brackets 17 and 17. The side members 11a and 11a project outward.

  Since the second brackets 19 and 19 have a bilaterally symmetric structure, the second bracket 19 on the right side shown in FIG. 1 will be described. The second bracket 19 is made of a cylindrical member having a square cross section, and has a rectangular box shape. By configuring, the rigidity is increased. The second bracket 19 has a front surface extending from the first bracket 17 side in a direction orthogonal to the traveling direction of the track 10, and an orthogonal portion 19a on the outer side in the vehicle width direction of the orthogonal portion 19a. There is an inclined portion 19b that intersects the front surface of the orthogonal portion 19a at a predetermined angle and that the front surface faces obliquely outward (FIG. 1).

  As shown in FIGS. 1 to 4, the under-run protector beam 14 is formed by bending both ends in the longitudinal direction of an extruded aluminum bar twice. The beam 14 includes a straight portion 14a at the center in the vehicle width direction, a first bent portion 14c continuously provided on both sides of the straight portion 14a via a first bent portion 14b, and an outer side of the first bent portion 14c. And a second bent portion 14e provided continuously via the second bent portion 14d. That is, the first bent portion 14c is connected to the straight portion 14a via the first bent portion 14b such that the outer side in the vehicle width direction is behind the outer side of the straight portion 14a, and the second bent portion 14e is connected in the vehicle width direction. The outer side of the first bent part 14c is connected to the first bent part 14c via a second bent part 14d. The front surface of the inclined portion 19b of the second bracket 19 is formed so as to face the second folded portion 14e and be parallel to the second folded portion 14e.

  The inner crash box 15 is attached to the front surface of the orthogonal portion 19 a of the second bracket 19, and the outer crash box 16 is attached to the front surface of the inclined portion 19 b of the second bracket 19. An underrun protector beam 14 is installed in front of the crash boxes 15 and 16. Specifically, the front surface of the inner crash box 15 is attached to the rear surface of the first folded portion 14c of the beam 14, and the front surface of the outer crash box 16 is attached to the rear surface of the second folded portion 14e of the beam 14. The underrun protector beam 14 is connected to the outside of the pair of side members 11a and 11a through the inner crash box 15 and the outer crash box 16.

  The inner crush box 15 includes a first cylindrical portion 15a having a rectangular cross section when cut along a plane orthogonal to the traveling direction of the track 10, and a beam 14 on the front surface of the first cylindrical portion 15a. The first front mounting plate 15b that is provided so as to be inclined along the first bent portion 14c and is welded to the front surface of the first cylindrical portion 15a, and the second bracket 19 on the rear surface of the first cylindrical portion 15a. A first rear mounting plate 15c provided along the front surface of the orthogonal portion 19a and welded to the rear surface of the first cylindrical portion 15a. The first cylindrical portion 15a is composed of three types of U-shaped channel steel plates 15j, 15k, and 15m that are bent so that the cross-section is U-shaped, as shown in FIG. It is made by welding the two sides together so that the center parting line enters the frame. As shown in detail in FIG. 1, a U-shaped steel plate 15j constituting the inner surface on the side member 11a side is formed in parallel with the traveling direction of the vehicle, and a U-shaped steel plate constituting the outer surface in the width direction of the vehicle. 15k is formed to incline outward toward the front.

  That is, the first cylindrical portion 15a made by welding both sides of three types of U-shaped steel plates 15j, 15k, and 15m has a vertical inner surface M1 on the side member 11a side. Thus, the beam 14 is formed parallel to the traveling direction of the track 10 so as to be perpendicular to the straight portion 14a. On the other hand, the vehicle width direction outer side surface M2 of the first cylindrical portion 15a is vertical and is formed to incline outward toward the front so as to be perpendicular to the first folding portion 14c of the beam 14. . In the case of the present embodiment, as shown in FIG. 1, the angle α formed by the outer surface M2 of the first cylindrical portion 15a with respect to the traveling direction of the large vehicle is such that the straight portion 14a and the first folding portion of the beam 14 It is equal to the angle formed by 14c, and its specific value is 15 to 25 degrees. And the U-shaped steel plate 15m provided at the center of the cylindrical portion 15a is provided so as to bisect the cylindrical portion 15a at the central portion, thereby preventing the cross section of the cylindrical portion 15a from being broken. In addition, it is configured to improve resistance to axial compression. And it attaches to the 1st front part mounting plate 15b in the state which the mounting bolt 15d protruded toward the front. Accordingly, the inner crash box 15 is formed in a trapezoidal shape that is deformed so as to increase in width as it moves forward in a top view.

  As shown in FIGS. 1 to 5, the outer crash box 16 is welded to the second cylindrical portion 16 a formed in an octagonal cross section and the front surface of the second cylindrical portion 16 a. It has the 2nd front part mounting plate 16b of the square shape larger than the cross-sectional shape of the cylindrical part 16a, and the 2nd rear part mounting plate 16c welded to the rear surface of the 2nd cylindrical part 16a. The second front mounting plate 16b is provided to be inclined so as to be orthogonal to the axis of the second cylindrical portion 16a and along the second bent portion 14e of the beam 14. The second rear mounting plate 16c is provided to be inclined so as to be orthogonal to the axis of the second tubular portion 16a and along the front surface of the inclined portion 19b of the second bracket 19. Then, at the four corners of the second front mounting plate 16b protruding from the periphery of the second cylindrical portion 16a, the front mounting bolts 16d are respectively on the same circumference centering on the axis of the second cylindrical portion 16a. Projected forward. Further, at the four corners of the second rear mounting plate 16c projecting from the periphery of the second cylindrical portion 16a, rear mounting bolts 16e are respectively directed rearward on the same circumference centered on the axis of the second cylindrical portion 16a. Is projected. The first rear mounting plate 15c of the inner crash box 15 and the second rear mounting plate 16c of the outer crash box 16 are integrally formed by bending a steel plate. Thereby, the inner crash box 15 and the outer crash box 16 are connected via the first and second rear mounting plates 15c, 16c.

  Further, the side member 11 a side end portion of the first rear mounting plate 15 c of the inner crash box 15 is formed with a clamping portion 15 e bent rearward, and the first rear mounting plate 15 c is connected to the orthogonal portion 19 a of the second bracket 19. When superposed on the front surface, the holding portion 15e is configured to hold the box-like portion 17c of the first bracket 17 together with the second bracket 19. A slit 15f for inserting a bolt 21 projecting from the second bracket 19 is formed in the clamping portion 15e so as to extend forward from the rear end. On the other hand, the inclined portion 19b of the second bracket 19 is formed with an insertion hole 19c through which the rear mounting bolt 16e protruding from the second rear mounting plate 16c is inserted. Then, the second rear mounting plate 16c is fixed to the second bracket 19 by screwing the nut 16g from the opposite side where the respective rear mounting bolts 16e are inserted into the corresponding insertion holes 19c of the second bracket 19. . In addition, the code | symbol 16h of FIG. 1 is the V-shaped bead used as the base point of buckling formed in the beam 14 vicinity of the outer crush box 16. FIG. Further, the inner crash box 15 and the outer crash box 16 are formed of relatively thin steel plates so as to be deformed before the first and second brackets 17 and 19 and the beam 14 at the time of a frontal collision or an offset collision.

  A first bent portion 14 c of the beam 14 is attached to the front end of the inner crash box 15, and a second bent portion 14 e of the beam 14 is attached to the front end of the outer crash box 16. The first bent portion 14c is formed with a first insertion long hole 14f through which the mounting bolt 15d is inserted, and the second bent portion 14e is formed with a second insertion long hole 14g through which the front mounting bolt 16d is inserted. The underrun protector beam 14 is installed on the left and right crash boxes 15 and 16 by screwing the nuts 15g and 16f from the opposite side where the mounting bolts 15d and 16d are inserted into the corresponding insertion long holes 14f and 14g.

  On the other hand, the front surface of the inclined portion 19b of the second bracket 19 is formed so as to face the second bent portion 14e of the under-run protector beam 14 and to be parallel to the second bent portion 14e. The second front mounting plate 16b and the second rear mounting plate 16c on the front and rear surfaces of the outer crash box 16 are configured to be orthogonal to the axial center of the second cylindrical portion 16a. Inclined with respect to the vehicle traveling direction S. In this embodiment, as shown in FIG. 1, the case where the front end in the vehicle width direction is attached to be inclined so that the inner end edge in the vehicle width direction is located on the outer side in the vehicle width direction from the outer end edge in the vehicle width direction at the rear end. . And the inclination | tilt angle (theta) with respect to the vehicle advancing direction S of this outer crash box 16 is formed larger than the inclination angle (alpha) of the outer surface M2 of the 1st cylindrical part 15a in the inner crash box 15. FIG. Specifically, the inclination angle α of the outer surface M2 of the first cylindrical portion 15a in this embodiment is 15 to 25 degrees, and the inclination of the second cylindrical portion 16a in the outer crash box 16 with respect to the vehicle traveling direction S. The front surface of the inclined portion 19b of the second bracket 19 and the second bent portion 14e of the under-run protector beam 14 are formed so that the angle θ is in the range of 25 to 45 degrees. And this under-run protector beam 14 is attached so that it may be located ahead of the front cross member 11b.

  In the shock absorbing structure of a large vehicle configured in this way, as shown in FIG. 7, when an offset collision occurs in which the passenger car 30, which is another vehicle, collides with the side portion of the underrun protector beam 14 from the front side, As shown in FIG. 8, the inner crash box 15 and the outer crash box 16 at the side thereof are mainly compressed and deformed. Therefore, the impact energy in the offset collision is absorbed by compressing and deforming the inner crash box 15 and the outer crash box 16 at the side in the axial direction, preventing the vehicle 30 from being significantly deformed, The vehicle 30 is prevented from entering the space below the front bumper 28.

  Here, the first bent portion 14c and the second bent portion 14e are formed at the left and right ends of the under-run protector beam 14, respectively, and the inner crash box 15 and the outer crash box with respect to these bent portions 14c and 14e. By providing 16 vertically, it is possible to avoid that the crash boxes 15 and 16 are inclined and attached to the first folding part 14c and the second folding part 14e. Therefore, the direction of the collision transmitted to the inner crash box 15 and the outer crash box 16 via the beam 14 at the time of the offset collision does not deviate from the axial direction, and the inner crash box 15 and the outer crash box 16 are surely In all cases at the time of the offset collision, the collision energy can be effectively absorbed.

  On the other hand, as shown in FIG. 9, when a passenger car 30 as another vehicle collides with the underrun protector beam 14 from the center of the front, the underrun protector beam 14 and the inner crash box 15 are mainly compressed and deformed. By absorbing the impact energy, the other vehicle 30 is prevented from being significantly deformed, and the other vehicle 30 is prevented from entering the space below the front bumper 28. Here, the outer crash box 16 has a second cylindrical portion 16a whose front end opening is provided in the second bent portion 14e, and the inner edge of the front end opening in the vehicle width direction is the vehicle width of the rear end opening. When mounted so as to be inclined with respect to the traveling direction S of the vehicle so as to be located on the outer side in the vehicle width direction from the outer edge in the direction, another vehicle 30 collides with the under-run protector beam 14 from the center of the front. As shown, the outer crash box 16 falls over the beam 14 without being compressed and deformed. For this reason, the energy at the time of a collision can be concentrated on the inner crush boxes 15 and 15 on the left and right sides, the left and right inner crush boxes 15 and 15 are reliably compressed and deformed, and the impact energy is effectively absorbed. It is possible to reliably prevent the passenger car 30 that is the above-mentioned vehicle from being significantly deformed.

  When the under-run protector beam 14 is positioned in front of the front cross member 11b, the lengths of the inner crash box 15 and the outer crash box 16 in the vehicle front-rear direction can be increased, and can be absorbed by compression deformation. Energy can be increased.

  Further, since the under-run protector beam 14 is bent in a plurality of times, the angles of the first and second bent portions 14b and 14d are reduced, ensuring the bending workability of the beam 14, and the under-run protector beam. It is possible to suppress the generation of cracks in the beam during the bending process of 14. Further, since the under-run protector beam 14 is bent at least two places, the inner crash box 15 and the outer crash box 16 are attached to the flat first and second bent portions 14c and 14e between the bent portions 14b and 14d. As a result, it is possible to reduce the processing man-hours of the crash boxes 15 and 16 and the beam 14 and to relatively easily attach the crash boxes 15 and 16 to the beam 14.

It is the A section expanded sectional view of Drawing 7 which shows the buffer structure of the large-sized vehicle of the embodiment of the present invention. It is CC sectional view taken on the line of FIG. It is a principal part perspective view which shows the buffer structure. FIG. 4 is an exploded perspective view of FIG. 3 showing the buffer structure. It is a disassembled perspective view which shows the structure of the front underrun protector. It is the BB sectional view taken on the line of FIG. It is a top view which shows the state just before another vehicle carries out an offset collision with the large sized vehicle. It is a top view which shows the state which the other vehicle collided with the large vehicle. It is a top view which shows the state which the other vehicle collided with the center of the front surface to the large vehicle. It is a principal part disassembled perspective view corresponding to FIG. 3 which shows the conventional buffer structure.

Explanation of symbols

DESCRIPTION OF SYMBOLS 10 Vehicle 11a Side member 11b Front cross member 13 Front under-run protector 14 Under-run protector beam 14c 1st folding part 14e 2nd folding part 15 Inner crash box 16 Outer crash box

Claims (2)

A front cross member (11b) installed at the front of the pair of left and right side members (11a), and a front provided below the front cross member (11b) to prevent the intrusion of other vehicles during a collision. In the shock absorbing structure of a large vehicle equipped with an underrun protector (13),
Crash box in which the front underrun protector (13) connects the underrun protector beam (14), the beam (14), and the pair of side members (11a) provided along the front surface of the large vehicle (10). (15,16)
The under-run protector beam (14) includes a straight portion (14a) extending in the vehicle width direction at the center in the vehicle width direction, and a second portion such that the outer side in the vehicle width direction is behind the outside of the straight portion (14a). A first fold portion ( 14c) connected to the left and right ends of the straight portion (14a) via one fold portion (14b), and the outer side in the vehicle width direction from the outside of the first fold portion (14c). A second fold portion (14e) connected to the first fold portion (14c) via a second fold portion (14d) which is located at the rear ,
A first bracket (17) is provided on the side surface of the side member (11a) so as to extend downward.
A second bracket (19) protrudes outward from the side member (11a) at a lower portion of the first bracket (17).
The second bracket (19) has a front surface extending from the first bracket (17) side in a direction perpendicular to the traveling direction of the large vehicle (10), and a vehicle of the orthogonal portion (19a). An inclined portion (19b) that is connected to the orthogonal portion (19a) on the outer side in the width direction and has a front surface facing obliquely outward,
The crash box has a rear surface attached to the front surface of the orthogonal portion (19a) of the second bracket (19) and a front surface attached to the rear surface of the first folded portion (14c). The first folded portion extends from the orthogonal portion (19a). An inner crush box (15) formed in a cylindrical shape extending toward (14c) , a rear surface is attached to the front surface of the inclined portion (19b) of the second bracket (19), and a front surface is the second bent portion (14e) A shock absorbing structure for a large vehicle, comprising a cylindrical outer crash box (16) attached to the rear surface and extending from the inclined portion (19b) toward the second folded portion (14e).   The outer crash box (16) is a cylindrical object whose front end opening is provided in the second fold, and the inner edge in the vehicle width direction of the front end opening is closer to the vehicle than the outer edge in the vehicle width direction of the rear end opening. The shock absorbing structure for a large vehicle according to claim 1, wherein the shock absorbing structure is attached to be inclined with respect to the traveling direction of the vehicle so as to be located outside in the width direction.

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