JP6679970B2 - Vehicle impact energy absorption structure - Google Patents

Description

  The present invention relates to a vehicle impact energy absorption structure, and more particularly to a vehicle impact energy absorption structure having equivalent collision characteristics in all collision directions including not only frontal collisions but also minute lap collisions. .

  It is desirable to provide an impact energy absorbing structure at each part of the vehicle in preparation for contact between a person and a vehicle, particularly an automobile and frontal collision, side collision, and rear collision between vehicles. In such a vehicle impact energy absorption structure, while it is required to sufficiently absorb energy, if the impact load applied to a pedestrian or an occupant is too large, it may cause injury to a person. In order to secure the amount of energy absorption while suppressing the impact load to a certain load or less, it is desirable to keep the load substantially constant (the load-displacement diagram at the time of collision is a rectangular wave).

  Under such circumstances, a fiber composite impact absorbing structure having reproducible impact energy absorbing properties and optimum structural bondability, which can be manufactured at low cost (Patent Document 1), or a low-cost structure as intended at the time of collision Energy absorption characteristics of the vehicle (that is, the characteristics that the energy absorption amount is still high even if the deformation in the load input direction progresses) (Patent Document 2), or the collision load at the time of a rear collision A vehicle body rear structure (Patent Document 3) that can efficiently disperse and support the vehicle body rear portion, or an impact load that is initially applied to an impact load that is applied thereafter can be efficiently absorbed in a desired state, and a large impact is exerted throughout the absorbing operation. A shock-absorbing structure suitable for automobiles that can absorb energy effectively (Patent Document 4) or a small wrap Under various collision situations including time offset collision, predetermined impact energy absorbing performance is proposed stably obtained as in the crush box (Patent Document 5).

JP, 2003-262246, A JP, 2005-297623, A JP, 2009-12676, A JP2012-87849A JP, 2005-80998, A

  However, as described above, at the time of collision, it is difficult to keep the impact load constant in order to secure the amount of energy absorption while suppressing the impact load to a certain load or less, and it is difficult not only from the front side but also from the diagonal direction. Even when added, it is difficult to obtain load characteristics in which the impact load becomes a rectangular wave of the same level.

  For example, in Patent Document 1, although a fiber composite shock absorbing structure having an optimally reproducible shock absorbing characteristic is proposed, it is not particularly described for an oblique collision, and a load-displacement line at the time of collision is proposed. It is considered that the figure cannot be made into a square wave. In Patent Document 2 as well, although high energy absorption characteristics can be obtained even if deformation progresses, there is no description regarding oblique collision. In Patent Document 3, since the impact load can be efficiently dispersed and supported at the rear part of the vehicle body, it is considered that the characteristics for a certain degree of oblique collision can be obtained to the same degree as the characteristics for a frontal collision, but measures are taken in the vehicle vertical direction. Therefore, it is considered that the characteristics for the collision from the vertical direction of the vehicle are different from the characteristics for the frontal collision. In Patent Document 4, a large impact energy can be effectively absorbed, but no measures are taken against an oblique collision. In Patent Document 5, it is considered that a predetermined energy absorption performance can be stably obtained against an offset collision of a small lap, but as in Patent Document 3, no measures are taken in the vehicle up-down direction. It is considered that the characteristics at the time of the collision and the collision from the vehicle vertical diagonal direction are different.

  As described above, the conventional technique has a problem in that it is not possible to obtain the characteristic that the load becomes a rectangular wave of the same level when an impact is applied diagonally as well as in the front.

  Therefore, an object of the present invention is to provide a vehicle impact energy absorption structure capable of obtaining a characteristic that the load becomes a rectangular wave of the same level when an impact is applied diagonally as well as from the front. .

  In order to solve the above problems, a vehicle impact energy absorbing structure according to the present invention includes a fixing portion for fixing to a vehicle member (for example, a fixing portion for fastening to a vehicle member with at least one fastener). A tip portion that bulges in a convex shape toward the collision direction, and a tubular body portion that extends from the tip portion toward the fixed portion and connects the tip portion and the fixed portion, The body portion is enlarged in diameter along a direction from the tip end side toward the fixed portion side, and at least a rib for reinforcing the body portion is provided inside. It consists of

  In the impact energy absorbing structure for a vehicle according to the present invention, the tip of the structure is convexly curved and bulges toward the collision direction, that is, convexly curved and bulged with a certain curvature. Since the shape of the curved bulge is set appropriately, even if the collision direction (collision angle) changes slightly, collision from almost any angle will collide with almost the same shape part. It becomes possible to make it almost the same state as. Further, since the tubular body portion following the tip portion is formed in a shape in which the diameter is expanded along the direction toward the fixed portion side, this body portion is directed from the tip portion side toward the fixed portion side. It is formed in a shape that is inclined with respect to the central axis of the structure along with, and the load transmitted from the tip part is applied to the body part when the tip part is impacted from the front or diagonally. Will allow us to be equally efficient. And, since a rib for reinforcing at least this body portion is provided inside, the body portion which bears the load transmitted from the tip portion can have a desired strength through the rib, It becomes possible to have a load-displacement characteristic suitable for impact energy absorption. That is, due to the specific structure of the tip portion, the impact load that is input and transmitted in substantially the same form at the time of a collision from any angle is affected by the specific structure of the body portion. It is possible to efficiently handle the same shape at the time of collision from an angle, and it is possible for the entire structure to exhibit substantially the same load-displacement characteristics at the collision from any angle at the tip. . In other words, it is possible to exhibit substantially the same impact energy absorption performance at any angle of collision at the tip portion.

  In the impact energy absorbing structure for a vehicle according to the present invention, the tip portion is located at the tip when viewed in the direction along the central axis of the impact energy absorbing structure for the vehicle, and is convex in the direction along the central axis. A first-stage tip portion that is curved and bulges, and a second-stage tip portion that is located between the first-stage tip portion and the body portion and that is convexly curved and bulges outward in the radial direction. It is also possible to have a structure having it. Such a two-step curved bulge or a curved bulge in the form of a plurality of steps of three or more steps allows the tip to be slanted over a wider angle than when a shock is applied from the front. It becomes possible to deal with the impact from the other side, in other words, it is possible to deal with the impact from a wider range of angles as well, and the same impact energy absorption against the impact from any angle. It is possible to exert the performance.

  As the curved shape of the tip portion as described above, for example, the curvature is preferably 0.5 ° / mm or less. By having such a specific range of curvature, the tip end portion can more easily receive an impact load in the same form against a collision from any angle, and the structure as a whole is more likely to receive a shock load. It is possible to easily exhibit the same impact energy absorption performance against a collision from any angle. The curvature of the curved shape at the tip can be set, for example, by setting a reference point on the central axis of the vehicle impact energy absorbing structure and using the reference point as the center of rotation.

  At least a part of the curved shape of the tip portion can be formed into a shape that forms a part of a sphere or an ellipsoid. By forming at least a part of the curved shape in a part of a sphere or an ellipsoid, it is possible to more easily exhibit the same impact energy absorption performance against a collision from any angle. Of course, it is also possible to adopt another curved shape as needed or according to the space for installation of the structure which is limited from the surroundings.

  In the impact energy absorbing structure for a vehicle according to the present invention, it is preferable that the load is smoothly transmitted from the tip portion to the body portion, and therefore, the connecting portion between the tip portion and the body portion is formed in a curved shape. Is preferably provided. Smooth impact energy absorption is possible through smooth load transmission. Further, at the connecting portion between the tip portion and the body portion, it is preferable that both portions are connected so that the diameters of the tip portion and the body portion are the same. The matching of the diameters of both parts means both the matching of the inner diameter and the outer diameter, or the matching of both. Alternatively, the boundary between the tip and the body may be a portion in which the end of the portion having the curvature of the tip and the inclined portion of the body are substantially parallel to each other.

  Further, in the vehicle impact energy absorbing structure according to the present invention, the overall shape of the body is not particularly limited as long as the diameter is expanded along the direction from the tip side toward the fixed side, but, for example, Preferably, the frustum is formed in a generatrix shape. Examples of the shape of the frustum include a truncated cone and an elliptical frustum. By forming the body part in the generatrix shape of such a frustum, smoother load transmission from the tip part, better impact energy absorption performance of the entire structure is possible, and improvement of formability etc. Will be possible.

  The degree of inclination of the body portion, in particular, the inclination angle of the body portion with respect to the center axis of the vehicle impact energy absorbing structure is not particularly limited, but it efficiently receives the load transmitted from the tip portion, and is excellent as a whole structure. Considering that the impact energy absorption performance is exhibited, it is preferably in the range of 10 ° to 45 °, for example.

  Further, in the vehicle impact energy absorbing structure according to the present invention, at least the rib for reinforcing the body is composed of a plurality of ribs extending radially with respect to the central axis of the vehicle impact energy absorbing structure. Is preferred. In such a structure, when the vehicle impact energy absorption structure is installed so that the tip end portion which is convexly curved and bulges toward the collision direction is directed toward the front or rear of the vehicle, the plurality of ribs are The ribs are arranged radially when viewed from the front or the rear of the vehicle, and the ribs reinforce the body part, making it possible to exhibit excellent impact energy absorption performance for the entire structure in consideration of the installation posture. Become.

  Further, in the vehicle impact energy absorbing structure according to the present invention, it is also possible to adopt a structure in which the wall thickness of each portion increases from the tip end portion toward the fixed portion, and the fixed portion has the maximum wall thickness. preferable. With this configuration, it is also possible to design the degree of displacement and deformation of the structure due to the impact load input from the tip to gradually decrease from the tip to the fixed side. Therefore, the impact energy absorption performance of the entire structure can be improved.

  Further, in the vehicle impact energy absorbing structure according to the present invention, it is preferable that the entire structure is integrally molded. In such a whole integrally-molded structure, stress concentration at the end of the constituent member and the starting point of breakage at any one of the parts are unlikely to occur, so that stable impact energy absorption performance can be achieved as a whole structure.

  Further, in the vehicle impact energy absorbing structure according to the present invention, the whole structure or at least a part thereof is composed of a thermoplastic resin composition, or a structure composed of a thermosetting resin composition. , Or a structure composed of a fiber-reinforced composite material. Furthermore, it is also possible to adopt a structure in which at least a part is made of metal, and a structure in which two or more kinds of materials are combined. In particular, in the structure composed of the fiber-reinforced composite material, it is possible to more easily design in the desired load bearing direction, and it is possible to design more excellent impact energy absorption performance. As the reinforcing fibers of the fiber-reinforced composite material, it is possible to employ carbon fibers, glass fibers, aramid fibers, etc., and combinations thereof, and from the viewpoint of ease of target strength design, etc. Use is preferred. As the matrix resin of the fiber-reinforced composite material, any of a thermoplastic resin, a thermoplastic resin composition, a thermosetting resin, and a thermosetting resin composition can be used. It is preferable to use a thermoplastic resin composition.

  According to the impact energy absorbing structure for a vehicle of the present invention, not only the front side but also the load characteristic at the same level, for example, the rectangular wave characteristic at the same level can be obtained when an impact is applied obliquely. It is possible to exhibit the same impact energy absorption characteristics not only in collisions but also in all collision directions such as oblique collisions and minute lap collisions.

1 shows a vehicle impact energy absorbing structure according to a first embodiment of the present invention, FIG. 1 (A) is a schematic perspective view of the structure, and FIG. 1 (B) is from a different angle from FIG. 1 (A). 1C is a schematic bottom view of the structure, FIG. 1D is a schematic vertical sectional view of the structure, and FIG. 1E is a schematic perspective view of the structure. is there. It is a schematic longitudinal cross-sectional view showing a dimension example of the vehicle impact energy absorbing structure according to the first embodiment of the present invention shown in FIG. 1 (D). FIG. 3 shows a vehicle impact energy absorbing structure according to a second embodiment of the present invention, FIG. 3 (A) is a schematic perspective view of the structure, and FIG. 3 (B) is from an angle different from FIG. 3 (A). 3C is a schematic perspective view of the structure, FIG. 3C is a schematic bottom view of the structure, FIG. 3D is a schematic vertical sectional view of the structure, and FIG. 3E is a schematic perspective view of the structure. is there. It is a schematic longitudinal cross-sectional view which shows the dimension example of the impact energy absorption structure for vehicles which concerns on 2nd Embodiment of this invention shown to FIG. 3 (D). FIG. 1 is a schematic configuration diagram of a vehicle front part showing an example of mounting a vehicle impact energy absorbing structure according to the present invention on a vehicle. The collision direction of the impact energy absorption structure for vehicles which concerns on this invention is shown, FIG.6 (A) is a schematic block diagram which shows the collision from a front direction, FIG.6 (B) is the schematic which shows the collision from an oblique direction. It is a block diagram. It is a graph of the collision analysis result in Example 1 using the vehicle impact energy absorbing structure according to the first embodiment of the present invention. It is a graph of the collision analysis result in Example 2 using the impact energy absorption structure for vehicles which concerns on 2nd Embodiment of this invention. FIG. 9 is a schematic perspective view (FIG. 9 (A)) and a schematic bottom view (FIG. 9 (B)) of a vehicle impact energy absorbing structure used in Comparative Example 1. 9 is a graph of a collision analysis result in Comparative Example 1. 11 is a schematic perspective view (FIG. 11 (A)) and a schematic bottom view (FIG. 11 (B)) of a vehicle impact energy absorbing structure used in Comparative Example 2. 9 is a graph of a collision analysis result in Comparative Example 2. 13 is a schematic perspective view (FIG. 13 (A)) and a schematic bottom view (FIG. 13 (B)) of a vehicle impact energy absorbing structure used in Comparative Example 3. 13 is a graph of a collision analysis result in Comparative Example 3. FIG. 15 is a schematic perspective view (FIG. 15 (A)) and a schematic bottom view (FIG. 15 (B)) of a vehicle impact energy absorbing structure used in Comparative Example 4. 11 is a graph of a collision analysis result in Comparative Example 4. FIG. 17 is a schematic perspective view (FIG. 17 (A)) and a schematic bottom view (FIG. 17 (B)) of a vehicle impact energy absorbing structure used in Comparative Example 5. 11 is a graph of a collision analysis result in Comparative Example 5. FIG. 20 is a schematic perspective view (FIG. 19 (A)) and a schematic bottom view (FIG. 19 (B)) of a vehicle impact energy absorbing structure used in Comparative Example 6. 11 is a graph of a collision analysis result in Comparative Example 6. 21 is a schematic perspective view (FIG. 21 (A)) and a schematic bottom view (FIG. 21 (B)) of a vehicle impact energy absorbing structure used in Comparative Example 7. 20 is a graph of a collision analysis result in Comparative Example 7.

Embodiments of the present invention will be described below with reference to the drawings.
FIG. 1 shows a vehicle impact energy absorption structure according to a first embodiment of the present invention. In FIG. 1, reference numeral 1 denotes the entire vehicle impact energy absorbing structure, and the vehicle impact energy absorbing structure 1 is a fixing portion 2 for fastening the present structural body 1 to a vehicle member (not shown) by fastening. , The body portion 3 and the tip portion 4 are provided in order from the fixed portion 2 toward the collision direction 7 (shown in FIG. 1D). The fixing portion 2 is composed of a fastening hole 2a in which a fastener is inserted and a plate-shaped portion 2b in which the hole 2a is opened, and can be easily attached to another vehicle member. However, the main fixing portion 2 may have another configuration as long as the main structure 1 can be fixed to a vehicle member by another method by fastening or the like. The tip 4 is convexly curved toward the collision direction 7 (curved so as to form a part of a sphere in this embodiment) and bulges out, and the body 3 has a generatrix of a truncated cone. It is formed in a cylindrical shape and connects the tip portion 4 and the fixed portion 2. The body portion 3 formed in the generatrix shape of a truncated cone is expanded in a tapered shape along the direction from the tip portion 4 side toward the fixed portion 2 side.

  Inside the structure 1, ribs 6 for reinforcing at least the body portion 3 are provided, and in the present embodiment, the plurality of ribs 6 form the central axis 5 of the vehicle impact energy absorbing structure 1 (see FIG. 1 (D) (shown in FIG. 1 (D)). Further, in the present embodiment, the plurality of ribs 6 extend to the inside of the tip portion 4 as shown in FIG. The body portion 3 is reinforced by a plurality of ribs 6 extending radially when viewed from the front or rear of the vehicle in a mounting (mounting) posture on a vehicle as shown in FIG. It is preferable that the arrangement of the ribs 6 is determined based on the balance between the possibility of molding and the weight reduction effect. Since the ribs 6 are included at least in the shape of a cross, when there is a collision from any direction, there is little difference whether the ribs 6 collide with a position with or without the ribs 6, and it is possible to collide from any direction. You can do it.

  FIG. 2 shows an example of preferable dimensions in the first embodiment. As shown in FIG. 2, tip height 20 to 60 mm, body height 50 to 140 mm, body minimum inner diameter 20 to 100 mm, body maximum inner diameter 50 to 150 mm, body inclination angle 10 to 45 °, tip The curvature can be exemplified by an ellipse or a circle having a cross section of 0.5 ° / mm or less.

  When the impact load is applied to the impact energy structure 1, the tip portion 4 has the above-described curvature, so that the collision angle is the same regardless of the angle within the range of 10 to 45 °. It has the same form as a collision with a shape. Further, the body portion 3 also has an inclination angle in the radial expansion direction of 10 to 45 ° toward the fixed portion 2, and further, a rib 6 for reinforcing at least the body portion 3 is provided inside thereof. As a result, the rib 6 can exert the effect of absorbing energy in the case of a collision from an angle. Since the internal ribs 6 are installed all over from the tip portion 4 to the fixed portion 2, the effect of absorbing energy is large, but the ribs 6 may be partially omitted.

  FIG. 3 shows a vehicle impact energy absorption structure 11 according to a second embodiment of the present invention. Also in the present embodiment, similarly to the first embodiment, the vehicle impact energy absorption structure 11 includes the fixing portion 12, and the fuselage body in order from the fixing portion 12 toward the collision direction 17 (illustrated in FIG. 3D). The rib 16 has a portion 13 and a tip portion 14, and the plurality of ribs 16 are arranged radially and crosswise with respect to the central axis 15 (illustrated in FIG. 3D) of the vehicle impact energy absorbing structure 11 of the body portion 13. It extends from the inside to the inside of the tip portion 14. The fixing portion 12 is composed of a fastening hole 12a into which a fastener is inserted and a plate-shaped portion 12b in which the hole 12a is opened, and can be easily attached to another vehicle member. Then, in the present embodiment, as shown in FIG. 3D, the tip portion 14 is divided into a first-step tip portion 14a and a second-step tip portion 14b, as compared with the first embodiment.

  FIG. 4 shows an example of preferable dimensions in the second embodiment. As shown in FIG. 4, the height of the first stage tip portion is 5 to 20 mm, the height of the second stage tip portion is 15 to 40 mm, the body portion height is 50 to 140 mm, the body portion minimum inner diameter is 20 to 100 mm, and the body portion maximum inner diameter is 50. ˜150 mm, body part inclination angle 10 to 45 °, and tip part curvature can be exemplified by an ellipse or circle of 0.5 ° / mm or less with the central axis 15 of the structure 11 as a reference point in a cross section. The second-stage tip portion 14b that is convexly curved and bulges outward in the radial direction may be omitted as in the first embodiment, but particularly when designing while there are restrictions in the vehicle width direction and When it is necessary to cope with an oblique collision, the load is easily increased in both the oblique collision and the frontal collision by bulging in a convex shape outward in the radial direction as shown in FIG. 3D. Will be able to obtain a rectangular wave of the same level.

  FIG. 5 shows an example of mounting the vehicle impact energy absorbing structure according to the present invention on a vehicle, so that the vehicle impact energy absorbing structure 21 faces the front portion of the vehicle body 22 in the frontal collision direction 23. It shows an example attached to. The impact energy absorbing structure 21 is preferably installed between the vehicle front end of the side member of the automobile and the bumper reinforcement. However, the impact energy absorbing structure 21 is not limited to the collision from the front face of the automobile but also the side face, the rear face, the upper face, etc. The installation location is not limited to this, because it is effective in absorbing energy against collisions from all directions.

  FIG. 6 illustrates the relationship between the impact energy absorbing structure 31 for a vehicle, which is equivalent to that of the second embodiment described above, and the collision directions 32 and 33, and FIG. The collision from the front direction (the collision direction angle is 0 °) and the collision from the oblique direction are illustrated in FIG. 6B, respectively. As described above, the impact energy absorbing structure for a vehicle according to the present invention is effective in absorbing energy not only for a frontal collision but also for an oblique collision.

  In order to demonstrate the effect of the present invention, impact analysis was carried out by the following examples and comparative examples. The present invention is not limited to these examples.

(Example 1)
In Example 1, the vehicle impact energy absorbing structure 1 according to the first embodiment of the present invention shown in FIG. 1 was used. The fixed part has a size of 81 mm × 81 mm and a height of 120 mm. Further, it has a wall thickness distribution that increases from 3.5 mm to 5.0 mm from the tip to the fixed part.

  The impact energy absorbing structure for vehicles is installed on the surface plate, the constraint conditions assuming fixing with bolts to the four fastening holes are applied, and the impactor with a weight of 600 kg is collided at the speed of 4.85 m / s. By using the finite element method and calculating the transition of the reaction force when the impact energy absorbing structure for a vehicle is crushed, the horizontal axis is the impactor displacement (unit: mm) and the vertical axis is the reaction force (unit: kN). The displacement-reaction force diagram is obtained. The integrated value of the lower part of the characteristic line in this displacement-reaction force diagram becomes the absorbed impact energy equivalent value. The collision direction angles were assumed to be head-on collision and oblique collision, and three cases of 0 °, 10 °, and 15 ° were carried out.

  As the resin used, 8207X01B (elastic modulus: 1.8 GPa, strength: 135 MPa) manufactured by Toray Industries, Inc. was used.

(Example 2)
In Example 2, the vehicle impact energy absorbing structure 11 according to the second embodiment of the present invention shown in FIG. 3 was used. The fixing portion and the height are the same as those in the first embodiment, and the resin used is the same material as that in the first embodiment, but the tip portion has two steps.

(Comparative Example 1)
Although it has the same shape and the same material as those of the first embodiment, as shown in FIGS. 9 (A) and 9 (B), it has a reinforcing structure inside the vehicle impact energy absorbing structure 41 (42 is a fixed portion). There was no shape.

(Comparative example 2)
Although it has the same shape and the same material as those of the second embodiment, as shown in FIGS. 11A and 11B, it has a reinforcing structure inside the vehicle impact energy absorbing structure 51 (52 is a fixed portion). There was no shape.

(Comparative Example 3)
Although the same material as that of the first and second embodiments, as shown in FIGS. 13A and 13B, the tip end portion of the vehicle impact energy absorbing structure 61 (62 is a fixing portion, 63 is a rib) is The shape was flat without bulging in a convex shape toward the collision direction.

(Comparative example 4)
Although the same material as that of the first and second embodiments is used, as shown in FIGS. 15A and 15B, the body portion of the vehicle impact energy absorbing structure 71 (72 is a fixing portion, 73 is a rib) is The frustum is not a generatrix shape but a cylindrical shape with a constant diameter.

(Comparative example 5)
Although the same material as that of the first and second embodiments, as shown in FIGS. 17 (A) and 17 (B), the reinforcing structure inside the vehicle impact energy absorbing structure 81 (82 is a fixed portion) is unidirectional. It has a shape composed of a rib 83 extending in the direction.

(Comparative example 6)
Although the same shape and the same material as in Example 1, as shown in FIGS. 19 (A) and 19 (B), the thickness of each portion of the vehicle impact energy absorbing structure 91 (92 is a fixed portion, 93 is a rib) Has a constant shape.

(Comparative Example 7)
Although the same shape and the same material as in Example 1, as shown in FIGS. 21A and 21B, the thickness of each part of the vehicle impact energy absorbing structure 101 (102 is a fixing part, 103 is a rib) Has a shape that decreases from the tip toward the fixed portion.

  Analysis results of Examples 1 and 2 and Comparative Examples 1 to 7 are shown in FIG. 7 (Example 1), FIG. 8 (Example 2), FIG. 10 (Comparative Example 1), FIG. 12 (Comparative Example 2), and FIG. Comparative Example 3), FIG. 16 (Comparative Example 4), FIG. 18 (Comparative Example 5), FIG. 20 (Comparative Example 6), and FIG. 22 (Comparative Example 7), respectively. From these results, in the range of the present invention, it is possible to make a stable transition so as not to cause a sudden impact load decrease not only when a shock is applied from the front but also from an oblique direction, whereby a sufficient energy absorption amount can be obtained. It was shown that it can be secured.

  INDUSTRIAL APPLICABILITY The impact energy absorbing structure for a vehicle according to the present invention can be applied to all parts of a vehicle where impact absorption is desired.

1, 11, 21, 31, 41, 51, 61, 71, 81, 91, 101 Vehicle impact energy absorption structure 2, 12, 42, 52, 62, 72, 82, 92, 102 Fixed part 2a, 12a Fastening holes 2b, 12b Plate-shaped parts 3, 13 Body part 4, 14 Tip part 14a 1st step tip part 14b 2nd step tip part 5, 15 Center axis 6, 16, 63, 73, 83, 93, 103 Rib 7, 17, 23, 32, 33 Collision direction 22 Car body

Claims (12)

A fixing portion for fixing to the vehicle member, a tip portion that is convexly curved and bulges toward the collision direction, and extends from the tip portion toward the fixing portion to connect the tip portion and the fixing portion. And a tubular body portion, the body portion is expanded in diameter along a direction from the tip end side toward the fixed portion side, and inside, for reinforcing at least the body portion. A rib is provided, and the distal end portion is located at the distal end when viewed in the direction along the center axis of the vehicle impact energy absorbing structure, and is a one-step bulge that is convexly curved in the direction along the center axis. The front end of the eye and the front end of the second step, which is located between the front end of the first step and the body section, and which is convexly curved and bulges outward in the radial direction. Vehicle impact energy absorption structure. The vehicle impact energy absorbing structure according to claim 1 , wherein a curvature of the curved shape at the tip portion is 0.5 ° / mm or less. At least in part, a sphere or formed into a shape forming a part of an ellipse spherical, vehicle impact energy absorbing structure according to claim 1 or 2 curved shape in the tip. The connecting portion of the tip portion and the body portion is formed in a curved shape, a vehicle impact energy absorbing structure according to any one of claims 1-3. The body portion is formed in the frustum of the bus configuration, the vehicle impact energy absorbing structure according to any one of claims 1-4. The inclination angle with respect to the center axis of the vehicle impact energy absorbing structure of the body is in the range of 10 ° to 45 °, the vehicle impact energy absorbing structure according to any one of claims 1-5. It said ribs is composed of a plurality of ribs extending radially with respect to the central axis of the vehicle impact energy absorbing structure for a vehicle impact energy absorbing structure according to any one of claims 1-6. The thickness of each portion, with increasing toward the fixing portion from the tip portion, has a maximum thickness in the fixing unit, a vehicle impact energy absorbing structure according to any one of claims 1-7 . Whole structure is formed by integrally molding, a vehicle impact energy absorbing structure according to any one of claims 1-8. The impact energy absorbing structure for a vehicle according to any one of claims 1 to 10 , which is composed of a thermoplastic resin composition. And is made of a thermosetting resin composition, the vehicle impact energy absorbing structure according to any one of claims 1-9. The vehicle impact energy absorbing structure according to any one of claims 1 to 10 , which is made of a fiber-reinforced composite material.

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