JP6311896B2 - Vehicle shock absorption structure - Google Patents

Description

  The present invention is attached to a pair of left and right shock absorbing members formed of a fiber reinforced resin including a plurality of reinforcing fibers continuously extending in the front-rear direction, and to span between the front ends of the pair of shock absorbing members. The present invention relates to a shock absorbing structure for a vehicle equipped with a bumper reinforcement.

  Conventionally, a pair of left and right front side frames or a pair of left and right rear side frames are provided at the front or rear of the vehicle body, and a pair of left and right shock absorbers that can absorb impact energy at the time of collision at the front end portions of these side frames. A structure for attaching a bumper reinforcement extending in the vehicle width direction through a member (crush can) is known. These pair of crash cans are usually formed of a metal material, and absorb impact energy transmitted to the passenger compartment by being compressed and broken in the axial direction at the time of a vehicle collision.

  A crash can is a large component having a heavy weight, and it is also known to be composed of a fiber reinforced resin molded body for weight reduction. The reinforcing fiber includes glass fiber, carbon fiber, metal fiber and the like, and the fiber reinforced resin is formed by combining with the base material. In such a fiber reinforced resin, the reinforced fiber shares mechanical properties such as strength, and the base material resin shares the function of transmitting stress between fibers and the function of protecting fibers.

  In particular, carbon fiber reinforced resin (CFRP) is a characteristic material having both high specific strength (strength / specific gravity) and high specific rigidity (rigidity / specific gravity), so-called lightness, strength and rigidity. As widely used.

  For example, the shock absorbing structure for a vehicle disclosed in Patent Document 1 includes a pair of left and right fiber reinforced resin load energy absorbing materials (impact absorbing members) and a pair of load energy absorbing materials disposed at the front-rear side of the vehicle body. And a bumper reinforcement that extends in the vehicle width direction and is attached to the front end portion of the load energy absorbing member, and the load energy absorbing material is formed in an open cross-sectional shape that is excellent in load energy absorbing capability.

  The performance required for the impact absorbing member is that the amount of energy absorption (hereinafter referred to as EA (Energy Absorption) amount) is large. To absorb.

  Further, the present applicant has already proposed a carbon fiber resin structure capable of absorbing impact energy by sequential destruction at the time of a vehicle collision (Japanese Patent Application No. 2015-227624). The carbon fiber resin structure includes a plurality of sheet-like first carbon fiber layers arranged so that the carbon fibers extend in the compression load input direction, and the carbon fibers intersect with the carbon fibers of the first carbon fiber layers. A plate-like member in which a plurality of sheet-like second carbon fiber layers arranged so as to extend alternately is formed into an impact absorbing member having an open cross section of a predetermined shape, and a compression load is input In some cases, the second carbon fiber layer is configured to peel from the first carbon fiber layer.

  Accordingly, the pillar-shaped pillar portion can be formed by the first carbon fiber layer on the inner side in the plate thickness direction from the second carbon fiber layer with the second carbon fiber layer as a boundary portion, and the second carbon fiber layer can be formed at the time of a vehicle collision. The first carbon fiber layer on the outer side in the plate thickness direction can form a front part that peels off from the pillar part in a branch shape. Therefore, both end portions in the plate thickness direction of the fiber reinforced resin can be reliably and stably destroyed sequentially, and the amount of EA can be increased.

JP 2007-8283 A

  However, even with the shock absorbing structure as described above, the shock absorbing member may not be stably broken, and may not contribute effectively to the EA amount. For example, an impact absorbing member has an impact absorbing wall portion that absorbs impact energy by compressive fracture, and a tip wall portion that attaches a bumper reinforcement to the impact absorbing wall portion. The wall portion and the tip wall portion are broken and separated. At this time, the broken tip of the shock absorbing wall moves due to the compressive load transmitted through the bumper reinforcement, and the posture of the shock absorbing wall is inclined with respect to the input direction of the compressive load, absorbing the shock. There is a possibility that the wall portion is not stably destroyed and the impact energy cannot be absorbed.

  An object of the present invention is to provide a shock absorber for a vehicle capable of stably destroying the shock absorbing wall portion and absorbing shock energy even when the shock absorbing wall portion and the tip wall portion of the shock absorbing member are broken or separated. Is to provide a structure.

A shock absorbing structure for a vehicle according to a first aspect of the present invention is a pair of left and right fiber reinforced resin impacts including a plurality of reinforcing fibers arranged on the front end in the longitudinal direction of the vehicle body and arranged so as to extend continuously in the longitudinal direction. A shock absorbing structure for a vehicle comprising an absorbing member and a bumper reinforcement attached in the vehicle width direction attached to the tip of the pair of shock absorbing members, wherein the shock absorbing member extends in the front-rear direction. In a plan view, formed on an open cross-section member that includes a wall portion and a tip wall portion that extends from the shock absorbing wall portion to the outside in the vehicle width direction and is attached to the bumper reinforcement. The crossing angle in the vehicle width direction among the two crossing angles between the end line defined by the vehicle width direction inner side end portion of the shock absorbing wall and the bumper reinforcement is an acute angle. There.

  As a result, the compressive load transmitted from the bumper reinforcement at the time of the vehicle collision is concentratedly applied to the corner portion where the shock absorbing wall portion and the tip wall portion of the shock absorbing member are connected to generate the fracture starting point. In plan view, the intersection angle inside the vehicle width direction between the end line of the shock absorbing wall and the bumper reinforcement is an acute angle. Therefore, the compressive load causes breakage at the corner, and the shock absorbing wall and the tip wall break. -When separated, force acts on the broken end of the shock absorbing wall portion in the vehicle width direction outward. In this direction, the separated tip wall is connected to the bumper reinforcement, so that the broken tip of the shock absorbing wall is received by this tip wall. Therefore, the movement of the broken tip portion of the shock absorbing wall portion is restricted, so that the posture of the shock absorbing wall portion is maintained. Therefore, since the input compression load can be transmitted to the shock absorbing wall portion and the shock absorbing wall portion can be stably broken, the shock absorbing member can absorb the shock energy.

  According to a second aspect of the present invention, there is provided the shock absorbing structure for a vehicle according to the first aspect, wherein the shock absorbing member connects the tip wall portion and the shock absorbing wall portion by a compressive load transmitted from the bumper reinforcement. The portion is broken, and then the impact is absorbed by sequentially breaking from the broken tip portion of the shock absorbing wall portion by the compressive load transmitted from the bumper reinforcement.

  Thereby, since the impact absorbing wall portion of the impact absorbing member is stably and sequentially broken from the broken end portion, the impact absorbing member can absorb the impact energy.

  According to a third aspect of the present invention, in the first or second aspect of the invention, the bumper reinforcement is formed in a gently curved shape in which the central portion is convexly curved toward the front end in a plan view. It is characterized by that.

  Thereby, at the time of a vehicle collision, the bumper reinforcement is deformed so as to become a straight line with a gentle curve in plan view. Due to this deformation, the intersection angle between the end line of the shock absorbing wall portion of the shock absorbing member and the bumper reinforcement on the inner side in the vehicle width direction becomes a sharper angle. Therefore, even if the shock absorbing wall portion and the tip wall portion are broken or separated, the movement of the broken tip portion of the shock absorbing wall portion is restricted and the posture of the shock absorbing wall portion is maintained, and the shock absorbing wall portion is stabilized. It is possible to absorb the impact energy by breaking it.

  According to a fourth aspect of the present invention, there is provided the impact absorbing structure for a vehicle according to any one of the first to third aspects, wherein the bumper reinforcement is connected to the impact absorbing wall portion at a connecting portion connected to the pair of impact absorbing members. The present invention is characterized in that a concave portion capable of accommodating the distal end portion of the is provided.

  As a result, even if the shock absorbing wall portion and the tip wall portion of the shock absorbing member are broken or separated at the time of a vehicle collision, the broken tip portion of the shock absorbing wall portion is accommodated in the concave portion of the bumper reinforcement and movement is restricted. In addition, since the posture of the shock absorbing wall portion is maintained, the shock absorbing wall portion can be stably broken and the shock energy can be absorbed.

  According to a fifth aspect of the present invention, there is provided the impact absorbing structure for a vehicle according to any one of the first to fourth aspects, wherein the impact absorbing wall portion of the impact absorbing member is connected to the vertical wall portion and the upper and lower ends of the vertical wall portion. It is characterized by being formed in a cross-sectional hat shape having an inclined upper wall portion and an inclined lower wall portion.

  This prevents the shock absorbing wall from bending due to the compressive load transmitted from the bumper reinforcement, maintains the posture of the shock absorbing wall, and stably destroys the shock absorbing wall to absorb the impact energy. Can do.

  According to the shock absorbing structure for a vehicle of the present invention, even if the shock absorbing wall portion and the tip wall portion of the shock absorbing member are broken or separated by a vehicle collision, the posture of the shock absorbing wall portion of the shock absorbing member is maintained. The impact absorbing wall portion can be stably destroyed to absorb the impact energy.

It is a perspective view of the vehicle body rear part of the vehicle provided with the shock absorbing structure of the present invention. It is a top view of the vehicle body rear left side. It is a side view of the vehicle body rear left side. It is a perspective view of the rear end side part periphery of a crash can. FIG. 5 is a cross-sectional view taken along line V-V in FIG. 3. It is a figure which shows the state which the crash can fracture | ruptured by the compressive load in FIG. It is a figure by which the recessed part was provided in the bumper rain in FIG. It is the VIII-VIII sectional view taken on the line of FIG. It is a principal part enlarged view of FIG. It is a disassembled perspective view of a crash can, an outside bracket, an inside bracket, a bolt mounting member, and a bumper rain.

  Hereinafter, modes for carrying out the present invention will be described based on examples. The arrow F in the figure indicates the front, the arrow L indicates the left side, and the arrow U indicates the upper side.

  As shown in FIGS. 1 to 3, the rear end portion of the vehicle includes a pair of left and right rear side frames 1, a floor panel 2 provided so as to bridge between the pair of rear side frames 1, and a bumper fascia. A bumper reinforcement (hereinafter abbreviated as “bumper rain”) 3 that covers the rear outer peripheral portion and extends to the left and right (not shown), and a left and right 1 disposed between the pair of rear side frames 1 and the bumper rain 3. A pair of crash cans 4 (impact absorbing members), a pair of left and right inner brackets 7 and a pair of left and right outer brackets 8 for attaching the pair of crash cans 4 to a pair of rear side frames 1 are provided. Yes.

  In the floor panel 2, a rear seat (not shown) is mounted on a front end side portion, and a spare tire pan 2a capable of storing a spare tire (not shown) is formed on a rear end side portion. The left and right end portions of the floor panel 2 are joined to the respective inner wall portions of the pair of rear side frames 1 by welding. Spare tire pan 2 a is formed so as to be recessed downward at a portion corresponding to the cargo compartment of floor panel 2.

  The shock absorbing structure C provided at the rear end portion of the vehicle allows the pair of crash cans 4 to absorb the impact energy that is input to the bumper rain 3 and transmitted to the pair of rear side frames 1 on the vehicle compartment side due to a collision. It is configured. Since the shock absorbing structure C is a left-right symmetrical structure, the left side of the rear end of the vehicle will be mainly described below, and the description on the right side will be omitted.

Next, the rear side frame 1 will be described.
The rear side frame 1 is formed as an integral part by extrusion molding of an aluminum alloy material, and supports the floor panel 2 and the like. As shown in FIG. 10, the rear side frame 1 includes an outer wall portion that extends linearly in the front-rear direction, an inner wall portion that is disposed on the inner side (right side) of the outer wall portion in the vehicle width direction and extends linearly in the front-rear direction, A trapezoidal shape in which the upper wall part and the lower wall part are provided with an upper wall part that connects the upper end parts of the outer wall part and the inner wall part, and a lower wall part that connects the lower end parts of the outer wall part and the inner wall part. Has a closed cross section.

Next, the bumper rain 3 will be described.
The bumper rain 3 is formed as an integral part by extrusion molding of an aluminum alloy material. As shown in FIGS. 1 to 4, the bumper rain 3 includes a front end side wall portion 3 a and a vehicle interior side wall portion 3 b, an upper end wall portion 3 c that connects the upper end portion of the front end side wall portion 3 a and the upper end portion of the vehicle interior side wall portion 3 b, It has a lower wall portion 3d connecting the lower end portion of the front end side wall portion 3a and the lower end portion of the vehicle interior side wall portion 3b, and an intermediate shelf wall portion 3e connecting the middle step portion of the front end side wall portion 3a and the intermediate step portion of the vehicle interior side wall portion 3b. It has a closed cross section extending horizontally to the left and right, and is formed in a gently curved shape with its central portion curved back in plan view.

  As shown in FIG. 5, a connecting portion having a pair of upper and lower bolt holes 3 f into which the bolt 6 can be inserted is formed at the left end portion of the passenger compartment side wall portion 3 b of the bumper rain 3, and the front end side wall corresponding thereto A pair of upper and lower working holes 3h for fastening work with the crash can 4 are formed in the left end portion of the portion 3a. As shown in FIG. 7, a concave portion 3g may be formed in the connecting portion so as to follow a cross-sectional shape of a shock absorbing wall portion 4a described later.

Next, the crash can 4 will be described.
The crash can 4 is formed by molding a carbon fiber reinforced resin (CFRP) molded body using carbon fibers of long fibers as a reinforcing material, for example, by the RTM method, and as shown in FIGS. It is integrally formed as an open section member opened on the left side. The RTM method is a molding method in which a carbon fiber preform is set in a separable mold cavity and a molten synthetic resin is injected into the cavity.

  The crash can 4 includes a shock absorbing wall 4a extending in the front-rear direction, a tip wall 4b bent leftward from the rear end of the shock absorbing wall 4a, and the like. As shown in FIG. 8, the shock absorbing wall portion 4a includes a vertical wall portion 4c that is a middle portion of the shock absorbing wall portion 4a, an inclined upper wall portion 4d that continues to the upper and lower ends of the vertical wall portion 4c, and a lower inclined portion. It has a wall portion 4e, the inclined upper wall portion 4d has a flange portion that extends upward from its upper end portion, and the inclined lower wall portion 4e has a flange portion that extends downward from its lower end portion, and is outside in the vehicle width direction. It is formed in the open cross-section member of the substantially cross-sectional hat shape opened in this.

  The lower end portion of the inclined upper wall portion 4d and the upper end portion of the vertical wall portion 4c are connected in a curved shape, and the upper end portion of the inclined lower wall portion 4e and the lower end portion of the vertical wall portion 4c are connected in a curved shape. A bulging portion 4f bulging outward in the vehicle width direction (left side) is formed in the middle portion of the vertical wall portion 4c. The shock absorbing wall portion 4a formed in this way is compact in the vertical direction and hardly bends due to the compressive load in the front-rear direction. The effective width of the shock absorbing wall portion 4a is increased to increase the amount of EA. It contributes to.

  As shown in FIGS. 2 and 3, the shock absorbing wall 4a is formed such that the inclined upper wall 4d and the inclined lower wall 4e become smaller toward the tip wall 4b side. Therefore, the shock absorbing wall portion 4a is formed so that the vertical width and the horizontal width are smaller toward the tip side (rear side) in a side view. Thereby, a compressive load can be made to concentrate on the front end side of the impact absorption wall part 4a.

  As shown in FIGS. 2 to 4, the tip wall portion 4 b is bent from the tip portion of the shock absorbing wall portion 4 a along the passenger compartment side wall portion 3 b of the bumper rain 3, and the upper end portion is placed on the tip portion of the shock absorbing wall portion 4 a. It is formed so as to close the substantially entire region in the front-rear direction from the portion to the lower end portion. In the distal end wall portion 4b, the first carbon fibers 21 from the shock absorbing wall portion 4a are extended to the left end portion of the distal end wall portion 4b. Therefore, the first carbon fibers 21 are arranged so as to extend substantially horizontally. It is installed. In addition, a pair of upper and lower attachment portions are formed on the tip wall portion 4 b in order to connect to the bumper rain 3. Therefore, the compressive load caused by the vehicle collision input via the bumper rain 3 is uniformly distributed and transmitted across the entire shock absorbing wall 4a by the tip wall 4b.

Here, the CFRP that forms the crash can 4 will be described.
As shown in FIG. 9, the first carbon fiber 21 corresponding to most of the carbon fibers contained in the CFRP has a predetermined number of single fibers (filaments) continuously extending uniformly from the front end to the rear end of the CFRP molded body. (For example, 12k) The second carbon fiber 22 that is constituted by bundled fiber bundles (tows) and corresponds to a part of the carbon fiber included in the CFRP extends continuously and uniformly from the upper end to the lower end of the CFRP molded body. It is composed of a fiber bundle in which a predetermined number of single fibers are bundled. The diameter of the single fiber of carbon fiber is 7-10 micrometers, for example. A thermosetting epoxy synthetic resin is used for the base material 23 of the CFRP molded body.

  The first carbon fibers 21 are arranged one layer at each end in the thickness direction of the shock absorbing wall 4a, and two layers of the second carbon fibers 22 perpendicular to the first carbon fibers 21 are arranged inside them. . A plurality of layers of the first carbon fibers 21 are disposed between the left and right second carbon fibers 22. Thereby, at the time of a vehicle collision, the function corresponding to the first carbon fiber 21 disposed at both end portions in the thickness direction is provided with the function of the front portion, and the first carbon fiber 21 disposed in the middle portion in the thickness direction is provided. The corresponding part has the function of the pillar part.

  Therefore, when a compressive load is applied in the direction in which the first carbon fibers 21 of the shock absorbing wall portion 4a extend, the first carbon fiber 21 portion corresponding to the front portion is preceded by the first carbon fiber 21 portion corresponding to the pillar portion. The first carbon fiber 21 corresponding to the pillar portion is then compressed and broken. The peeling failure and the compression failure sequentially proceed forward from the broken tip of the shock absorbing wall 4a, and the shock absorbing wall 4a is sequentially broken.

  The crash can 4 formed in this manner is broken at the corner where the shock absorbing wall 4a and the tip wall 4b are connected at the time of a vehicle collision, and is sequentially broken from the broken tip of the shock absorbing wall 4a. Since the fragments generated by the sequential destruction are discharged to the outside of the crash can 4, the crash can 4 can be crushed without being disturbed by the fragments, and the amount of EA increases.

Next, a procedure for assembling the shock absorbing structure C will be described.
As shown in FIG. 10, on the vehicle side, an inner bracket 7 is joined to the rear end portion of the rear side frame 1 by welding. Next, the inner bracket 7 is overlapped with the inner peripheral side of the front end side portion of the crash can 4, and the outer bracket 8 is overlapped with the outer peripheral side of the front end side portion of the crash can 4. To do. In this way, the rear end frame 1 and the crash can 4 are connected by sandwiching the base end portion of the crash can 4 by the inner bracket 7 and the outer bracket 8.

  Next, the bumper rain 3 is connected to the crash can 4 by fastening the bolt 6. Since the first carbon fiber 21 is cut around the attachment portion of the tip wall portion 4b, the support strength of the bumper rain 3 is reduced. Therefore, as shown in FIG. 5, the attachment portion has a nut member 5 that can be screwed together with the bolt 6. As a result, a pair of bolts 6 inserted into a pair of upper and lower bolt holes 3f of the bumper rain 3 are fastened to a nut member 5 fitted in the distal end wall portion 4b. It is connected to the part 4b.

  As shown in FIG. 5, the shock absorbing structure C assembled as described above is attached to the end line defined at the vehicle width direction inner end (right end) of the shock absorbing wall 4a and the tip wall 4b. Of the two intersection angles formed by the passenger compartment side wall 3b of the bumper rain 3, the intersection angle θ on the inner side in the vehicle width direction is an acute angle. That is, in plan view, an intersection angle θ on the inner side in the vehicle width direction formed by the end line defined by the inner end in the vehicle width direction of the shock absorbing wall 4a and the bumper rain 3 is an acute angle. Specifically, the crossing angle θ is set in a range of 75 ° ≦ θ <90 °, preferably in a range of 80 ° ≦ θ ≦ 85 °, and is set to 85 ° in this embodiment.

  Similarly, although not shown in the drawings, the intersection angle on the inner side in the vehicle width direction formed by the end line defined by the inner end portion in the vehicle width direction and the bumper rain 3 at any height position of the vertical wall portion 4c is an acute angle. Further, since the shock absorbing wall portion 4a becomes smaller toward the tip side, the angle outside the shock absorbing wall portion 4a formed by the inclined upper wall portion 4d and the bumper rain 3 and the shock absorbing wall portion 4a formed by the inclined lower wall portion 4e and the bumper rain 3 are formed. The outer angle is an acute angle. On the other hand, the vehicle width direction outer side end portions (the upper end portion of the inclined upper wall portion 4d and the lower end portion of the inclined lower wall portion 4e) of the shock absorbing wall portion 4a are along the vehicle front-rear direction in plan view.

Next, the operation and effect of the shock absorbing structure C of the present embodiment will be described.
At the time of a vehicle collision, the compressive load transmitted from the bumper rain 3 is concentratedly applied to the corner portion connecting the impact absorbing wall portion 4a and the tip wall portion 4b of the crash can 4 to generate a fracture starting point. Thereafter, as shown in FIG. 6, the shock absorbing wall 4a and the tip wall 4b are separated at the corner connecting the shock absorbing wall 4a and the tip wall 4b, which is the starting point of the break, and the shock absorbing wall 4a and the tip wall 4b are separated.

  The broken front end of the shock absorbing wall 4 a collides with the passenger compartment side wall 3 b of the bumper rain 3 due to the compressive load transmitted from the bumper rain 3. At this time, since the intersection angle θ inside the vehicle width direction between the end line of the shock absorbing wall portion 4a and the bumper rain 3 is an acute angle in a plan view, the tip wall from which the broken tip portion of the shock absorbing wall portion 4a is separated by a compressive load. A force acts in the direction of movement toward the portion 4b. Therefore, the broken tip is pressed against the tip wall 4b and the movement is restricted, and the posture of the shock absorbing wall 4a is maintained.

  When the broken front end portion of the shock absorbing wall portion 4a collides with the passenger compartment side wall portion 3b of the bumper rain 3 due to the compression load transmitted from the bumper rain 3, the first carbon fiber 21 portion corresponding to the front portion corresponds to the pillar portion. The first carbon fiber 21 part is peeled and broken in advance. After that, the first carbon fiber 21 portion corresponding to the pillar portion is compressed and broken. The peeling failure and the compression failure sequentially proceed forward from the broken tip of the shock absorbing wall 4a, and the shock absorbing wall 4a is sequentially broken. Accordingly, a compressive load is input to the shock absorbing wall 4a in the direction in which the first carbon fibers 21 extend, and the sequential breakage proceeds stably forward from the broken tip of the shock absorbing wall 4a. Can be absorbed.

  Since the bumper rain 3 is formed in a gently curved shape with the central portion convexly convex backward in plan view, as shown in FIG. 6, the bumper rain 3 becomes a straight line with a gentle curve at the time of a vehicle collision. It deforms as follows. Therefore, the intersection angle θ between the end line of the shock absorbing wall portion 4a and the bumper rain 3 on the inner side in the vehicle width direction becomes smaller and becomes a sharper angle. The movement is restricted by being pressed against 4b, and the impact energy can be stably absorbed by sequentially proceeding with the breakage from the broken tip while maintaining the posture of the shock absorbing wall 4a.

  As shown in FIG. 7, when the recess 3g capable of accommodating the broken tip of the shock absorbing wall 4a is provided in the connecting portion where the bumper rain 3 is connected to the crash can 4, the broken tip is the recess 3g. The movement of the tip is regulated by being housed in the housing. For this reason, the posture of the shock absorbing wall 4a is maintained, and the breaking proceeds stably from the broken tip of the shock absorbing wall 4a, so that the shock energy can be absorbed. Moreover, since the recessed part 3g can be discharged | emitted outside the fragment generated by the sequential destruction of the impact-absorbing wall part 4a, a fragment does not prevent a sequential destruction.

  The crash can 4 includes a shock absorbing wall 4a and a tip wall 4b, and the shock absorbing wall 4a has an open cross section with a hat-shaped cross section. Therefore, it is possible to prevent the bending due to the compressive load transmitted from the bumper rain 3 at the time of the vehicle collision and maintain the posture of the shock absorbing wall 4a, so that the shock energy can be absorbed. Moreover, since the fragments generated by the sequential destruction of the shock absorbing wall 4a can be discharged outside without accumulating inside the crash can 4, the crash can be caused by the compressive load transmitted from the bumper rain 3 without being disturbed by the fragments. The can 4 can be crushed to absorb the impact energy, and the amount of EA can be increased.

Next, a modification in which the above embodiment is partially changed will be described.
[1] In the above-described embodiment, the example in which the rear side crash can 4 is attached to the rear side frame 1 has been described. However, the present invention can also be applied to a front side crash can attached to the front side frame.

[2] In the above-described embodiment, an example of the CFRP crush can 4 using carbon fibers as the reinforcing fibers has been described, but the crush can 4 may be formed of a reinforced fiber resin using glass fibers, metal fibers, or the like. good. Also, the base material resin can be appropriately selected according to the specifications of the crash can 4 or the like.

[3] In the above embodiment, the example in which the second carbon fibers 22 are arranged so as to be orthogonal to the first carbon fibers 21 has been described. However, the second carbon fibers 22 are at least crossed with respect to the first carbon fibers 21. For example, it is also possible to use the second carbon fiber 22 having an intersecting angle of 30 ° or 45 ° with respect to the first carbon fiber 21.

[4] In addition, those skilled in the art can implement the present invention by adding various modifications without departing from the spirit of the present invention, and the present invention includes such modifications. It is.

DESCRIPTION OF SYMBOLS 1 Rear side frame 3 Bumper rain 3a Front end side wall part 3b Car compartment side wall part 3g Recessed part 4 Crash can 4a Shock absorption wall part 4b Front end wall part C Shock absorption structure θ Crossing angle

Claims (5)

A pair of left and right fiber reinforced resin impact absorbing members including a plurality of reinforcing fibers disposed on the front end in the longitudinal direction of the vehicle body and arranged so as to extend continuously in the longitudinal direction; and the pair of impact absorbing members In the shock absorbing structure for a vehicle, including a bumper reinforcement attached in the vehicle width direction attached to the tip portion,
The shock absorbing member includes a shock absorbing wall portion extending in the front-rear direction, and a tip wall portion connected to the outer side in the vehicle width direction from the shock absorbing wall portion and for attaching the bumper reinforcement to the outer side in the vehicle width direction. Formed in an open open section member,
In plan view, an intersection angle on the inner side in the vehicle width direction is an acute angle of two intersection angles between the end line defined at the inner end portion in the vehicle width direction of the shock absorbing wall portion and the bumper reinforcement. Characteristic shock absorbing structure for vehicles.   In the impact absorbing member, a corner portion connecting the tip wall portion and the impact absorbing wall portion is broken by a compressive load transmitted from the bumper reinforcement, and then a compressive load transmitted from the bumper reinforcement is applied. The shock absorbing structure for a vehicle according to claim 1, wherein the shock absorbing structure is configured to absorb the shock by sequentially breaking from the broken front end portion of the shock absorbing wall portion.   The shock absorbing structure for a vehicle according to claim 1, wherein the bumper reinforcement is formed in a gently curved shape in which a central portion is convexly curved toward the front end side in a plan view.   4. The bumper reinforcement according to claim 1, wherein a concave portion capable of accommodating a broken end portion of the shock absorbing wall portion is provided in a connecting portion connected to the pair of shock absorbing members. The shock absorbing structure for a vehicle according to any one of the above.   The shock absorbing wall portion of the shock absorbing member is formed in a cross-sectional hat shape having a vertical wall portion and an inclined upper wall portion and an inclined lower wall portion that are respectively connected to upper and lower ends of the vertical wall portion. Item 5. The vehicle impact absorbing structure according to any one of Items 1 to 4.