JPH11348699A - Impact absorbing structure of interior trim part for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an impact absorbing structure of an interior trim part for a vehicle, which can effectively exhibit higher impact absorbing performance even in a narrow space where an impact absorbing means is limited in function. SOLUTION: An impact absorbing means 10 interposed between a vehicular interior trim part 18 and a car body 20 is formed out of a plurality of cylindrical bodies 14 each of which is in a hollow prism shape, and is gradually widened in the direction normal to the axial line as it goes to its tip end, in such a way that its cross sectional area is gradually changed, and a plurality of the cylindrical bodies 14 are so disposed as to allow each mutual space to be kept on in a state that they are independent while the space between them is kept open in such a way as to be elongated in the input direction of impact.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a shock absorbing structure for a vehicle interior part, and more particularly, to a shock absorbing means disposed between a vehicle interior part and a vehicle body, and by deforming the shock absorbing means.
The present invention relates to a shock absorbing structure of a vehicle interior component capable of absorbing an external shock.

[0002]

2. Description of the Related Art Generally, in a vehicle such as an automobile, the interior side of a vehicle body is covered with various vehicle interior parts in order to improve the design of the vehicle interior. In addition, among such interior parts, for example, an instrument panel, a door trim, or a pillar garnish, which has a high possibility of contact with an occupant at the time of a collision accident or the like, is provided between the vehicle body and a shock absorbing means. A shock absorbing structure having various configurations is arranged, and the shock absorbing structure is deformed by an impact generated when an occupant comes into contact with an interior component, thereby absorbing energy of the impact. The shock absorbing structure is provided so that the safety of the occupant can be ensured as much as possible.

By the way, in order to ensure a higher level of occupant safety by such a shock absorbing structure for vehicle interior parts, a shock absorbing structure disposed between the interior part and the vehicle body is excellent. It is important to have a shock absorbing performance.

On the other hand, when evaluating the shock absorbing performance of such a shock absorbing structure, usually, first, a dummy doll is made to collide with the shock absorbing structure according to a known method, and the acceleration and the dummy acceleration after the collision are measured. Time is measured, and the measured acceleration and time are converted into a load value applied to the shock absorbing structure and a displacement amount (deformation amount) of the shock absorbing structure, respectively, and the load value is calculated. A load-displacement curve (FS curve) representing a correlation between the load value and the displacement amount is obtained on the vertical axis and the displacement amount on the horizontal axis. Then, in this FS curve, the absorption amount of the impact energy due to the deformation of the impact absorbing structure is grasped in accordance with the size of the area surrounded by the curve and the horizontal axis. The magnitude of the shock absorption performance is determined by the magnitude and the magnitude of the maximum load value.

[0005] In other words, the shock absorbing structure is designed so that when an impact is input, a large displacement can be obtained without the load value exceeding a predetermined value. It can be evaluated that a material capable of absorbing a larger impact energy while suppressing the size of the material within a certain range is excellent in shock absorption performance.

Therefore, in the shock absorbing structure of the vehicle interior parts, the height (thickness) of the shock absorbing structure is increased (thickened) in order to improve the safety of the occupant, and the shock absorbing structure is increased. It is desirable that a larger displacement can be obtained when the structure is deformed, but the shock absorbing structure is arranged in a relatively narrow space between the interior component and the vehicle body. However, in practice, the height of the shock absorbing structure is unavoidably limited by its narrow installation space, and it has been difficult to make the shock absorbing structure a desired height.

Therefore, for a shock absorbing structure disposed in such a relatively small space, (h ₁ −
h ₂₎ / h ₁ [However, h _1: undeformed height of the shock absorbing structure (thickness), h _2: after deformation of the shock absorbing structure height (thickness)] is determined in, It is required that the so-called effective stroke index, which indicates the ratio of the deformation amount (displacement amount) due to the shock, to the total amount of the shock absorbing structure be increased.

Therefore, Japanese Patent Application Laid-Open No. 9-150692 proposes an improved shock absorbing structure disposed between a vehicle interior component and a vehicle body, which is improved to satisfy the above-mentioned requirements.

That is, the shock absorbing structure disclosed in the above publication has a structure in which a large number of cylindrical bodies having a truncated conical shape are arranged at regular intervals so as to extend in the same direction. They are joined together, and between the interior parts and the vehicle body, these many cylindrical bodies are positioned so as to extend along the direction of impact input,
It is to be arranged. And in such a shock absorbing structure, when deformed by an impact when the occupant touches the interior parts, each of the large number of cylindrical bodies hardly tilts the central axis thereof, Do not protrude too much from the outline before deformation, it is gradually deformed (crushed), and the adjacent cylindrical bodies contact each other and interfere with each other, hindering each deformation. Advantageously, this can be avoided, so that the effective stroke index of each tubular body and thus of the entire shock absorbing structure can be effectively increased.

However, the present inventors conducted a collision test similar to the conventional one in which a dummy doll was collided with the shock absorbing structure having such a structure, and obtained an FS curve based on the result. However, in such an FS curve, the gradient (rise angle) of the curve in the initial stage of the shock input to the shock absorbing structure is small. In other words, the area surrounded by the curve in the initial stage and the horizontal axis is compared. It turned out that the target would be smaller. Thus, the shock absorbing structure disclosed in the above publication has a small amount of shock energy absorption in the initial stage of shock input, and therefore, increases the amount of shock energy absorption to obtain excellent shock absorption performance. It became clear that there was something inadequate in achieving this.

[0011]

The present invention has been made in view of the circumstances described above, and an object of the present invention is to provide a vehicle in which shock absorbing means is disposed between a vehicle and a vehicle. In the shock absorbing structure for interior parts for use, the effective stroke index of the shock absorbing means and the amount of shock energy absorbed in the initial stage of shock input can be advantageously made large, and the shock absorbing means is limited in a narrow space. Another object of the present invention is to provide a structure capable of effectively exhibiting more excellent shock absorbing performance even in a state in which it is disposed.

[0012]

Under such circumstances, the present inventors have conducted intensive studies in order to solve the above-mentioned problems, and as a result, a plurality of cylindrical bodies have been arranged so as to extend in the same direction at intervals. By forming the plurality of cylindrical bodies into a special shape in the shock absorbing structure, the gradient (rising edge) of the FS curve specific to the shock absorbing structure in the initial stage of the impact input to the shock absorbing structure is increased. Angle) can be made large.

The present invention has been completed on the basis of such knowledge, and is characterized by disposing shock absorbing means between a vehicle interior part and a vehicle body. In the shock absorbing structure of the interior part for a vehicle, which can absorb an external shock by deformation of the shock absorbing means, the shock absorbing means has a hollow rectangular tube shape, and is directed in a direction perpendicular to the axis toward the tip. It is configured to have a plurality of tubular bodies whose expanding cross-sectional area gradually changes, and the plurality of tubular bodies are independent of each other and spaced apart from each other between the vehicle interior component and the vehicle body. And extend in the direction of input of the shock, and are arranged so as to maintain a mutual interval.

That is, in the shock absorbing structure for an interior part for a vehicle according to the present invention, the shock absorbing structure includes a plurality of cylindrical bodies whose cross-sectional areas expanding in the axial direction gradually change toward the tip. The plurality of cylindrical bodies are mutually independent between the vehicle interior component and the vehicle body, and are spaced apart from each other so as to extend in the direction of impact input so that the mutual intervals are maintained. Each of the plurality of cylindrical bodies hardly protrudes from the outer shape line before being deformed due to an impact or the like at the time of contact of the occupant with the interior parts from the place where the occupant touches the interior parts. In this way, it is possible to advantageously prevent the adjacent cylindrical bodies from being gradually deformed (crushed) and coming into contact with each other to interfere with each other and hinder each deformation. Each cylindrical body Oite, sites between which is deformed is also overlap in the height direction of each cylindrical member and at the curb or as much as possible can be resolved.

Therefore, in such an impact absorbing structure for a vehicle interior part, each of the plurality of cylindrical bodies can be deformed with a sufficiently large deformation amount, and the height after the deformation is advantageously reduced. Therefore, the effective stroke index of the plurality of tubular bodies, in other words, the shock absorbing structure, can be effectively increased.

In particular, in the shock absorbing structure according to the present invention, since each of the cylindrical bodies constituting the shock absorbing structure has a hollow rectangular tube shape, the impact absorbing structure has The slope (rise angle) of the FS curve specific to the shock absorbing structure in the initial stage of the shock input can be made large, whereby the FS curve in the FS curve and the horizontal axis in the initial stage can be made. The area of the enclosed area can be increased, and the amount of impact energy absorbed in the initial stage of impact input can be increased.

Therefore, in the shock absorbing structure for an interior part for a vehicle according to the present invention, the effective stroke index of the shock absorbing structure disposed between the shock absorbing structure and the shock energy absorption in the initial stage of the shock input. Both can be advantageously increased, so that such a shock-absorbing structure, even when placed in a confined, tight space, has a good shock-absorbing structure. Performance can be demonstrated effectively. And as a result, occupant protection can be achieved very effectively,
The occupant's safety can be effectively ensured at a higher level.

According to one advantageous aspect of the shock absorbing structure for a vehicle interior part according to the present invention, the shock absorbing means includes the plurality of cylindrical bodies and the plurality of cylindrical bodies. In a state where the base portions are arranged so as to be independent and extend in the same direction with an interval, the base portion is configured to have a connecting body that is integrally connected while maintaining a mutual interval. By adopting such a configuration, the shock absorbing structure can be configured as an integrated product of the plurality of tubular bodies and the connecting body, in which the mutual arrangement intervals of the plurality of tubular bodies are fixed, By simply positioning such a shock-absorbing structure such that it is placed on the surface of the connected body facing the vehicle interior component, the plurality of tubular bodies are combined with the vehicle interior component. It can be arranged very easily and reliably between the vehicle and the vehicle body in a state of being independent of each other and spaced apart from each other and extending in the direction of input of the impact, and furthermore, the distance between them is maintained. As a result, occupant safety can be improved more easily.

According to one preferred aspect of the present invention, the cylindrical body has a bottomed hollow rectangular cylindrical shape having a bottom portion provided at a front end thereof for closing an opening at the front end side. It will be composed with. By adopting such a configuration, the stress caused by the occupant when the occupant comes into contact with the interior parts can be effectively dispersed at the bottom provided at the tip of each tubular body, and the Therefore, a deformation state in which the center axis is hardly inclined and does not protrude much from the contour before deformation can be obtained more favorably, so that the effective stroke index in each cylindrical body can be more reliably increased. It can be achieved in the following.

[0020]

BEST MODE FOR CARRYING OUT THE INVENTION Hereinafter, in order to clarify the present invention more specifically, the structure of a shock absorbing structure for a vehicle interior part according to the present invention will be described in detail with reference to the drawings. I do.

First, FIGS. 1 and 2 show a shock absorbing structure provided between a vehicle interior part having a shock absorbing structure according to the present invention and a vehicle body, in particular, a pillar garnish and a center pillar of an automobile. An example of a shock absorbing structure disposed between the two is schematically shown. As is apparent from those figures, the shock absorbing structure 10 is connected to the connecting body 12.
And a plurality of cylindrical bodies 14.

More specifically, the shock absorbing structure 10
Is formed in a rectangular thin plate shape as a whole. In addition, a plurality (here, 15
Pieces) have the same size, respectively.
On one surface of the connecting body 12, they are integrally formed so as to be arranged vertically and horizontally at predetermined intervals from each other in a form of five rows and three rows. . In other words, on the other surface of the connecting body 12, a plurality of portions located vertically and horizontally at a constant interval from each other are recessed with the same depth, and the plurality of recessed portions are
On one surface side of the connecting body 12, each of the connecting bodies 12 is a cylindrical body 14 extending in the same direction in a cylindrical shape.

Thus, the plurality of cylindrical bodies 14 are independently arranged so as to extend in the same direction with a space therebetween, and the connecting body 12 is provided on the base side under the state where the spaces are maintained. The shock absorbing structure 10 is thus integrally connected to the plurality of cylindrical bodies 1.
4 and a connecting body 12 for integrally connecting them.

In the shock absorbing structure 10 having such a structure, in particular, each of the plurality of cylindrical bodies 14 has a shape such that only the tip of the quadrangular pyramid is removed. . That is, each of the cylindrical bodies 14 has a rectangular cross section that expands in the direction perpendicular to the axis, and has an overall shape in the form of a hollow rectangular cylinder in which the area of the cross section gradually decreases toward the tip end. It is composed. Also, here, the cylindrical body 1 having such a shape is used.
4 is opened outward on the base side, which is the connecting body 12 side, while a flat bottom 16 is integrally formed on the distal end side, and the opening on the distal end side is closed.

In this embodiment, the shock absorbing structure 10
However, buckling deformation olefin resin, for example, polypropylene, polyethylene, by injection molding using a synthetic resin material such as polybutene, or by vacuum molding using an extruded sheet made of such olefin resin,
The whole is formed to have the same thickness. Further, in the shock absorbing structure 10, the height of each of the cylindrical bodies 14 is the same, and further, the adjacent cylindrical bodies 14
The arrangement intervals between them are all the same.

Thus, as shown in FIG. 3, for example, as shown in FIG. 3, a shock absorbing structure 10 having such a structure is provided between a pillar garnish 18 which is a vehicle interior part and a center pillar 20 of a vehicle body. Will be placed.

That is, the shock absorbing structure 10 is mounted on the connecting body 12 on the surface of the center pillar 20 facing the pillar garnish 18, and the outer surface of the bottom 16 of each cylindrical body 14 is connected to the pillar garnish 18. Are arranged in a state of facing the surface facing the center pillar 20 of the vehicle. And, although not explicitly shown in FIG.
In such an arrangement state, the connecting body 12 is fixed to the center pillar 20 by a screw or the like. As a result, the shock absorbing structure 10 is moved to the pillar garnish 18.
In the space between the cylindrical body 14 and the center pillar 20, the plurality of cylindrical bodies 14 are fixedly attached so that the axial direction of the plurality of cylindrical bodies 14 and the input direction of the impact are the same.
Are arranged in the space so as to be independent of each other and at predetermined intervals, and extend in the direction of impact input so as to maintain a mutual interval. In addition, the pillar garnish 18 is provided with the center pillar 20 as in the conventional case.
Is fixed by engagement with an engagement claw or the like, screwing, or the like.

Thus, in the present embodiment, as shown in FIG. 4, the impact absorbing structure 10 collides under the condition that it is disposed in the space between the pillar garnish 18 and the center pillar 20. Due to the occurrence of an accident or the like, the occupant comes into contact with the pillar garnish 18, and the pillar garnish 18 is deformed, so that the pillar garnish 18 in the shock absorbing structure 10 is connected to the bottom 16 of each of the plurality of tubular bodies 14 on the connecting body 12 side. When an impact is applied in the same direction as the axial direction of each of the cylindrical bodies 14 (the direction indicated by the arrow A in FIG. 4), each of the plurality of cylindrical bodies 14 moves to its center. The outer shape line before deformation (FIG. 4
(Indicated by the imaginary line).
It can be compressed and deformed substantially straight along the central axis 22. And by that
When each cylindrical body 14 is deformed, adjacent cylindrical bodies 14
That it interferes with each other and interferes with each other, or that each deformed portion of each cylindrical body 14 overlaps in the height direction of each cylindrical body 14, It can be suppressed or eliminated as much as possible.

As described above, in the present embodiment, the impact applied to the bottom 16 of each of the cylindrical bodies 14 of the shock absorbing structure 10 via the pillar garnish 18 by the contact of the occupant or the like, When the cylinders 14 are compressed and deformed, the adjacent cylinders 14 interfere with each other and hinder each deformation, or the deformed portions of the cylinders 14 Since the overlapping in the thickness direction can be advantageously avoided, each cylindrical body 14 can be deformed with a sufficiently large deformation amount, and the height after deformation is advantageous. Therefore, the effective stroke index of each tubular body 14, that is, the entire shock absorbing structure 10, can be effectively increased.

Moreover, in this embodiment, since each tubular body 14 of the shock absorbing structure 10 is formed in a hollow rectangular tubular shape, a small deformation occurs in the initial stage of the shock input. The impact load value can be increased relatively rapidly by the amount, so that the rise angle of the FS curve inherent to the shock absorbing structure 10 can be increased, and the impact input in such FS curve can be increased. The area of the region surrounded by the curve and the horizontal axis in the initial stage of the above can be increased, so that the absorption of the impact energy in the initial stage of the impact input can be effectively increased.

Accordingly, in this embodiment, both the effective stroke index of the shock absorbing structure 10 and the amount of shock energy absorbed in the initial stage of shock input can be effectively increased, whereby: Even when the shock absorbing structure 10 is arranged in a narrow space between the pillar garnish 18 and the center pillar 20,
In the shock absorbing structure 10, excellent shock absorbing performance can be stably exhibited. As a result, occupant protection can be achieved extremely effectively, and occupant safety can be effectively secured at a higher level.

In this specific example, a bottom 16 is provided at the tip of each tubular body 14 in the shock absorbing structure 10, and each tubular body 14 has a vertical axis as it approaches the leading end. Since it is configured as a hollow rectangular tube with a bottom, in which the area of a rectangular cross section expanding in the direction gradually decreases, the stress against the impact applied by the occupant contacting the pillar garnish 18 is reduced by each of the cylindrical members 14. Can be effectively dispersed at the bottom 16 of the
A more stable deformation state of each tubular body 14 is obtained, and as a result, the effective stroke index of each tubular body 14 and thus the shock absorbing structure 10 can be more reliably increased.

Further, in the present embodiment, the plurality of cylindrical bodies 14 are independently arranged so as to extend in the same direction at intervals from each other, and when the intervals are maintained, the plurality of cylindrical bodies 14 are arranged on the base side. , The shock absorbing structure 10 is integrally connected by the connecting body 12 so that the plurality of cylindrical bodies 14
And the connecting body 12 that integrally connects them, the shock absorbing structure 10 is simply connected to the center pillar 2 in the connecting body 12.
By simply positioning the cylindrical body 14 so as to be placed on the surface facing the zero pillar garnish 18, the plurality of tubular bodies 14 are independently and spaced from each other between the center pillar 20 and the pillar garnish 18. It can be arranged very easily and reliably in a state of extending in the direction of impact input and maintaining a mutual distance, whereby the occupant safety can be more easily improved. It becomes.

Here, the present inventors have designed a shock absorbing structure 10 having a structure as shown in this embodiment.
The following test was conducted to confirm that the above can advantageously increase the amount of absorption of impact energy in the initial stage of impact input.

That is, first, the cross-section expanding in the direction perpendicular to the axis has a square shape, and the area of the cross-section gradually decreases toward the front end. And a rectangular cylinder having a bottom section formed at the tip opening, and a bottom section formed at the tip opening, the cross section of which expands in a direction perpendicular to the axis is a regular triangular shape, and the area of the cross section gradually decreases toward the tip. A triangular cylindrical body having a cylindrical shape and a tapered cylindrical body having a truncated cone shape having a bottom portion formed at the distal end opening and having a gradually decreasing diameter toward the distal end were each formed of polypropylene. Among these three types of tubular bodies, the rectangular tubular body has a square shape having a diagonal line having a length of 15 mm at the end surface of the distal end portion, and a square shape having a diagonal line having a length of 15 mm.
m is formed into a square shape having a diagonal line with a length of m, and the triangular cylindrical body has a regular triangular shape having a height of 15 mm at the end face of the end portion, while the triangular cylindrical body has an end face shape of the base portion. It was molded so that the external shape became a regular triangular shape having a height of 30 mm. Further, the tapered tubular body has an outer diameter of 15 mm on the distal side and an outer diameter of 30 m on the base side.
m. The thicknesses of the three types of cylindrical bodies were all 2 mm, and the heights thereof were all 15 mm.

Next, a collision test was conducted on the three types of cylindrical bodies having such a configuration, in which a dummy doll was collided with the three cylindrical bodies according to a known method. Then, based on the test results, the relationship between the acceleration of the dummy and the time after the collision with each cylindrical body is obtained, and a curve showing the relationship is simulated by CAE (Computer Assisted Technology). A so-called GT curve representing a correlation between deceleration: G and time: T in each cylindrical body when an impact was applied to each cylindrical body was obtained. FIG. 5 shows the GT curves of the respective cylindrical bodies thus obtained. In this GT curve, as in the case of a general FS curve, the amount of impact energy absorbed is determined by the area enclosed by the curve and the horizontal axis.

As is clear from FIG. 5, the GTs of the rectangular tubular body and the triangular tubular body each having the shape of a rectangular cylinder are shown.
Comparing the curve with the GT curve of the tapered cylindrical body having the shape of a truncated cone, the former GT curve has a significantly larger gradient in the initial stage of impact input than the latter GT curve. As a result, the area of the region surrounded by each curve and the horizontal axis in the initial stage is larger in the rectangular cylindrical body and the triangular cylindrical body having the rectangular cylindrical shape. For this reason, the shock absorbing structure formed of a rectangular tubular body or a triangular tubular body in which a plurality of tubular bodies have a rectangular tubular shape has a tapered barrel in which the plurality of tubular bodies have a truncated cone shape. It can be clearly recognized that the impact energy absorption amount in the initial stage of the impact input is larger than the impact absorbing structure constituted by the shape bodies.

Although the specific configuration of the present invention has been described in detail above, this is merely an example, and the present invention is not limited by the above description.

For example, in the above embodiment, the shock absorbing structure 10 is made of an olefin resin material.
The material for providing the shock absorbing structure 10 is not limited thereto, and may be appropriately selected from non-olefin-based resin materials and the like conventionally used as constituent materials of the shock absorbing structure. It can be used. Further, the tubular body 14 and the connecting body 12 do not necessarily need to be made of the same material.

In the specific example, the shock absorbing structure 1
0 is composed of a plurality of cylindrical bodies 14 and a connecting body 12 for integrally connecting the cylindrical bodies 14 to each other.
0 may be composed of a plurality of cylindrical bodies 14 only. In addition,
In such a case, the plurality of tubular bodies 14 may be, for example, a vehicle such as a suitable reinforcing member disposed on a surface of the vehicle body facing the vehicle interior component or between the vehicle body and the vehicle interior component. On the surface facing the interior parts for use, etc., they are attached to each other while being arranged so as to be maintained at an interval from each other in a state of being independent of each other and spaced apart from each other and extending in the direction of input of an impact.

Further, even when the shock absorbing structure 10 is formed as an integrated product comprising a plurality of cylindrical bodies 14 and the connecting body 12, the molding method is not limited at all. As a method for molding the structure 10, in addition to the method shown in the above specific example, the plurality of cylindrical bodies 14 and the connecting body 12 are simultaneously integrally molded by injection molding, vacuum molding, or the like. Alternatively, a method of separately molding the and the linking body 12 and then integrating them by bonding or the like can be, of course, advantageously employed.

Further, in the specific example, each of the cylindrical members 14
Although the respective thicknesses of the and the connecting body 12 are the same, the thickness may be partially different. The thickness of each of the cylindrical body 14 and the connecting body 12 is preferably 0.5 mm or more in order to obtain a good shock absorbing performance. It can be appropriately determined according to the material and shape of each of the body 14 and the connecting body 12 and the shock absorption characteristics required of the shock absorbing structure 10.

In the specific example, the connecting member 12 has a single flat plate shape, and a plurality of cylindrical members 14 are integrally formed on one surface of the connecting member 12 at intervals. As a result, the plurality of tubular bodies 14
2, the connecting body 12 has a plurality of cylindrical bodies 14 that are spaced apart from each other and arranged independently while maintaining the mutual spacing. If they are integrally connected, the shape and the plurality of cylindrical bodies 14
Is not limited at all. Therefore,
For example, as shown in FIG. 6, the connecting body 12 is configured to have a thin rib shape, and a plurality of such rib-like connecting bodies 12 are used to integrally connect the plurality of cylindrical bodies 14. Is also good.

Further, in the above specific example, a total of fifteen cylindrical bodies 14 are arranged on one surface of the connecting body 12 in five vertical rows and three horizontal rows.
Although the rows and columns are arranged vertically and horizontally, the number and arrangement of the cylindrical bodies 14 are not limited to this, and the size and shape of the arrangement space of the shock absorbing structure 10 are not limited thereto. It can be appropriately changed by the above.

Also, the height and arrangement interval of each cylindrical body 14 are
The specific dimensions are not limited to those shown in the specific examples, and their specific dimensions can be appropriately determined according to the size and shape of the installation space of the shock absorbing structure 10, and In this case, it is not always necessary that all the heights and arrangement intervals of the plurality of cylindrical bodies 14 have the same dimensions.

Further, the central axis 2 of the cylindrical wall surface of each cylindrical body 14
The angle of inclination with respect to 2 (the angle indicated by θ in FIG. 2) is not particularly limited, but should be about 5 to 45 ° in order to more reliably increase the effective stroke index. Is desirable.

Further, in the above specific example, each tubular body 14 is
Each has a hollow rectangular cylindrical shape in which the cross-sectional area expanding in the direction perpendicular to the axis gradually decreases toward the distal end, but each cylindrical body 14 is directed toward the distal end. Accordingly, the cross-sectional area expanding in the direction perpendicular to the axis may be gradually increased to form a hollow rectangular tube shape.

Further, the shape of the cross section of each of the cylindrical bodies 14 extending in the direction perpendicular to the axis is not particularly limited to the one shown in the above-mentioned example as long as it is a polygonal shape.
For example, the cross-sectional shapes of the distal side and the base side may be the same polygonal shape other than a quadrangle, and the cross-sectional shapes of the distal side and the base side may be different polygon shapes from each other. Is also good.

Further, in the above specific example, each cylindrical body 14
A bottom portion 16 for closing the opening of the front end is provided integrally with the front end, but this bottom portion 16 is not essential in the present invention.

In addition, in the above specific example, a specific example is shown in which the present invention is applied to the impact absorbing structure of a pillar garnish of an automobile in which an impact absorbing structure is disposed between the center pillar and the center pillar. Of course, the present invention can be advantageously applied to any of the shock absorbing structure of interior parts of vehicles other than pillar garnish and the shock absorbing structure of interior parts of vehicles other than automobiles. It is.

In addition, although not enumerated one by one, the present invention
Based on the knowledge of those skilled in the art, various changes, modifications, improvements, and the like can be made, and any of such embodiments can be implemented in the present invention without departing from the spirit of the present invention. It is to be understood that they are included within the scope of the invention.

[0052]

As is apparent from the above description, in the shock absorbing structure of the interior part for a vehicle according to the present invention, the effective stroke index and the impact of the shock absorbing structure disposed between the vehicle body and the vehicle body. The absorption of the impact energy in the early stages of the input can both be advantageously increased, so that the impact-absorbing structure, even if placed in a limited, tight space, is not In the absorbing structure, excellent shock absorbing performance can be effectively exhibited. As a result, occupant protection can be achieved very effectively, and occupant safety can be effectively secured at a higher level.

[Brief description of the drawings]

FIG. 1 is a perspective explanatory view showing an example of a shock absorbing structure disposed between a pillar garnish having a shock absorbing structure according to the present invention and a center pillar.

FIG. 2 is an enlarged explanatory view taken along the line II-II in FIG.

FIG. 3 is an explanatory view showing an arrangement state of the shock absorbing structure shown in FIG. 1 between a pillar garnish and a center pillar.

FIG. 4 is an explanatory diagram showing a deformation state of the shock absorbing structure shown in FIG. 1 due to an external shock.

FIG. 5 shows a cylinder constituting a shock absorbing structure disposed between a pillar garnish having a shock absorbing structure according to the present invention and a center pillar, and a tube constituting a conventional vehicle shock absorbing structure. 6 is a graph showing the relationship between deceleration: G and time: T in each cylindrical body when a collision test is performed using the cylindrical bodies.

FIG. 6 is a view corresponding to FIG. 1 and showing another example of a shock absorbing structure disposed between a pillar garnish having a shock absorbing structure according to the present invention and a center pillar.

[Explanation of symbols]

DESCRIPTION OF SYMBOLS 10 Shock absorbing structure 12 Connecting body 14 Cylindrical body 16 Bottom part 18 Pillar garnish 20 Center pillar 22 Central axis

Claims (3)

[Claims] 1. A shock absorbing structure for a vehicle interior part wherein shock absorbing means is arranged between the vehicle interior part and the vehicle body so that a shock from the outside can be absorbed by deformation of the shock absorbing means. The shock absorbing means has a hollow rectangular cylindrical shape, and has a plurality of cylindrical bodies whose cross-sectional areas expanding in the direction perpendicular to the axis gradually change toward the tip, and the plurality of cylindrical bodies are formed. That the tubular body is arranged so as to maintain a mutual interval between the vehicle interior component and the vehicle body in a state of being independent from each other and extending in an impact input direction with an interval. Features shock absorbing structure for vehicle interior parts. 2. The method according to claim 1, wherein the shock absorbing unit is arranged such that the plurality of tubular bodies and the plurality of tubular bodies are arranged so as to be independent from each other and extend in the same direction with an interval therebetween. And a connecting body that is integrally connected while maintaining a mutual interval.
2. The shock absorbing structure for a vehicle interior part according to claim 1. 3. The hollow cylindrical body having a bottom, wherein the cylindrical body is provided with a bottom at a front end thereof for closing an opening on the front end side. Or the shock absorbing structure for a vehicle interior part according to claim 2.