WO2011064203A1 - Dispositif et procédé pour régler une rigidité d'une structure active en cas de collision pour un véhicule - Google Patents

Dispositif et procédé pour régler une rigidité d'une structure active en cas de collision pour un véhicule Download PDF

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Publication number
WO2011064203A1
WO2011064203A1 PCT/EP2010/068023 EP2010068023W WO2011064203A1 WO 2011064203 A1 WO2011064203 A1 WO 2011064203A1 EP 2010068023 W EP2010068023 W EP 2010068023W WO 2011064203 A1 WO2011064203 A1 WO 2011064203A1
Authority
WO
WIPO (PCT)
Prior art keywords
crash
deformation
deformation elements
controller
stiffness
Prior art date
Application number
PCT/EP2010/068023
Other languages
German (de)
English (en)
Inventor
Thomas Friedrich
Gian Antonio D'addetta
Original Assignee
Robert Bosch Gmbh
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Robert Bosch Gmbh filed Critical Robert Bosch Gmbh
Publication of WO2011064203A1 publication Critical patent/WO2011064203A1/fr

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R19/00—Wheel guards; Radiator guards, e.g. grilles; Obstruction removers; Fittings damping bouncing force in collisions
    • B60R19/02—Bumpers, i.e. impact receiving or absorbing members for protecting vehicles or fending off blows from other vehicles or objects
    • B60R19/24—Arrangements for mounting bumpers on vehicles
    • B60R19/26—Arrangements for mounting bumpers on vehicles comprising yieldable mounting means
    • B60R19/34—Arrangements for mounting bumpers on vehicles comprising yieldable mounting means destroyed upon impact, e.g. one-shot type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R21/00—Arrangements or fittings on vehicles for protecting or preventing injuries to occupants or pedestrians in case of accidents or other traffic risks
    • B60R21/01—Electrical circuits for triggering passive safety arrangements, e.g. airbags, safety belt tighteners, in case of vehicle accidents or impending vehicle accidents
    • B60R21/013—Electrical circuits for triggering passive safety arrangements, e.g. airbags, safety belt tighteners, in case of vehicle accidents or impending vehicle accidents including means for detecting collisions, impending collisions or roll-over
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
    • F16F7/00—Vibration-dampers; Shock-absorbers
    • F16F7/12—Vibration-dampers; Shock-absorbers using plastic deformation of members
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R19/00—Wheel guards; Radiator guards, e.g. grilles; Obstruction removers; Fittings damping bouncing force in collisions
    • B60R19/02—Bumpers, i.e. impact receiving or absorbing members for protecting vehicles or fending off blows from other vehicles or objects
    • B60R19/24—Arrangements for mounting bumpers on vehicles
    • B60R19/26—Arrangements for mounting bumpers on vehicles comprising yieldable mounting means
    • B60R2019/262—Arrangements for mounting bumpers on vehicles comprising yieldable mounting means with means to adjust or regulate the amount of energy to be absorbed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R21/00—Arrangements or fittings on vehicles for protecting or preventing injuries to occupants or pedestrians in case of accidents or other traffic risks
    • B60R21/01—Electrical circuits for triggering passive safety arrangements, e.g. airbags, safety belt tighteners, in case of vehicle accidents or impending vehicle accidents
    • B60R2021/01204—Actuation parameters of safety arrangents
    • B60R2021/01252—Devices other than bags

Definitions

  • the invention relates to a device or a method for adjusting a stiffness of a crash-active structure for a vehicle according to the preamble of the independent claims.
  • a crash box which has a housing-like deformation profile with a longitudinal carrier-side flange plate and is designed as a folded construction of sheet metal.
  • the deformation profile consists of two shell components, wherein a flange plate portion is integrally formed on each shell component.
  • the shell components are folded out of metal sheet exit plates, then assembled and joined together using resistance welding points.
  • an impact damper for a vehicle is known.
  • This impact damper has a deformable deformation body during vehicle impact, in the path of which a blocking element is caused, in which due to the force on impact plastic deformation of the deformation body is caused by absorption of impact energy, the deformation resistance of the deformation body are increased by a control in an additional deformation stage can.
  • the locking member has at least two switching positions, in which it protrudes in the displacement path of the deformation body, whereby the deformation body is less or more plastically deformed by the force effect on impact.
  • this body structure has a longitudinal element with a first section, one of this different second portion for providing a controlled reaction force at the time of a vehicle crash, wherein the second portion is adapted to undergo a kink or folding deformation, whereby the second portion has a much higher deformation-inducing load than a plastic deformation load, and wherein the first portion thereto is designed to fold at a deformation-inducing load which is substantially smaller than the deformation-inducing load of the second section but substantially higher than the plastic deformation load of the second section.
  • the vehicle body exhibits a high reaction load during an early phase of a vehicle crash, and a lower reaction load during a final phase impact, so that the peak acceleration of the vehicle occupant restrained by a seat belt with a certain elasticity can be minimized. Disclosure of the invention
  • the device according to the invention or the method according to the invention for adjusting the stiffness of a crash-active structure for a vehicle with the features of the independent claims have the advantage that the device now has a parallel arrangement of deformation elements and a control, wherein the control in Depending on a crash process and / or at least one crashrelevanten parameter sets the stiffness by connecting and / or separating the deformation elements.
  • adaptive stiffness can be performed by a simple and reliable method or apparatus.
  • This inventive device or the inventive method allow by adapting to a crash or at least one crashrelevanten parameters that a front structure in a vehicle by the crash-active structure according to the invention can be reduced in weight, which thereby pays additionally, that the engine and other drive components can be designed to be lighter, resulting in additional weight savings.
  • connection and disconnection can preferably be made reversible, so that the sensor system which serves to control the rigidity can be made very sensitive and, if the rigidity or reduction is not necessary to increase, without the driver being aware of it, being returned to the standard. default position can be reduced.
  • the standard position can be either the maximum, the average or the minimum stiffness.
  • the device according to the invention or the method according to the invention results in the fact that between a predominantly bending and a predominant axial or compression loading by connecting and disconnecting the
  • Deformation elements can be selected.
  • the crash-active device according to the invention can be present in particular within the front longitudinal structure.
  • the control depending on the crash, so in particular the crash type and / or the crash severity or at least one crashrelevanten parameters such as an ambient signal or an occupant signal or the
  • Vehicle weight or data on an accident carrier lead to an adaptive adjustment of rigidity.
  • the device according to the invention or the method according to the invention makes it possible to adjust the rigidity in any number of stages.
  • the device according to the invention makes it possible to shorten the front structure and thus allows weight to be saved. This is of particular interest for smaller vehicles and generally also in terms of energy saving.
  • the reversibility creates the possibility of a false triggering, which can be triggered for example by a pothole in the road or a slight collision with a garbage bin or a garage door, by designing the device or the method reversible is so that the actuator can be moved back to its original position, the driver should not notice.
  • the device is presently the crash-active structure with the appropriate control, which is installed in the front of the vehicle. Adjusting the stiffness means that the stiffness is changed. Depending on the design of the device, two, three, four or any number of stages of rigidity can be set. Stiffness is understood to mean the resistance of a body in the present case to the crash-active structure against deformation due to a force which is generated in the present case by the crash opponent.
  • the rigidity of the crash-active structure is for one depending on the material and the geometry or present, whether the deformation elements are connected or disconnected.
  • the crash-active structure is that structure which is mechanically formed and which has a variable rigidity through an adjustment of a parameter of this crash-active structure.
  • the crash-active structure consists in the present case of the deformation elements and the corresponding control.
  • a possible sensor system can be arranged in the crash-active structure or close to the crash-active structure and thus be an element of the device.
  • the deformation element is, for example, a hollow body made of aluminum or aluminum sheet or a steel sheet which has a cylindrical, but also rod-shaped, rectangular cross-section or another suitable geometric structure.
  • the control may be passive or active, as is apparent from the dependent claims.
  • the controller reacts to the crash process and / or at least one crashrelevanten parameters.
  • the crash process can be understood as meaning crash severity, crash type, measured values such as acceleration, impact speed, etc.
  • variables derived from the measured values such as the acceleration that is integrated once or twice over time, can also be understood under the crash process.
  • Crash-relevant parameters are, for example, ambient signals, occupant signals, signals that characterize the accident opponent, for example by an exchange of information between the vehicles.
  • a positive, positive and / or material-locking connection may be meant, which contributes to changing the rigidity of the crash-active structure.
  • the separation means that the deformation elements behave completely independently of each other.
  • Advantageous improvements, the device specified in the independent patent claims or the method specified in the independent patent claims for adjusting the rigidity of a crash-active structure for a vehicle are possible by the measures and developments listed in the dependent claims. It is advantageous that the control is made passive, wherein the control has a predetermined load-deflection characteristic which causes the separation and / or the connection of the deformation elements as a function of the crash process.
  • Conceivable materials are those with a strong strain rate dependent characteristics, i. at high speeds no failure occurs, while at lower crash speeds, failure occurs.
  • the "programming" of the "inherent” actuator is thus taken over by the material characteristics.
  • control takes place as a function of an electrical signal which represents the crash process and / or at least one crash-relevant parameter.
  • the controller has an actuator that actuates at least one switching element for connecting and / or separating the deformation elements.
  • the electrical signal can in the present case of a
  • Controller come, which is located inside or outside the device according to the invention.
  • it may be an airbag control unit.
  • other safety control devices such as control units for a vehicle-wide view or a vehicle dynamics control are possible in the present case.
  • the actuator can have all possible characteristics. It may be formed inductively, piezoelectrically, with magnets, with a linear motor via a shape memory alloy, an eddy current actuator. Other actuator principles are conceivable.
  • the switching element is a mechanical element that connects or disconnects the deformation elements. This connection can be made by a hold, the separation by an opening, so that the deformation elements react independently after opening to the crash.
  • the joining causes the ensemble of the deformation elements together to counteract the crash. This can lead to a change or switching between a compression and bending deformation.
  • the compression deformation or axial deformation in terms of mass-stiffness is more efficient than the bending deformation, ie has a higher energy absorption in the crash.
  • the at least one switching element is switchable in more than two stages.
  • the stiffness can then be set in more than two stages, for example in three, four or any number of stages or a stepless adjustment of the rigidity.
  • the term "stiffness" as used herein means that the stiffness can only assume certain discrete values which are spaced apart from one another such that no direct transition between these values is possible. The stiffnesses therefore have jumps to each other.
  • the joining of the deformation elements is essentially a compression deformation, as already mentioned above, and by the separation of the deformation elements substantially a bending deformation is effected.
  • the compression deformation is advantageous for increasing the energy absorption behavior, in particular at the beginning of a crash, while the bending deformation is advantageous in the further course of the crash process or in a lighter crash.
  • bending deformation bending occurs at corresponding kink points of the deformation elements. Due to the bending behavior, a significantly lower level of force is achieved.
  • the corresponding deformation element is compressed axially. This can also be supported by a corresponding structuring of the deformation element.
  • the deformation elements are at least two segments of a hollow body. It is therefore advantageous to take a hollow body and divide it into cells or other sub-assemblies, which then each take over the function of the deformation elements. For a very compact representation of these deformation elements is possible, which also allows easy control of these deformation elements.
  • segments can be inserted into each other, for example, in the case of a pipe, and thus define the radius of this pipe.
  • At least one largely closed coupling element is provided around the hollow body as the at least one switching element, and that the at least one coupling element is displaceable on the hollow body by means of the actuator, wherein the separation and / or connection of the segments can be effected by the displacement ,
  • the coupling element as the at least one switching element for example, a largely closed ring, but which may also be open, where, for example, one of the segments is always prompted for bending deformation in a crash.
  • the ring would then be prevented by appropriate measures against twisting.
  • more than one ring for example two rings, or even more so as to achieve a more precise adjustment of the rigidity.
  • the at least one coupling element is designed such that at least one segment of the at least two segments always essentially performs the bending deformation in the crash process.
  • the at least two segments are inserted into one another.
  • the segments can be easily taken apart in the absence of crash operation and, for example, are inserted radially into one another.
  • FIG. 1 shows a block diagram of the device according to the invention
  • FIG. 2 shows a flowchart of the method according to the invention
  • FIG. 3 shows a schematic representation of the device according to the invention with a switching element
  • FIG. 4 shows a section through the deformation elements and the switching element
  • FIG. 5 shows a block diagram for adaptation to different types of crashes 6 shows an embodiment of the device according to the invention with a ring as a switching or coupling element
  • Figure 7 and 8 respectively a sectional view of the device according to the invention with the ring as a coupling element
  • Figure 9 shows a variant with a non-closed ring
  • Figure 10 shows a crash structure with a
  • FIG. 11 shows a crash structure with a compression deformation
  • FIG. 12 shows an exemplary embodiment of the adaptive crash structure with two rings.
  • Figure 1 shows a schematic diagram of the device according to the invention with CR, which designates the crash direction.
  • three deformation elements are arranged, for example, parallel to one another, which can be connected or disconnected via holders 1, 2 and 3 by the actuators Act 1, Act 2, Act 3.
  • the Aktuatorik Act 1 to 3 is controlled by a control unit SG, which controls the actuator as a function of the crash process and / or at least one crashrelevanten parameter.
  • the sensor system S can be a wide variety of sensors for detecting the crash process and / or the at least one crash-relevant parameter.
  • the control unit SG which processes these sensor signals, may for example also include parts of these sensors themselves.
  • the control unit is arranged inside or outside the device. In particular, it may be the airbag control unit.
  • the actuators 1 to 3 received from the control unit SG Actuate signals to activate the holders 1, 2 and 3, so that the deformation elements 1 to 3 are either connected or disconnected.
  • Fig. 2 illustrates the running in the apparatus shown in FIG. 1 process.
  • the sensor system S and the control unit SG which has computing means for determining how a microcontroller determines the crash process or at least one crash-relevant parameter, makes a decision regarding the required rigidity via a decision matrix or threshold value queries (method step 201). , If it is a hard crash, then it is necessary to set a higher stiffness. For less severe crashes, a lower rigidity can be set. This then takes place in method step 202 by a corresponding connection or disconnection of the deformation elements.
  • the crash-active structure 31 which is also called an adaptive crash structure (ACS), with a coupling element or switching element 30, the crash-active structure 31 having four deformation segments, each of which is designed as a hollow body.
  • the length of the hollow body is denoted by L, while the height is denoted by h and the width by b.
  • the deformation elements are supporting elements, for example hollow profiles, which in the present case can be frictionally connected to one another by the switching element 30, so that, depending on the setting, either a single unit acts and the supporting ensemble interacts or is present in separate ones four separate support structures act.
  • the switching element 30 can be switched by the corresponding actuators as described above. When connecting so for example a traction, the coupling element 30 is solved accordingly.
  • the one or more switching elements 30 may be attached only at one point or a partial length along the hollow body and act or be installed along the entire length of the hollow body.
  • the number of partial structures, eg hollow body can be arbitrary, but at least two. Not all partial structures (hollow bodies) must be connected to each other via the actuators from the beginning. It is essential that it is possible to switch between a state all or a subset of the hollow body act as an ensemble El or just each sub-body alone or a subset act as ensemble E2.
  • the number of partial bodies which act maximally in the ensemble (El) in the case of the primary axial load is greater than the number of partial bodies which act maximally in the ensemble (E2) in the case of the predominant bending load
  • FIG. 4 shows a section through the capital letters A indicated in FIG. 3.
  • the wall thickness can be varied as a further parameter. This has a direct influence on the stiffness. The thicker the higher the stiffness.
  • the coupling element 41 is as mentioned switchable and variable in length.
  • FIG. 5 shows a block diagram of how a crash-dependent activation of the coupling element according to FIGS. 3 and 4 can take place.
  • various sensors are arranged by way of example, which need not all be necessary.
  • An initial sensor 51 includes, for example, an acceleration sensor, a rotary motion sensor and / or a structure-borne sound sensor.
  • the block 52 includes GPS or navigation data.
  • a predictive sensor such as radar, video, ultrasound, lidar, etc. is designated.
  • external Can signals such as from a Car to X or ESP signals understood. Of course, even more sensors 55 can be used. These sensor signals are transmitted to a controller 56, which has an algorithm 57 for controlling the adaptive crash structure.
  • the control unit 56 has a module 58 which has a crash categorization or crash type determination or crash severity determination.
  • the actuator 59 is driven in order to connect in the event of a serious crash 501 all deformation elements together in order to achieve maximum rigidity.
  • a slight under- or over-ride crash 502 only two deformation elements would have to be connected to each other but not all four. Even with a slight offset crash, it is only necessary to connect two deformation elements together.
  • the two upper or the two superimposed deformation elements can now be connected to each other. Other combinations of the deformation elements are possible in the present case.
  • Fig. 6 shows an embodiment of the device according to the invention wherein again CR is designated Crashraum.
  • the accident opponent will first encounter a cross member QT and then the adaptive crash structure ACS, which in the present case has a ring R, wherein according to the adaptive crash structure
  • the adaptive crash structure ACS follows a side member LT.
  • the adaptive crash structure ACS is at rest.
  • the configuration consists in the present case of a tube, which in turn consists of several parts, a ring R, which moves longitudinally on the tube and an actuator, which is not shown here.
  • the tube consists of several parts, so that it can be loaded axially or in bending, depending on the position of the stiffening ring R:
  • the tube or its segments can move apart in the event of a collision, so that a bending deformation occurs.
  • FIG. 7 shows the same configuration in a sectional view with the adaptive crash structure ACS or pipe the ring R and the crash direction CR.
  • Fig. 8 is a plan view of this structure is shown with the ring R, the segments Sl, S2, S3 and S4. Furthermore, since it is a rotationally symmetrical arrangement, corresponding symmetry lines are drawn.
  • FIG. 9 now shows an embodiment with a non-closed ring RA and in turn the segments of the pipe Sl, S2, S3 and S4.
  • Another possible variant of the principle shown in FIG. 9 is an opening angle of greater than 90 ° of the stiffening ring and to make it with a rotation lock so that one of the four segments can always bend. In a severe crash, three out of four pipe segments will deform axially and one segment would bend or fold. In a light crash, all segments would bend.
  • FIG. 10 shows a bending of the crash structure ACS as a result of the crash.
  • the original state UZ is shown in dashed lines.
  • the ring is placed in the very front so that the bending deformation can occur.
  • the adaptive crash structure ACS is arranged on the side member on the other side LT. This figure 10 shows a predominantly bending load, ie a soft setting of the adaptive crash system ACS.
  • Fig. 11 shows a crash structure under axial load.
  • the ring R is now centrally located.
  • UZ the original state is shown in dashed lines, while the tube ACS undergoes an axial deformation, which is represented by the wave-like structures.
  • This figure 11 shows a predominantly axial load, i. a stiff setting of the adaptive crash system ACS.
  • Fig. 12 shows an example with non-constant wall thicknesses RE and two rings Rl and R2.
  • a reverse representation with high wall thicknesses in the middle and low wall thicknesses at the extremities of the tube are possible in the present case.
  • the coupling elements can not only be located on the outer periphery of the deformation element or of the hollow body, but also in the middle. All other possible structures are possible in the present case.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Vibration Dampers (AREA)

Abstract

L'invention concerne un dispositif et un procédé pour régler une rigidité d'une structure active en cas de collision pour un véhicule. Dans le cas présent, il est prévu un agencement parallèle d'éléments de déformation et une commande. La commande règle la rigidité en fonction d'un processus de collision et/ou d'au moins un paramètre important au niveau de la collision par une liaison et/ou une séparation des éléments de déformation.
PCT/EP2010/068023 2009-11-24 2010-11-23 Dispositif et procédé pour régler une rigidité d'une structure active en cas de collision pour un véhicule WO2011064203A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE200910047073 DE102009047073A1 (de) 2009-11-24 2009-11-24 Vorrichtung und Verfahren zur Einstellung einer Steifigkeit einer crashaktiven Struktur für ein Fahrzeug
DE102009047073.5 2009-11-24

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Publication Number Publication Date
WO2011064203A1 true WO2011064203A1 (fr) 2011-06-03

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WO (1) WO2011064203A1 (fr)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102013005099A1 (de) 2013-03-23 2014-09-25 Volkswagen Aktiengesellschaft Deformationselement
JP2015172402A (ja) * 2014-03-12 2015-10-01 富士重工業株式会社 エネルギー吸収部材

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102013000459B3 (de) * 2013-01-14 2014-07-17 Volkswagen Aktiengesellschaft Deformationselement für ein Fahrzeug und Fahrzeug mit einem derartigen Deformationselement
DE102014209561A1 (de) 2014-05-20 2015-11-26 Zf Friedrichshafen Ag Aufpralldämpfer, insbesondere für ein Schienenfahrzeug
DE102014209563A1 (de) 2014-05-20 2015-11-26 Zf Friedrichshafen Ag Aufpralldämpfer, insbesondere für ein Schienenfahrzeug

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19745656A1 (de) 1997-10-16 1999-04-22 Daimler Chrysler Ag Pralldämpfer für ein Kraftfahrzeug
DE19938937A1 (de) 1998-08-17 2000-03-02 Honda Motor Co Ltd Karosserieaufbau eines Kraftfahrzeugs mit kontrollierter Reaktionslast
US6626474B1 (en) * 1998-10-23 2003-09-30 Dytesys Shock absorbing device
DE102004051571A1 (de) * 2003-10-23 2005-06-09 Honda Motor Co., Ltd. Vorrichtung zum Steuern der Steifigkeit einer Fahrzeugkarosserie
EP1792786A2 (fr) 2005-11-30 2007-06-06 Benteler Automobiltechnik GmbH Boitier absorbeur d'énergie

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19745656A1 (de) 1997-10-16 1999-04-22 Daimler Chrysler Ag Pralldämpfer für ein Kraftfahrzeug
DE19938937A1 (de) 1998-08-17 2000-03-02 Honda Motor Co Ltd Karosserieaufbau eines Kraftfahrzeugs mit kontrollierter Reaktionslast
US6626474B1 (en) * 1998-10-23 2003-09-30 Dytesys Shock absorbing device
DE102004051571A1 (de) * 2003-10-23 2005-06-09 Honda Motor Co., Ltd. Vorrichtung zum Steuern der Steifigkeit einer Fahrzeugkarosserie
EP1792786A2 (fr) 2005-11-30 2007-06-06 Benteler Automobiltechnik GmbH Boitier absorbeur d'énergie

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102013005099A1 (de) 2013-03-23 2014-09-25 Volkswagen Aktiengesellschaft Deformationselement
JP2015172402A (ja) * 2014-03-12 2015-10-01 富士重工業株式会社 エネルギー吸収部材

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