JP5522191B2

JP5522191B2 - Vehicle shock absorption structure

Info

Publication number: JP5522191B2
Application number: JP2012071191A
Authority: JP
Inventors: 修久奥田
Original assignee: Toyota Auto Body Co Ltd
Current assignee: Toyota Auto Body Co Ltd
Priority date: 2012-03-27
Filing date: 2012-03-27
Publication date: 2014-06-18
Anticipated expiration: 2032-03-27
Also published as: JP2013203106A

Description

本発明は、車両の衝撃吸収構造に関する。 The present invention relates to a shock absorbing structure for a vehicle.

従来、一般に、車両前部においては、バンパリンインホースとサイドメンバとの間に金属製で中空筒状の衝撃吸収部材（クラッシュボックス）が介装されている。この種の車両の衝撃吸収構造では、衝撃吸収部材が軸方向に潰れることで衝突時の衝撃荷重を吸収することができる。このような衝撃吸収構造は、例えば、特許文献１に開示されている。 Conventionally, generally, in the front part of a vehicle, a metal-made hollow cylindrical shock absorbing member (crash box) is interposed between the bumper-in hose and the side member. In this type of vehicle impact absorbing structure, the impact absorbing member can be crushed in the axial direction to absorb the impact load at the time of collision. Such a shock absorbing structure is disclosed in Patent Document 1, for example.

衝撃吸収性能は、衝撃吸収部材の変位に対する反力としての圧縮荷重によって指標される。そして、車両の衝撃吸収構造では、歩行者等の衝突対照を保護する観点から、急激に力が加わることで衝突初期に一時的に圧縮荷重が跳ね上がるのは好ましくなく、圧縮荷重が衝突開始時からできるだけ一定に保たれることが望ましい。 The shock absorbing performance is indicated by a compressive load as a reaction force against the displacement of the shock absorbing member. And, in the shock absorbing structure of the vehicle, it is not preferable that the compressive load jumps temporarily at the beginning of the collision by applying a sudden force from the viewpoint of protecting the collision control of the pedestrian or the like. It is desirable to keep it as constant as possible.

そこで、衝突開始時の圧縮荷重の跳ね上がりを防ぐために、特許文献１では、次の構成とされている。すなわち、図１２に示されるように、衝撃吸収部材３１１は中空四角筒状であり、その後側の端面は、軸方向に直交して平坦であり、平板状の第２のプレート３１３で塞がれて、該第２のプレート３１３を介してサイドメンバ３２１に対して全面で接地している。一方、前側の端面は、軸方向に直交する平坦面の一部が斜めに欠けた形状とされて、屈曲した板状の第１のプレート３１５で塞がれている。そして、第１のプレート３１５を介し、端面の一部（接触面部３１１ａ）のみがバンパリインホースと連結され、傾斜面部３１１ｂはバンパリインホースから離反した状態とされている。特許文献１によれば、衝撃吸収部材３１１の前側の端部にバンパリインホース３２３から離反した傾斜面部３１１ｂを設け、バンパリインホースから衝撃吸収部材への衝突荷重の伝達面積を小さくさせることで、衝突初期の圧縮荷重が特に大きくなるのを防ぎ、更に衝撃吸収部材の先端から潰れるように生じる変形が順に後方へと安定して進行するとされている。 Therefore, in order to prevent the compression load from jumping up at the start of the collision, Patent Document 1 has the following configuration. That is, as shown in FIG. 12, the shock absorbing member 311 has a hollow rectangular tube shape, and its rear end surface is flat perpendicular to the axial direction and is closed by the flat plate-like second plate 313. Thus, the entire surface is grounded to the side member 321 via the second plate 313. On the other hand, the end surface on the front side has a shape in which a part of a flat surface orthogonal to the axial direction is obliquely cut off, and is closed by a bent plate-shaped first plate 315. Then, only a part of the end surface (contact surface portion 311a) is connected to the bumper inhose via the first plate 315, and the inclined surface portion 311b is separated from the bumper inn hose. According to Patent Document 1, the inclined surface portion 311b that is separated from the bumper inn hose 323 is provided at the front end of the shock absorbing member 311 to reduce the transmission area of the collision load from the bumper inn hose to the shock absorbing member. Therefore, it is supposed that the compressive load at the initial stage of the collision is prevented from becoming particularly large, and the deformation that occurs so as to be crushed from the tip of the impact absorbing member proceeds in a stable manner in order.

一方、特許文献２では、中空筒状の衝撃吸収部材を、その前後の端面でバンパリインホース又はサイドメンバに対して全面で接地させているが、その内部に柱状の木材を嵌め込むことにより、衝突初期の圧縮荷重の跳ね上がりを抑制するとともに、その後の圧縮荷重の変動を抑制することができるとされている。 On the other hand, in Patent Document 2, the hollow cylindrical impact absorbing member is grounded to the bumper inn hose or the side member at the front and rear end surfaces thereof, but by inserting columnar wood therein In addition, it is said that it is possible to suppress the jump of the compression load at the initial stage of the collision and to suppress the subsequent fluctuation of the compression load.

特開２００５−２７１８５８号公報JP 2005-271858 A 特開２００１−１８２７６９号公報JP 2001-182769 A

木材は、空洞化した細胞壁が一方向に整列しており、細孔が一方向に整列する多孔質であるとともに、該一方向に繊維補強されている。そのため、繊維方向を圧縮方向に一致させると、細孔が軸方向に順番に潰れる。したがって、衝撃吸収部材を中空筒体のみで構成する場合に比べて、木材を用いることで圧縮荷重の変動を小さく抑えることができ、衝撃吸収効率に優れた衝撃吸収部材を得ることができる。しかし、ブロック状の木材で衝撃を吸収する場合、中空筒体に比べて断面積が大きいため、急激に力が加わり木材が潰れ始める衝突初期に圧縮荷重が跳ね上がりやすい。そのため、圧縮荷重は、衝突初期に一時的に高くなり、ある程度下がった後に安定して推移する。 Wood has a porous cell wall that is aligned in one direction, and is porous with pores aligned in one direction, and is reinforced with fibers in the one direction. Therefore, if the fiber direction is matched with the compression direction, the pores are crushed sequentially in the axial direction. Therefore, as compared with the case where the shock absorbing member is composed only of the hollow cylindrical body, the use of wood makes it possible to suppress the fluctuation of the compressive load and to obtain the shock absorbing member having excellent shock absorbing efficiency. However, when the impact is absorbed by the block-shaped wood, since the cross-sectional area is larger than that of the hollow cylinder, the compressive load is likely to jump up at the beginning of the collision when a force is suddenly applied and the wood starts to collapse. For this reason, the compressive load temporarily becomes high at the beginning of the collision, and changes stably after being lowered to some extent.

一方、中空筒体のみの衝撃吸収部材でも、軸方向に真っ直ぐ蛇腹状に潰すことができれば、ある程度衝撃を吸収することができる。しかし、荷重の重心がずれると座屈して中折れし、その機能を的確に発揮することができない。そのため、特許文献１では、衝撃吸収部材３１１の前側の端部にバンパリインホースから離反した傾斜面部３１１ｂを形成することで、衝撃荷重がバンパリインホース３２３から衝撃吸収部材３１１に直接的に伝達される面積を小さくしてはいるものの、傾斜面部３１１ｂまで第１のプレート３１５を延ばすことで、第１のプレート３１５を介して傾斜面部３１１ｂを含む端面全体に均等に衝撃荷重が作用する構成となっている。したがって、このような中空筒状の衝撃吸収部材の構成を、木材からなる衝撃吸収部材に適用したとしても、特に、ブロック状の木材を用いる場合は中空筒体よりも断面積が大きいため、傾斜面部までもが第１のプレート３１５を介して荷重を受けることで衝突初期に圧縮荷重が跳ね上がりやすい。つまり、衝撃吸収部材の前側の端面の全体に衝撃加重が作用する以上、バンパリインホースに全面接地させる場合と実質的な差異はなく、衝突開始時の圧縮荷重の跳ね上がりを低減することはできない。 On the other hand, even a shock absorbing member having only a hollow cylindrical body can absorb a certain amount of shock if it can be crushed in a bellows shape straight in the axial direction. However, if the center of gravity of the load is deviated, it will buckle and bend, and its function cannot be exhibited accurately. Therefore, in Patent Document 1, by forming the inclined surface portion 311b separated from the bumper inn hose at the front end of the shock absorbing member 311, the impact load is directly applied from the bumper inn hose 323 to the shock absorbing member 311. Although the transmitted area is reduced, by extending the first plate 315 to the inclined surface portion 311b, an impact load is applied uniformly to the entire end surface including the inclined surface portion 311b via the first plate 315. It has become. Therefore, even if the configuration of such a hollow cylindrical impact absorbing member is applied to an impact absorbing member made of wood, the cross-sectional area is larger than that of the hollow cylindrical body, particularly when block-like wood is used. Even the surface portion receives the load through the first plate 315, so that the compressive load is likely to jump up at the initial stage of the collision. In other words, as long as the impact load is applied to the entire front end face of the shock absorbing member, there is no substantial difference from the case where the bumper-in hose is entirely grounded, and the jumping of the compression load at the start of the collision cannot be reduced. .

そこで、本発明は、衝突開始時に圧縮荷重が跳ね上がるのを抑え、圧縮荷重の変動がより小さい車両の衝撃吸収構造を提供することを目的とする。 Accordingly, an object of the present invention is to provide a shock absorbing structure for a vehicle in which the compression load is prevented from jumping up at the start of a collision and the fluctuation of the compression load is smaller.

本発明は、バンパ部材と、車両骨格部材との間に、車両衝突時の衝撃を軸方向の圧縮荷重として受ける衝撃吸収部材を備えた車両の衝撃吸収構造であって、前記衝撃吸収部材は、柱状の木材であり、その繊維方向が軸方向と平行であり、前記衝撃吸収部材の一方の端面は、前記バンパ部材又は前記車両骨格部材の一方にその一部分のみが連接されており、前記衝撃吸収部材の他方の端面は、前記バンパ部材又は前記車両骨格部材の他方にその全体を支持可能に連接されており、前記衝撃吸収部材は、衝突開始時は、前記一方の端面が一部分のみで圧縮荷重を受けて局所的に圧縮変形し、該局所的な圧縮変形を経て最終的には前記一方の端面が全体で圧縮荷重を受けることを特徴とする車両の衝撃吸収構造である。ここで、前記バンパ部材又は前記車両骨格部材の一方に対して衝撃吸収部材の“一方の端面の一部分” が連接されていることにおいて、一方の端面とは、柱状の衝撃吸収部材の一方の端が一平面で構成されている場合はその一平面のことであり、柱状の衝撃吸収部材の一方の端が二平面以上の面にカットされている場合は、その二平面以上の全ての面を併せて一方の端面とする概念である。また、連接していることは、直接的に連なって接続している場合と、間接的に連なって接続している場合の双方を含む。また、衝撃吸収部材が衝撃を軸方向の圧縮荷重として受けることは、軸方向と圧縮方向とがちょうど一致する場合だけでなく、若干ずれている場合も含む。また、衝撃吸収部材を構成する木材の繊維方向が軸方向と平行であるとは、ちょうど平行である場合だけでなく、若干ずれた略平行な状態も含む。 The present invention is a vehicle impact absorbing structure including an impact absorbing member that receives an impact at the time of a vehicle collision as a compressive load in an axial direction between a bumper member and a vehicle skeleton member, and the impact absorbing member includes: Columnar wood, the fiber direction of which is parallel to the axial direction, and one end surface of the shock absorbing member is connected to only one of the bumper member or the vehicle skeleton member, and the shock absorbing member The other end surface of the member is connected to the other of the bumper member or the other vehicle skeleton member so as to be able to support the whole, and the impact absorbing member has a compressive load with only a part of the one end surface at the start of the collision. The shock absorbing structure of the vehicle is characterized in that it is locally compressed and deformed, and finally undergoes the local compressive deformation and finally the one end surface receives a compressive load as a whole. Here, “a part of one end face” of the shock absorbing member is connected to one of the bumper member or the vehicle skeleton member, and one end face is one end of the columnar shock absorbing member. Is composed of one plane, it means that one plane, and when one end of a columnar shock absorbing member is cut into two or more planes, all the planes of two or more planes are It is also the concept of using one end face. Further, being connected includes both a case where they are directly connected and a case where they are connected indirectly. Further, the impact absorbing member receiving an impact as an axial compressive load includes not only the case where the axial direction and the compressing direction are exactly the same, but also a case where they are slightly shifted. Further, the fiber direction of the wood constituting the shock absorbing member being parallel to the axial direction includes not only a case where the fiber is just parallel, but also a substantially parallel state with a slight deviation.

かかる構成の車両の衝撃吸収構造によれば、バンパ部材に衝撃が加わると、木材からなる衝撃吸収部材が軸方向に圧縮変形して衝撃を吸収する。その際、先ず、衝突開始時には、衝撃吸収部材において、バンパ部材又は車両骨格部材にその一部分のみが連接している一方の端面の、その連接している一部分に圧縮荷重が集中する。その結果、衝撃吸収部材は、圧縮荷重の集中した一方の端面の一部分から軸方向に局所的に圧縮変形する。そのため、軸方向に直交する断面の一部分のみで衝撃を吸収する。このように衝撃吸収部材が局所的に圧縮変形するのは、木材が、元来、繊維と直交する方向（横方向）に比べて繊維方向（縦方向）の結合が極端に強く、柱状の木材を、その繊維方向に押圧する場合、端面の一部分のみを押圧すると、その一部分だけが軸方向に圧縮変形するためである。そして、衝撃吸収部材は、局所的な圧縮変形を経た後、最終的には、全体で圧縮荷重を受けて軸方向に直交する断面の全体で効率よく衝撃を吸収する。本発明の衝撃吸収構造によれば、このように、圧縮荷重が跳ね上がりやすい衝突開始時に衝撃吸収部材が局所的に圧縮変形することで、その後の全体が圧縮変形する際と同程度にまで圧縮荷重を下げて圧縮荷重の変動をより小さくすることができる。 According to the impact absorbing structure for a vehicle having such a configuration, when an impact is applied to the bumper member, the impact absorbing member made of wood compresses and deforms in the axial direction to absorb the impact. At that time, first, at the start of the collision, in the impact absorbing member, the compressive load is concentrated on a part of the end face where only a part of the shock absorbing member is connected to the bumper member or the vehicle frame member. As a result, the shock absorbing member is locally compressed and deformed in the axial direction from a part of one end face where the compressive load is concentrated. Therefore, the impact is absorbed only by a part of the cross section orthogonal to the axial direction. In this way, the shock absorbing member is locally compressed and deformed because the wood originally has an extremely strong bond in the fiber direction (longitudinal direction) compared to the direction orthogonal to the fiber (lateral direction), and columnar wood. This is because if only a part of the end face is pressed in the fiber direction, only that part is compressed and deformed in the axial direction. The impact absorbing member, after undergoing local compressive deformation, finally receives the compressive load as a whole and efficiently absorbs the impact across the entire cross section perpendicular to the axial direction. According to the shock absorbing structure of the present invention, the compressive load is reduced to the same level as when the entire subsequent compressive deformation is caused by the compressive deformation of the shock absorbing member locally at the start of the collision, in which the compressive load is likely to jump up. To reduce the fluctuation of the compression load.

前記衝撃吸収部材の前記一方の端面は、前記バンパ部材又は前記車両骨格部材の一方に当接する接続面部と、前記バンパ部材又は前記車両骨格部材の一方から離間した離間面部とを備えているのが好ましい。この場合、衝撃吸収部材の一方の端面をバンパ部材又は車両骨格部材とを直接的に連結するため、少ない部品点数での連結が可能である。 The one end surface of the shock absorbing member includes a connection surface portion that comes into contact with one of the bumper member or the vehicle skeleton member, and a separation surface portion spaced from one of the bumper member or the vehicle skeleton member. preferable. In this case, since one end surface of the shock absorbing member is directly connected to the bumper member or the vehicle frame member, connection with a small number of parts is possible.

また、前記衝撃吸収部材の前記一方の端面は、介装物を介して前記バンパ部材又は前記車両骨格部材の一方に連接されており、前記介装物は、前記衝撃吸収部材よりも剛性の高い衝撃伝達部を有し、該衝撃伝達部が前記衝撃吸収部材の前記一方の端面の一部分のみと重複して配されているのも好ましい。この場合、衝撃吸収部材の一方の端面を単純形状とすることが可能であり、加工が容易になるのと同時に、裁断加工時の木材の割れを低減し得る。特に、衝撃吸収部材の一方の端面が、軸方向に直交する一平面のみで形成されている場合、つまり、繊維方向に直交する裁断面で形成されている場合、木材を裁断加工する際だけでなく圧縮変形する際にも割れにくく、衝撃吸収性能を安定させることができる。 In addition, the one end face of the shock absorbing member is connected to one of the bumper member or the vehicle skeleton member via an interposed member, and the interposed member is higher in rigidity than the shock absorbing member. It is also preferable that an impact transmitting portion is provided, and the impact transmitting portion is disposed so as to overlap with only a part of the one end face of the impact absorbing member. In this case, it is possible to make one end surface of the impact absorbing member into a simple shape, and processing can be facilitated, and at the same time, cracking of wood during cutting can be reduced. In particular, when one end face of the shock absorbing member is formed by only one plane orthogonal to the axial direction, that is, when it is formed by a cut surface orthogonal to the fiber direction, only when cutting wood. Even when compressively deformed, it is difficult to break, and the shock absorbing performance can be stabilized.

本発明の車両の衝撃吸収構造において、前記衝撃吸収部材は、前記一方の端面が前記バンパ部材に連接されており、前記他方の端面が前記車両骨格部材に連接されているのが好ましい。この場合、衝撃吸収部材の衝撃が入力されるバンパ部材側の端面とは反対側の基端側の端面が、その全体で車両骨格部材に連接しており、圧縮変形時に衝撃吸収部材が転倒しにくい。したがって、より確実に衝撃吸収部材を軸方向に圧縮変形させることができ、衝撃吸収性能をより的確に発揮させやすい。 In the vehicle impact absorbing structure of the present invention, it is preferable that the one end face of the shock absorbing member is connected to the bumper member, and the other end face is connected to the vehicle skeleton member. In this case, the end surface on the base end side opposite to the end surface on the bumper member side where the impact of the impact absorbing member is input is connected to the vehicle skeleton member as a whole, and the impact absorbing member falls over during compression deformation. Hateful. Therefore, the shock absorbing member can be more reliably compressed and deformed in the axial direction, and the shock absorbing performance can be more easily exhibited.

本発明によれば、初期の圧縮荷重が跳ね上がるのを抑え、圧縮荷重の変動をより小さい車両の衝撃吸収構造を提供することができる。 ADVANTAGE OF THE INVENTION According to this invention, it can suppress that the initial compressive load jumps up, and can provide the impact-absorbing structure of a vehicle with smaller fluctuation | variation of a compressive load.

本発明の実施形態１に係る車両の衝撃吸収構造を模式的に示す平面図である。It is a top view which shows typically the shock absorption structure of the vehicle which concerns on Embodiment 1 of this invention. 本発明の実施形態１に係る衝撃吸収部材の斜視図である。It is a perspective view of the impact-absorbing member which concerns on Embodiment 1 of this invention. 図２に示される衝撃吸収部材のＩＩＩ−ＩＩＩ断面に対応する衝撃吸収構造全体の断面図であり、（Ａ）は衝突前の態様を示し、（Ｂ）は衝突初期における衝撃吸収態様を示し、（Ｃ）は最終的な衝撃吸収態様を示す。It is sectional drawing of the whole impact-absorbing structure corresponding to the III-III cross section of the impact-absorbing member shown by FIG. 2, (A) shows the aspect before a collision, (B) shows the shock-absorbing aspect in the initial stage of a collision, (C) shows the final shock absorption mode. 本発明の実施形態２に係る車両の衝撃吸収構造を模式的に示す平面図である。It is a top view which shows typically the shock absorption structure of the vehicle which concerns on Embodiment 2 of this invention. 本発明の実施形態２に係る衝撃吸収部材の斜視図である。It is a perspective view of the impact-absorbing member which concerns on Embodiment 2 of this invention. 図５に示される衝撃吸収部材のＶＩ−ＶＩ断面に対応する衝撃吸収構造全体の断面図であり、（Ａ）は衝突前の態様を示し、（Ｂ）は衝突初期における衝撃吸収態様を示し、（Ｃ）は最終的な衝撃吸収態様を示す。It is sectional drawing of the whole impact-absorbing structure corresponding to the VI-VI cross section of the impact-absorbing member shown by FIG. 5, (A) shows the aspect before a collision, (B) shows the shock-absorbing aspect in the initial stage of a collision, (C) shows the final shock absorption mode. 本発明の実施形態３に係る衝撃吸収部材の斜視図である。It is a perspective view of the impact-absorbing member which concerns on Embodiment 3 of this invention. 図７に示される衝撃吸収部材のＶＩＩＩ−ＶＩＩＩ断面に対応する衝撃吸収構造全体の断面図であり、（Ａ）は衝突前の態様を示し、（Ｂ）は衝突初期における衝撃吸収態様を示し、（Ｃ）は最終的な衝撃吸収態様を示す。It is sectional drawing of the whole impact-absorbing structure corresponding to the VIII-VIII cross section of the impact-absorbing member shown by FIG. 7, (A) shows the aspect before a collision, (B) shows the shock-absorbing aspect in the initial stage of a collision, (C) shows the final shock absorption mode. 本発明の実施形態４に係る衝撃吸収部材の斜視図である。It is a perspective view of the impact-absorbing member which concerns on Embodiment 4 of this invention. 図９に示される衝撃吸収部材のＸ−Ｘ断面に対応する衝撃吸収構造全体の断面図であり、（Ａ）は衝突前の態様を示し、（Ｂ）は衝突初期における衝撃吸収態様を示し、（Ｃ）は最終的な衝撃吸収態様を示す。It is sectional drawing of the whole impact-absorbing structure corresponding to XX cross section of the impact-absorbing member shown by FIG. 9, (A) shows the aspect before a collision, (B) shows the shock-absorbing aspect in the initial stage of a collision, (C) shows the final shock absorption mode. 本発明の実施形態３の変更例１に係る衝撃吸収構造を図８（Ａ）に対応して示す断面図である。It is sectional drawing which shows the impact-absorbing structure which concerns on the modification 1 of Embodiment 3 of this invention corresponding to FIG. 8 (A). 従来の衝撃吸収構造を一部断面で示す平面図である。It is a top view which shows the conventional impact-absorbing structure in a partial cross section. 試験１の衝撃吸収性能試験方法を示す模式図である。FIG. 3 is a schematic diagram showing a test 1 shock absorption performance test method. 実施例１の衝撃吸収構造について衝撃吸収部材の変位と反力としての圧縮荷重との関係を示すグラフである。It is a graph which shows the relationship between the displacement of an impact-absorbing member and the compressive load as reaction force about the impact-absorbing structure of Example 1. 比較例１の衝撃吸収構造について衝撃吸収部材の変位と反力としての圧縮荷重との関係を示すグラフである。It is a graph which shows the relationship between the displacement of an impact-absorbing member and the compressive load as a reaction force about the impact-absorbing structure of Comparative Example 1. 試験２の衝撃吸収性能試験方法を示す模式図である。FIG. 6 is a schematic diagram showing a test 2 shock absorbing performance test method. 実施例２の衝撃吸収構造について衝撃吸収部材の変位と反力としての圧縮荷重との関係を示すグラフである。It is a graph which shows the relationship between the displacement of an impact-absorbing member, and the compressive load as a reaction force about the impact-absorbing structure of Example 2. 比較例２の衝撃吸収構造について衝撃吸収部材の変位と反力としての圧縮荷重との関係を示すグラフである。It is a graph which shows the relationship between the displacement of an impact-absorbing member and the compressive load as a reaction force about the impact-absorbing structure of Comparative Example 2.

＜実施形態１＞
図１〜図３を参照しながら、本発明の一実施形態について説明する。本実施形態の車両の衝撃吸収構造では、バンパリインホース１１とサイドメンバ１３との間に衝撃吸収部材２１が配されている。先ず、この衝撃吸収構造の構成について説明する。なお、図中に矢印で示されるＦ，Ｒは車両の前方，後方を示し、Ｃは車両の幅方向（車幅方向）を示す。 <Embodiment 1>
An embodiment of the present invention will be described with reference to FIGS. In the impact absorbing structure for a vehicle according to the present embodiment, an impact absorbing member 21 is disposed between the bumper-in hose 11 and the side member 13. First, the configuration of this shock absorbing structure will be described. Note that F and R indicated by arrows in the drawing indicate the front and rear of the vehicle, and C indicates the width direction of the vehicle (vehicle width direction).

バンパリインホース１１は、アルミニウム合金の押出材や鉄鋼等からなる筒状の剛体であり、車体の前部において車幅方向に沿って配設されている。その長手方向の中央は車幅方向に沿って真っ直ぐに延びており、両端は後方へ傾斜している。このバンパリインホース１１が本発明のバンパ部材に相当する。本実施形態では、バンパリインホース１１の車幅方向に沿って真っ直ぐに延びている部分１１ａの後方に衝撃吸収部材２１が配されている。 The bumper-in hose 11 is a cylindrical rigid body made of an extruded material of aluminum alloy, steel, or the like, and is disposed along the vehicle width direction at the front portion of the vehicle body. The center in the longitudinal direction extends straight along the vehicle width direction, and both ends are inclined rearward. The bumper inhose 11 corresponds to the bumper member of the present invention. In the present embodiment, the shock absorbing member 21 is disposed behind the portion 11a that extends straight along the vehicle width direction of the bumper inhose 11.

サイドメンバ１３は、鉄鋼等からなる筒状の剛体であり、車両前後方向に沿って、幅方向に離間して対で配され、車両の骨格を構成する。 The side members 13 are cylindrical rigid bodies made of steel or the like, and are arranged in pairs along the vehicle front-rear direction so as to be separated from each other in the width direction and constitute a skeleton of the vehicle.

衝撃吸収部材２１は、柱状の木材Ｗからなる。木材Ｗは、その繊維方向が軸方向と平行になるように製材されている。木材Ｗの種類は特に限定されず、例えば、スギ、ヒノキ、マツ等の針葉樹や、ケヤキやブナ等の広葉樹を用いることができる。比重が高い木材は強度に優れ、比重が低い木材は気孔率が高いため、クラッシュストローク（圧縮による変位量）が長くなる特徴がある。この点を考慮し、車両の設置位置に合わせて適宜の比重の木材を選択するのが望ましい。比重が０．２〜０．４の木材を用いると、クラッシュストロークを十分に確保しつつ、ある程度の強度を有することで、衝撃エネルギーの吸収量をより高めることができ好ましい。比重が０．２〜０．４の木材としては、例えば、スギ、ヒノキ、マツ等が挙げられる。 The shock absorbing member 21 is made of columnar wood W. The wood W is sawn so that its fiber direction is parallel to the axial direction. The kind of wood W is not specifically limited, For example, conifers, such as a cedar, a cypress, and a pine, and broad-leaved trees, such as a zelkova and a beech, can be used. Wood with a high specific gravity is excellent in strength, and wood with a low specific gravity has a high porosity, so that the crash stroke (displacement due to compression) is long. Considering this point, it is desirable to select wood having an appropriate specific gravity according to the installation position of the vehicle. Use of wood having a specific gravity of 0.2 to 0.4 is preferable because it can increase the amount of impact energy absorbed by having a certain degree of strength while sufficiently securing the crash stroke. Examples of the wood having a specific gravity of 0.2 to 0.4 include cedar, hinoki and pine.

本実施形態の衝撃吸収部材２１は、図２、図３（Ａ）に示されるように、軸方向に直交する平断面が正四角形の四角柱において、その軸方向の一方の端部が一部斜めに欠かれた形状である。衝撃吸収部材２１の一方の端面２３は、軸方向に直交する四角形の面からなる接触面部２３ａと、軸方向に対して斜めに傾いた四角形の面からなる離間面部２３ｂとで構成されている。衝撃吸収部材２１の他方の端面２５は、軸方向に直交する正四角形の一平面で構成されている。 As shown in FIG. 2 and FIG. 3A, the shock absorbing member 21 of the present embodiment is a quadrangular prism having a regular square cross section perpendicular to the axial direction, and one end portion in the axial direction is partly It is a shape that is cut off at an angle. One end surface 23 of the shock absorbing member 21 is configured by a contact surface portion 23a made of a quadrangular surface orthogonal to the axial direction and a separation surface portion 23b made of a quadrangular surface inclined obliquely with respect to the axial direction. The other end face 25 of the shock absorbing member 21 is formed by a single plane of a regular square orthogonal to the axial direction.

衝撃吸収部材２１の外側には、中空四角筒状の枠体３１が嵌っている。言い換えれば、衝撃吸収部材２１は枠体３１に収容されている。枠体３１は、衝撃吸収部材２１を支持することができ、且つ、車両の衝突時に衝撃吸収部材２１とともに軸方向に潰れることができるものであり、例えば、アルミニウムや銅、鉄などの金属からなる。 A hollow rectangular tubular frame 31 is fitted on the outside of the shock absorbing member 21. In other words, the shock absorbing member 21 is accommodated in the frame body 31. The frame 31 can support the shock absorbing member 21 and can be crushed in the axial direction together with the shock absorbing member 21 at the time of a vehicle collision. For example, the frame 31 is made of a metal such as aluminum, copper, or iron. .

衝撃吸収部材２１は、接触面部２３ａと離間面部２３ｂとを有する一方の端面２３がバンパリインホース１１側に、他方の端面２５がサイドメンバ１３側となるように配されている。衝撃吸収部材２１のバンパリインホース１１側の端面２３は、バンパリインホース１１の平らな後面に対して接触面部２３ａのみが接触した状態で保持され、離間面部２３ｂはバンパリインホース１１から離れた状態となっている。衝撃吸収部材２１のバンパリインホース１１に対する固定方法は特に限定されない。例えば、枠体３１を溶接や接着等によってバンパリインホース１１に固定することができる。この他、取付金具を介して枠体３１をバンパリインホース１１にビス止めしたりすることによって、バンパリインホース１１に対して衝撃吸収部材２１を固定することもできる。 The shock absorbing member 21 is arranged so that one end surface 23 having a contact surface portion 23a and a separation surface portion 23b is on the bumper inn hose 11 side and the other end surface 25 is on the side member 13 side. The bumper rein hose 11 side end surface 23 of the shock absorbing member 21 is held in a state where only the contact surface part 23 a is in contact with the flat rear surface of the bumper rein hose 11, and the separation surface part 23 b is separated from the bumper rein hose 11. It is in a separated state. The method for fixing the shock absorbing member 21 to the bumper inhose 11 is not particularly limited. For example, the frame body 31 can be fixed to the bumper-in hose 11 by welding or adhesion. In addition, the shock absorbing member 21 can be fixed to the bumper-in hose 11 by screwing the frame body 31 to the bumper-in hose 11 via a mounting bracket.

衝撃吸収部材２１は、サイドメンバ１３と同軸で配されている。衝撃吸収部材２１のサイドメンバ１３側の端面２５とサイドメンバ１３との間には、支持プレート２７が介装されており、衝撃吸収部材２１の端面２５は、その全体が支持プレート２７に当接した状態で保持されている。支持プレート２７は、車両衝突時に容易に変形せずに衝撃吸収部材２１の荷重を受け止めることのできる剛体であり、鋼板等からなる。支持プレート２７は、衝撃吸収部材２１の端面２５よりも面積の大きい平板状であり、図３（Ａ）に示されるように、中央は衝撃吸収部材２１の他方の端面２５全体を覆う支持部２７ａを構成し、その全周にサイドメンバ１３との接続部２７ｂとしての余白を残している。支持プレート２７に対する衝撃吸収部材２１の固定方法は特に限定されないが、例えば、枠体３１を溶接や接着等によって支持プレート２７に接合することによって固定するができる。この他、取付金具を介して枠体３１を支持プレート２７にビス止めしたりすることによって、支持プレート２７に対して衝撃吸収部材２１を固定することもできる。そして、支持プレート２７とサイドメンバ１３との連結方法も特に限定されないが、支持プレート２７の接続部２７ｂとサイドメンバ１３の先端に設けられたフランジ１３ｆを突き合わせて締結、あるいは溶接又は接着により接合することができる。 The shock absorbing member 21 is arranged coaxially with the side member 13. A support plate 27 is interposed between the end surface 25 on the side member 13 side of the shock absorbing member 21 and the side member 13, and the end surface 25 of the shock absorbing member 21 is entirely in contact with the support plate 27. It is held in the state. The support plate 27 is a rigid body that can receive the load of the shock absorbing member 21 without being easily deformed when the vehicle collides, and is made of a steel plate or the like. The support plate 27 is a flat plate having a larger area than the end surface 25 of the shock absorbing member 21, and the center is a support portion 27 a that covers the entire other end surface 25 of the shock absorbing member 21 as shown in FIG. And a margin as a connecting portion 27b with the side member 13 is left on the entire periphery. The method for fixing the impact absorbing member 21 to the support plate 27 is not particularly limited. For example, the frame 31 can be fixed by joining the support 31 to the support plate 27 by welding or adhesion. In addition, the shock absorbing member 21 can be fixed to the support plate 27 by screwing the frame 31 to the support plate 27 via a mounting bracket. The connection method between the support plate 27 and the side member 13 is not particularly limited, but the connecting portion 27b of the support plate 27 and the flange 13f provided at the tip of the side member 13 are brought into contact with each other and fastened, or joined by welding or adhesion. be able to.

次に、この衝撃吸収構造の衝撃吸収機構について説明する。車両の前方衝突時、図１に白抜き矢印で示されるように、バンパリインホース１１に前方からの衝撃が加わると、より剛性の高いバンパリインホース１１とサイドメンバ１３とに挟まれた衝撃吸収部材２１が潰れることで衝撃を吸収する。その際、図３（Ａ）に示されるように、衝突開始時は、衝撃吸収部材２１には、バンパリインホース１１側の端面２３において、衝突前からバンパリインホース１１と接触している接触面部２３ａに圧縮荷重が集中する。すると、衝撃吸収部材２１は、圧縮荷重が集中した接触面部２３ａから軸方向に潰れ、軸方向に直交する断面の一部分のみで衝撃を吸収する。これは、衝撃吸収部材２１が木材Ｗからなり、その繊維方向が軸方向（荷重方向）と平行になっているためである。というのも、木材Ｗは、元来、空洞化した細胞壁が一方向に整列しており、細孔が一方向に整列する多孔質であるとともに、該一方向に繊維補強されている。そのため、繊維方向と軸方向とが平行なとき、軸方向の一方の端面２３が、その一部分（接触面部２３ａ）のみで圧縮荷重を受けると、その圧縮荷重を受けた部分（接触面部２３ａ）から繊維方向（軸方向）に順に細孔が潰れて部分的に緻密化するのである。図３（Ｂ）には、緻密化部分に網掛けを付して模式的に示す。このように、衝撃吸収部材２１は、衝突開始時に、先ず、集中的に圧縮荷重を受けた接触面部２３ａから局所的に圧縮変形するため、圧縮変形が進むに従いバンパリインホース１１から離れていた離間面部２３ｂもバンパリインホース１１に接触し、図３（Ｃ）に示されるように端面２３全体で衝撃を受けるようになる。そうして、衝撃吸収部材２１の軸方向に直交する断面における圧縮変形領域が徐々に増え、最終的には軸方向に直交する断面全体が圧縮変形する。 Next, the shock absorbing mechanism of this shock absorbing structure will be described. At the time of a frontal collision of the vehicle, as indicated by the white arrow in FIG. 1, when an impact from the front is applied to the bumper rein hose 11, the bumper rein hose 11 and the side member 13 are sandwiched between them. The impact absorbing member 21 is crushed to absorb the impact. At that time, as shown in FIG. 3A, at the start of the collision, the shock absorbing member 21 is in contact with the bumper inn hose 11 from the end surface 23 on the bumper inn hose 11 side before the collision. The compressive load is concentrated on the contact surface portion 23a. Then, the impact absorbing member 21 is crushed in the axial direction from the contact surface portion 23a where the compressive load is concentrated, and absorbs the impact only by a part of the cross section orthogonal to the axial direction. This is because the impact absorbing member 21 is made of wood W, and the fiber direction thereof is parallel to the axial direction (load direction). This is because wood W originally has a porous cell wall aligned in one direction, a porous structure in which pores align in one direction, and is reinforced with fibers in the one direction. Therefore, when the fiber direction and the axial direction are parallel, when one end face 23 in the axial direction receives a compressive load only at a part thereof (contact surface part 23a), from the part (contact surface part 23a) that has received the compressive load. The pores are crushed sequentially in the fiber direction (axial direction) and partially densified. FIG. 3B schematically shows the densified portion with shading. As described above, when the impact absorbing member 21 starts to collide, first, the shock absorbing member 21 is locally compressed and deformed from the contact surface portion 23a that has received the compressive load in a concentrated manner. The separation surface portion 23b is also in contact with the bumper-in hose 11 and receives an impact on the entire end surface 23 as shown in FIG. Thus, the compression deformation region in the cross section orthogonal to the axial direction of the shock absorbing member 21 gradually increases, and finally the entire cross section orthogonal to the axial direction is compressively deformed.

このような衝撃吸収構造によれば、衝突開始時は、軸方向に直交する断面の一部のみで衝撃を吸収し、最終的には、全体で衝撃を吸収するため、衝撃吸収部材２１の圧縮荷重が衝突開始時に跳ね上がるのを防ぐことができ、圧縮荷重の変動を小さく抑えながらも、効率よく衝撃を吸収することができる。 According to such a shock absorbing structure, at the start of the collision, the shock is absorbed by only a part of the cross section orthogonal to the axial direction, and finally the shock is absorbed as a whole. The load can be prevented from jumping up at the start of the collision, and the impact can be absorbed efficiently while suppressing the fluctuation of the compression load.

＜実施形態２＞
図４〜図６を参照しながら本発明の別の実施形態について説明する。本実施形態は、図４に示されるように、衝撃吸収部材４１がバンパリインホース１１の両端の後方へ傾斜している部分１１ｂの後方に配されている点が実施形態１とは相違している。以下、相違点を中心に説明し、実施形態１と同様の構成については図中に同じ符号で示し、その詳細な説明は省略する。 <Embodiment 2>
Another embodiment of the present invention will be described with reference to FIGS. As shown in FIG. 4, the present embodiment is different from the first embodiment in that the shock absorbing member 41 is disposed behind the portions 11 b that are inclined rearward of both ends of the bumper inhose 11. ing. Hereinafter, the differences will be mainly described, and the same configurations as those of the first embodiment are denoted by the same reference numerals in the drawings, and detailed description thereof will be omitted.

本実施形態の衝撃吸収部材４１も柱状の木材Ｗからなる。その形状は、図５に示されるように、軸方向に直交する平断面が正四角形の四角柱において、バンパリインホース１１側の端面４３が軸方向に対して傾斜した二平面からなる山型となっている。バンパリインホース１１側の端面４３を構成する二平面のうち、一方がバンパリインホース１１に対して接触状態で配される接触面部４３ａを構成し、バンパリインホース１１から離間して配される離間面部４３ｂを構成する。なお、衝撃吸収部材４１のサイドメンバ１３側の端面４５は本実施形態でも軸方向に直交する一平面で構成されており、サイドメンバ１３への接続形態は実施形態１と同様である。 The shock absorbing member 41 of the present embodiment is also made of columnar wood W. As shown in FIG. 5, the shape is a square shape in which the end surface 43 on the bumper reinhose 11 side is inclined with respect to the axial direction in a quadrangular prism with a square cross section orthogonal to the axial direction. It has become. Of the two planes constituting the end surface 43 on the bumper inhose 11 side, one constitutes a contact surface portion 43a that is arranged in contact with the bumper inhose 11, and is arranged away from the bumper inhose 11. The separation surface portion 43b is configured. Note that the end surface 45 on the side member 13 side of the shock absorbing member 41 is also configured as a single plane orthogonal to the axial direction in this embodiment, and the form of connection to the side member 13 is the same as in the first embodiment.

このように、衝撃吸収部材４１の軸方向に対して接触面部４３ａが傾斜している場合でも、その基本的な衝撃吸収機構は実施形態１と同様である。すなわち、衝撃吸収部材４１は、図６（Ａ）に示されるように、衝突開始時にはバンパリインホース１１と接触している接触面部４３ａで集中的に圧縮荷重を受け、その圧縮荷重が集中した部分（接触面部４３ａ）から軸方向に順次圧縮変形し、軸方向に直交する断面の一部分のみで衝撃を吸収する。そして、圧縮変形が進むに従い、圧縮変形領域が増え、最終的には軸方向に直交する断面が圧縮変形して全体で衝撃を吸収する。 Thus, even when the contact surface portion 43a is inclined with respect to the axial direction of the shock absorbing member 41, the basic shock absorbing mechanism is the same as that of the first embodiment. That is, as shown in FIG. 6A, the shock absorbing member 41 receives a compressive load intensively at the contact surface portion 43a in contact with the bumper-in hose 11 at the start of the collision, and the compressive load is concentrated. The portion (contact surface portion 43a) is sequentially compressed and deformed in the axial direction, and the impact is absorbed by only a part of the cross section orthogonal to the axial direction. As the compressive deformation progresses, the compressive deformation area increases, and finally, the cross section orthogonal to the axial direction compresses and deforms to absorb the impact as a whole.

＜実施形態３＞
図７、図８を参照しながら本発明の別の実施形態について説明する。本実施形態は、衝撃吸収部材５１がバンパリインホース１１の車幅方向に沿って真っ直ぐに延びている部分１１ａの後方に配されている点は上記実施形態１と同様であるが、衝撃吸収部材５１とバンパリインホース１１との間にブラケット６１が介在している点が相違している。以下、相違点を中心に説明し、実施形態１と同様の構成については図中に同じ符号で示し、その詳細な説明は省略する。 <Embodiment 3>
Another embodiment of the present invention will be described with reference to FIGS. Although the present embodiment is the same as the first embodiment in that the shock absorbing member 51 is arranged behind the portion 11a that extends straight along the vehicle width direction of the bumper-in hose 11, the shock absorbing member 51 is similar to the first embodiment. The difference is that a bracket 61 is interposed between the member 51 and the bumper-in hose 11. Hereinafter, the differences will be mainly described, and the same configurations as those of the first embodiment are denoted by the same reference numerals in the drawings, and detailed description thereof will be omitted.

本実施形態の衝撃吸収部材５１も柱状の木材Ｗからなる。その形状は、図７に示されるように、軸方向に直交する平断面が正四角形の四角柱であり、バンパリインホース１１側の端面５３が軸方向に直交する一平面で構成されている。また、サイドメンバ１３側の端面５５も軸方向に直交する一平面で構成されており、そのサイドメンバ１３への接続形態は実施形態１と同様である。 The shock absorbing member 51 of the present embodiment is also made of columnar wood W. As shown in FIG. 7, the shape is a quadrangular prism with a square cross section orthogonal to the axial direction, and the end surface 53 on the bumper inn hose 11 side is formed by a single plane orthogonal to the axial direction. . Further, the end surface 55 on the side member 13 side is also configured by a single plane orthogonal to the axial direction, and the connection form to the side member 13 is the same as in the first embodiment.

バンパリインホース１１側の端面５３とバンパリインホース１１とは、両者の間に介装されたブラケット６１を介して連結されている。ブラケット６１は、図示されている本体部は、車両衝突時に容易に変形しない剛体であり、鋼材等からなる。このブラケット６１が本発明の介装物に相当し、図示されている部分が衝撃伝達部に相当する。本実施形態のブラケット６１の形状は、扁平な直方体であり、図８（Ａ）に示されるように、相対する一面６３がバンパリインホース１１に連結されており、他面６５が衝撃吸収部材５１のバンパリインホース１１側の端面５３と接触している。ブラケット６１は、衝撃吸収部材５１のバンパリインホース１１側の端面５３に対し、その一部分にだけ重複するように配されている。したがって、衝撃吸収部材５１の端面５３には、ブラケット６１と接触している接触面部５３ａと接触していない離間面部５３ｂとが形成されている。ブラケット６１のバンパリインホース１１に対する固定方法は特に限定されないが、例えば、溶接や接着により接合したり、ビス止めしたりして固定することができる。また、ブラケット６１に対する衝撃吸収部材５１の固定方法も特に限定されず、例えば、枠体３１をブラケット６１に対して溶接や接着により接合したり、ビス止めしたりして固定することができる。 The bumper rein hose 11 side end surface 53 and the bumper rein hose 11 are connected via a bracket 61 interposed therebetween. The bracket 61 is a rigid body that is not easily deformed at the time of a vehicle collision, and is made of a steel material or the like. The bracket 61 corresponds to an intervention product of the present invention, and the illustrated portion corresponds to an impact transmission portion. The shape of the bracket 61 of this embodiment is a flat rectangular parallelepiped, and as shown in FIG. 8 (A), the opposing one surface 63 is connected to the bumper-in hose 11, and the other surface 65 is the shock absorbing member. 51 is in contact with the end face 53 on the bumper inhose 11 side. The bracket 61 is disposed so as to overlap only a part of the end surface 53 of the shock absorbing member 51 on the bumper inn hose 11 side. Therefore, the end surface 53 of the shock absorbing member 51 is formed with a contact surface portion 53 a that is in contact with the bracket 61 and a separation surface portion 53 b that is not in contact with the bracket 61. The method for fixing the bracket 61 to the bumper in hose 11 is not particularly limited, and for example, the bracket 61 may be fixed by joining or welding with welding or adhesion. Further, the method for fixing the shock absorbing member 51 to the bracket 61 is not particularly limited. For example, the frame body 31 can be fixed to the bracket 61 by welding or bonding or by screwing.

このような衝撃吸収構造でも、基本的な衝撃吸収機構は上記実施形態と同様であり、衝撃吸収部材５１は、衝突開始時には、圧縮荷重の集中するバンパリインホース１１側の端面５３の一部分（接触面部５３ａ）から局所的に変形して軸方向に直交する断面の一部分のみで衝撃を吸収し、最終的には、端面５３の全体で圧縮荷重を受けて直交する断面の全体で衝撃を吸収する。すなわち、衝突開始時には、バンパリインホース１１に衝撃が加わると、衝撃がブラケット６１を通じて衝撃吸収部材５１に衝撃が伝達される。このとき、衝撃吸収部材５１は、バンパリインホース１１側の端面５３のうちブラケット６１に接触している接触面部５３ａにのみで圧縮荷重を受け、その圧縮荷重を受けた部分から軸方向に順次圧縮変形する。そのため、図８（Ｂ）に示されるように、ブラケット６１が衝撃吸収部材５１に対して接触面部５３ａから軸方向にめり込む。そして、ブラケット６１の厚み全体が衝撃吸収部材５１にめり込むと、図８（Ｃ）に示されるように、バンパリインホース１１が衝撃吸収部材５１に当接し、バンパリインホース１１とブラケット６１とでバンパリインホース１１側の端面５３全体が押される。そのため、衝撃吸収部材５１は、軸方向に直交する断面全体が圧縮変形する。 Even in such a shock absorbing structure, the basic shock absorbing mechanism is the same as that of the above embodiment, and the shock absorbing member 51 is a part of the end surface 53 on the bumper innose 11 side where compressive load is concentrated ( The deformation is locally deformed from the contact surface portion 53a), and the impact is absorbed by only a part of the cross section orthogonal to the axial direction. Finally, the entire end surface 53 receives the compressive load and absorbs the shock by the entire cross section orthogonal. To do. In other words, at the start of the collision, if an impact is applied to the bumper-in hose 11, the impact is transmitted to the impact absorbing member 51 through the bracket 61. At this time, the shock absorbing member 51 receives a compressive load only on the contact surface portion 53a in contact with the bracket 61 of the end surface 53 on the bumper inn hose 11 side, and sequentially in the axial direction from the portion receiving the compressive load. Compressive deformation. Therefore, as shown in FIG. 8B, the bracket 61 is recessed in the axial direction from the contact surface portion 53 a with respect to the shock absorbing member 51. When the entire thickness of the bracket 61 is recessed into the shock absorbing member 51, the bumper in hose 11 comes into contact with the shock absorbing member 51 as shown in FIG. Thus, the entire end face 53 on the bumper inhose 11 side is pushed. For this reason, the entire cross section of the shock absorbing member 51 orthogonal to the axial direction is compressed and deformed.

このように、衝撃吸収部材５１の形状が単純な四角柱であって、両端面が繊維方向に直交する一平面からなる場合、その木材Ｗの裁断加工が容易であるとともに、繊維方向に対して斜めに裁断する場合に比べて加工時に割れ等の不具合が生じにくい。また、圧縮変形時にも割れにくく、衝撃吸収性能を安定して発揮することができる。 Thus, when the shape of the shock absorbing member 51 is a simple quadrangular prism and both end faces are made of a single plane orthogonal to the fiber direction, the wood W can be easily cut and the fiber direction can be reduced. Compared to the case of cutting obliquely, defects such as cracks are less likely to occur during processing. In addition, it is difficult to break even during compression deformation, and the shock absorbing performance can be exhibited stably.

＜実施形態４＞
図９、図１０を参照しながら、本発明の別の実施形態について説明する。本実施形態では、実施形態３のように単純な四角柱形状の木材Ｗからなる衝撃吸収部材５１を用い、該衝撃吸収部材５１を実施形態２のように衝撃吸収部材５１がバンパリインホース１１の両端の後方へ傾斜している部分１１ｂの後方を配している。 <Embodiment 4>
Another embodiment of the present invention will be described with reference to FIGS. In the present embodiment, the shock absorbing member 51 made of a simple quadrangular prism-shaped wood W as in the third embodiment is used, and the shock absorbing member 51 is used as the bumper in hose 11 as in the second embodiment. The rear part of the part 11b which inclines backward of the both ends of is arranged.

本実施形態でも、バンパリインホース１１と衝撃吸収部材５１との間に剛体からなるブラケット７１が介装されている。ブラケット７１は、バンパリインホース１１側の面７３はバンパリインホース１１に沿って傾斜しており、この面７３に対向して衝撃吸収部材５１との当接面７５が設定されている。そして、衝撃吸収部材５１に対する当接面７５は、衝撃吸収部材５１の端面５３の一部分にのみ当接している。 Also in this embodiment, a bracket 71 made of a rigid body is interposed between the bumper-in hose 11 and the shock absorbing member 51. In the bracket 71, a surface 73 on the bumper innose 11 side is inclined along the bumper innose 11, and a contact surface 75 with the shock absorbing member 51 is set to face the surface 73. The contact surface 75 with respect to the shock absorbing member 51 is in contact with only a part of the end surface 53 of the shock absorbing member 51.

本実施形態のブラケット７１は、衝撃吸収部材５１との当接面７５に沿って衝撃吸収部材５１の端面５３を覆う保護カバー７７を付帯している。保護カバー７７は、ブラケット７１の衝撃吸収部材５１に対する当接面７５から張り出し、衝撃吸収部材５１の端面５３のブラケット７１とは接触していない離間面部５３ｂを覆う。保護カバー７７は、車両の通常使用時において衝撃吸収部材５１を保護するものであり、車両衝突時に衝撃吸収部材５１を変形させない程度に柔らかいもの、あるいは脆弱なものである。例えば、アルミ等の柔らかい金属製の薄板で構成することができる。この場合、車両衝突時には、図１０（Ｂ）、（Ｃ）に示されるように、柔らかい保護カバー７７からは衝撃吸収部材５１に衝撃が伝達されず、衝撃吸収部材５１の端面５３は、始めはブラケット７１により部分的に押され、その後ブラケット７１とバンパリインホース１１と押される。したがって、本実施形態の衝撃吸収構造も、実施形態３と同様の作用機能を発揮する。 The bracket 71 of this embodiment is accompanied by a protective cover 77 that covers the end surface 53 of the shock absorbing member 51 along the contact surface 75 with the shock absorbing member 51. The protective cover 77 protrudes from the contact surface 75 of the bracket 71 with respect to the shock absorbing member 51, and covers the separation surface portion 53 b of the end surface 53 of the shock absorbing member 51 that is not in contact with the bracket 71. The protective cover 77 protects the shock absorbing member 51 during normal use of the vehicle, and is soft or fragile to such an extent that the shock absorbing member 51 is not deformed when the vehicle collides. For example, it can be composed of a soft metal thin plate such as aluminum. In this case, when the vehicle collides, as shown in FIGS. 10B and 10C, no impact is transmitted from the soft protective cover 77 to the shock absorbing member 51, and the end surface 53 of the shock absorbing member 51 starts at the beginning. The bracket 71 is partially pushed, and then the bracket 71 and the bumper inn hose 11 are pushed. Therefore, the shock absorbing structure of this embodiment also exhibits the same function as that of the third embodiment.

なお、保護カバー７７は、例えば、樹脂板等で形成し、ブラケット７１が衝撃吸収部材５１にめり込み始めて衝撃吸収部材５１に強く押し当てられることで破断してブラケット７１から分離するようなものとしてもよい。 The protective cover 77 may be formed of, for example, a resin plate or the like, and may be broken and separated from the bracket 71 when the bracket 71 starts to be sunk into the shock absorbing member 51 and is strongly pressed against the shock absorbing member 51. Good.

＜その他の実施形態＞
実施形態３または実施形態４のように、バンパリインホース１１と衝撃吸収部材５１との間にブラケット６１（７１）を介装する場合において、図１１に示されるように、離間面部５３ｂを傾斜させてもよい。この場合、ブラケット６１が衝撃吸収部材５１に完全にめり込んだ後に１１が衝撃吸収部材５１に当接する際、徐々に当接面積が増えるため、圧縮荷重の変動をよりなだらかにしやすい。 <Other embodiments>
As shown in FIG. 11, when the bracket 61 (71) is interposed between the bumper-in hose 11 and the shock absorbing member 51 as in the third or fourth embodiment, the separation surface portion 53b is inclined. You may let them. In this case, when 11 comes into contact with the shock absorbing member 51 after the bracket 61 is completely indented into the shock absorbing member 51, the contact area gradually increases, so that the fluctuation of the compressive load is easily made smoother.

また、ブラケット６１は、衝撃吸収部材５１の端面５３の一部に対して重複していれば、端面５３からはみ出さない大きさとしてもよい。ただし、衝撃吸収部材５１からブラケット６１がはみ出している場合は、ブラケット６１のバンパリインホース１１に対する接触面積が大きいため、衝撃吸収部材５１を介してサイドメンバ１３に支持されているバンパリインホース１１がぐらつき難く、安定して連結されるため好ましい。 Further, the bracket 61 may have a size that does not protrude from the end surface 53 as long as it overlaps a part of the end surface 53 of the shock absorbing member 51. However, when the bracket 61 protrudes from the shock absorbing member 51, the contact area of the bracket 61 with respect to the bumper inn hose 11 is large, and therefore the bumper inn hose supported by the side member 13 through the shock absorbing member 51. 11 is preferable because it does not wobble and is stably connected.

なお、上記各実施形態では、衝撃吸収部材のバンパリインホース１１側の端面が、その一部分でバンパリインホース１１に連接する構成を示したが、衝撃吸収部材を反転させてサイドメンバ１３側の端面が、その一部分でサイドメンバ１３に連接する構成としてもよい。 In each of the above-described embodiments, the end surface of the impact absorbing member on the bumper inn hose 11 side is connected to the bumper inn hose 11 at a part thereof. However, the impact absorbing member is reversed to the side member 13 side. It is good also as a structure which the end surface of connects to the side member 13 in the part.

以下に、本発明の衝撃吸収構造による衝撃吸収性能を評価した結果について説明する。各試験では、衝撃吸収部材として、スギを繊維方向が軸方向と平行になるように四角柱状に製材したものを用い、これをアルミニウム（Ａ５０５２）製の四角筒状の枠体に収容して試験に供した。 Below, the result of having evaluated the shock absorption performance by the shock absorption structure of this invention is demonstrated. In each test, as a shock absorbing member, a cedar made of a square columnar shape so that the fiber direction is parallel to the axial direction was used, and this was accommodated in a square cylindrical frame made of aluminum (A5052). It was used for.

（試験１）
試験１では、図１３に示されるように、模擬バンパ部材１１１として、厚み３５ｍｍのアルミニウムＡ５０５２製中空四角筒体の左右の両端部が内側へ１０°傾斜した剛体バンパリインホースを用意した。そして、この模擬バンパ１１１の端部の傾斜部１１１ｂに対して衝撃吸収部材４１，４１を配したときの衝撃吸収性能を評価した。衝撃吸収部材は、実施例１と比較例１とで、模擬バンパ１１１側の面の形状の異なるものをそれぞれ対で用意した。 (Test 1)
In Test 1, as shown in FIG. 13, a rigid bumper-in hose was prepared as a simulated bumper member 111 in which the left and right ends of a 35 mm-thick aluminum square tube made of aluminum A5052 were inclined 10 ° inward. Then, the shock absorbing performance when the shock absorbing members 41, 41 were arranged on the inclined portion 111b at the end of the simulated bumper 111 was evaluated. The shock absorbing members were prepared in pairs in Example 1 and Comparative Example 1 having different surface shapes on the simulated bumper 111 side.

［実施例１］
実施例１では、衝撃吸収部材として、図５に示される衝撃吸収部材４１と同じ形状の具体的な試料を用いた。実施例１の衝撃吸収部材は、１４．７ｍｍ角×軸方向長さ７０ｍｍの角材を、長さを変えずに軸方向の一端を山切りカットして模擬バンパ１１１への接触面部４３ａと離間面部４３ｂとを形成したものである。接触面部４３ａは１０°傾斜しており、離間面部４３ｂは１５°傾斜している。 [Example 1]
In Example 1, a specific sample having the same shape as the shock absorbing member 41 shown in FIG. 5 was used as the shock absorbing member. The impact absorbing member of Example 1 is a 14.7 mm square × 70 mm axial length square material, with one end cut in the axial direction without changing the length, and the contact surface portion 43 a and the separation surface portion to the simulated bumper 111. 43b. The contact surface portion 43a is inclined by 10 °, and the separation surface portion 43b is inclined by 15 °.

［比較例１］
実施例１の衝撃吸収部材としては、１４．７ｍｍ角×軸方向長さ７０ｍｍの角材を、長さを変えずに軸方向の一端を１０°傾斜するように斜めカットして、端面全体で模擬バンパ部材１１１に接触する衝撃吸収部材を用意した。 [Comparative Example 1]
As the impact absorbing member of Example 1, a square material of 14.7 mm square × 70 mm in the axial direction is cut obliquely so that one end in the axial direction is inclined by 10 ° without changing the length, and the entire end face is simulated. An impact absorbing member that contacts the bumper member 111 was prepared.

用意した衝撃吸収部材を、それぞれ、肉厚０．５ｍｍで外寸１６ｍｍ角の四角筒状の枠体に収容した。そして、図１３に示されるように、剛体からなる平らな試験台Ｓに実施例１または比較例１の対の衝撃吸収部材４１，４１を離間して立設し、その上に左右対称になるように模擬バンパ１１１を載置して接着固定して模擬バンパ１１１の両斜面部１１１ｂを衝撃吸収部材で支持させた。そして、株式会社島津製作所製の圧縮試験機（オートグラフＡＧ−１００ｋＮＥ型）を用い、模擬バンパ１１１の中央を２ｍｍ／ｍｉｎの速度で衝撃吸収部材の軸方向と平行に押圧した。すると、両衝撃吸収部材が軸方向に真っ直ぐに圧縮変形した。このときの変位と圧縮荷重の関係を測定した。その結果を、実施例１については図１４に、比較例１については図１５に示す。 Each of the prepared shock absorbing members was accommodated in a square cylindrical frame having a thickness of 0.5 mm and an outer dimension of 16 mm square. Then, as shown in FIG. 13, the pair of shock absorbing members 41, 41 of Example 1 or Comparative Example 1 are set apart from each other on a flat test table S made of a rigid body, and are symmetrical on the left and right. In this manner, the simulated bumper 111 was placed and adhered and fixed, and both slope portions 111b of the simulated bumper 111 were supported by the impact absorbing member. Then, using a compression tester (Autograph AG-100kNE type) manufactured by Shimadzu Corporation, the center of the simulated bumper 111 was pressed in parallel with the axial direction of the shock absorbing member at a speed of 2 mm / min. Then, both the shock absorbing members were compressed and deformed straight in the axial direction. The relationship between the displacement and the compressive load at this time was measured. The results are shown in FIG. 14 for Example 1 and FIG. 15 for Comparative Example 1.

その結果から明らかなように、模擬バンパに対して端面全体が接触した状態で接続されている比較例１では、圧縮し始めた直後に一端圧縮荷重が高まった後に少し下がって、その後は多少の上下はあるものの概ね安定した（図１５）。それに対し、模擬バンパに対して一部分のみで接触した状態で接続されている実施例１では、圧縮し始めた直後に一時的に圧縮荷重が高まることはなく、圧縮開始直後からこれ以上圧縮できなくなるまで圧縮荷重が極めて安定していた（図１４）。 As is clear from the results, in Comparative Example 1 in which the entire end face is in contact with the simulated bumper, the compression load slightly decreases after the compression load increases immediately after starting to compress, and then a little. Although there was up and down, it was almost stable (Fig. 15). On the other hand, in Example 1, which is connected to the simulated bumper in a state where it is in contact with only a part, the compression load does not increase temporarily immediately after starting to compress, and it becomes impossible to compress any more immediately after starting compression. The compression load was extremely stable until (FIG. 14).

（試験２）
試験２では、バンパ部材の車幅方向に真っ直ぐに延びる部分に衝撃吸収部材を配したときの衝撃吸収性能を評価した。図１６に示されるように、模擬バンパ部材２１１として、厚み３５ｍｍのアルミニウムＡ５０５２製のストレートなブロックからなる剛体バンパリインホースを用意した。また、衝撃吸収部材として、実施例２と比較例２とで共通して、図７に示される衝撃吸収部材５１と同じ形状の具体的な試料を用意した。用意した衝撃吸収部材は、２９．４ｍｍ角×軸方向長さ７０ｍｍの角材であり、肉厚０．８ｍｍで外寸３１．６ｍｍ角の四角筒状枠体に収容して試験に供した。 (Test 2)
In Test 2, the impact absorbing performance was evaluated when the impact absorbing member was disposed in a portion of the bumper member extending straight in the vehicle width direction. As shown in FIG. 16, a rigid bumper-in hose made of a straight block made of aluminum A5052 having a thickness of 35 mm was prepared as the simulated bumper member 211. Further, as a shock absorbing member, a specific sample having the same shape as that of the shock absorbing member 51 shown in FIG. The prepared shock absorbing member was a square material of 29.4 mm square × 70 mm in the axial direction. The shock absorbing member was housed in a rectangular cylindrical frame having a wall thickness of 0.8 mm and an outer dimension of 31.6 mm square for the test.

［実施例２］
実施例２では、図１６に示されるように、模擬バンパ２１１と衝撃吸収部材との間に介装する模擬ブラケットとして、アルミニウムＡ５０５２製のロの字型剛体リング２１３を用意した。なお、模擬ブラケットの形状をロの字型としたのは、バンパ部材と衝撃吸収部材との間にブラケットを介装した衝撃吸収構造の衝撃吸収性能を評価するにあたり、圧縮試験機に負荷される荷重の重心がずれることで、試験機が試験を中止するのを回避するためである。ロの字型剛体リング２１３の寸法は、内寸２４ｍｍ角、外寸３３ｍｍ角、厚み３ｍｍである。平らな試験台Ｓに衝撃吸収部材を立設し、衝撃吸収部材の上に、互いに軸芯が一致するようにロの字型剛体リング２１３を載置した。それにより、衝撃吸収部材の端面において、四周の各辺が２．７ｍｍ幅でロの字型剛体リング２１３と接触している状態となった。さらに、その上に模擬バンパ部材２１１を載置した。そして、ＩＭＡＴＥＫ社製衝撃圧縮試験機（ＩＭ１０Ｔ−２０ＨＶ）を用い、模擬バンパ２１１の中央を５．４１ｍ／ｓｅｃの速度で衝撃吸収部材の軸方向と平行に押圧した。すると、衝撃吸収部材が真っ直ぐに圧縮変形した。このときの変位と圧縮荷重の関係を測定した。その結果を、図１７に示す。 [Example 2]
In Example 2, as shown in FIG. 16, a square-shaped rigid ring 213 made of aluminum A5052 was prepared as a simulated bracket interposed between the simulated bumper 211 and the impact absorbing member. In addition, the shape of the simulated bracket is a square shape because it is loaded on the compression tester when evaluating the shock absorbing performance of the shock absorbing structure in which the bracket is interposed between the bumper member and the shock absorbing member. This is to prevent the testing machine from stopping the test due to the shift of the center of gravity of the load. The dimensions of the B-shaped rigid ring 213 are an inner dimension of 24 mm square, an outer dimension of 33 mm square, and a thickness of 3 mm. A shock-absorbing member was erected on a flat test table S, and a square-shaped rigid ring 213 was placed on the shock-absorbing member so that the axial centers thereof coincided with each other. As a result, on the end face of the shock absorbing member, each side of the four circumferences is in a state of being 2.7 mm wide and in contact with the square-shaped rigid ring 213. Further, a simulated bumper member 211 was placed thereon. Then, using the impact compression tester (IM10T-20HV) manufactured by IMATEK, the center of the simulated bumper 211 was pressed parallel to the axial direction of the shock absorbing member at a speed of 5.41 m / sec. Then, the shock absorbing member was directly compressed and deformed. The relationship between the displacement and the compressive load at this time was measured. The result is shown in FIG.

［比較例２］
比較例２では、模擬ブラケットとして、ロの字型剛体リングに替えて、３３ｍｍ角、厚み３ｍｍの中央に穴のないアルミニウムＡ５０５２製の剛体厚板を用い、衝撃吸収部材の端面全体がアルミニウムＡ５０５２製の剛体厚板と接触している状態として、実施例２と同様に試験した。すると、比較例２衝撃吸収部材が真っ直ぐに圧縮変形した。このときの変位と圧縮荷重の関係を測定した結果を図１８に示す。 [Comparative Example 2]
In Comparative Example 2, a rigid thick plate made of aluminum A5052 without a hole in the center of a 33 mm square and a thickness of 3 mm is used as a simulated bracket instead of the square-shaped rigid ring, and the entire end face of the shock absorbing member is made of aluminum A5052. The test was conducted in the same manner as in Example 2 in a state where the plate was in contact with the rigid board. As a result, the impact absorbing member of Comparative Example 2 was directly compressed and deformed. The result of measuring the relationship between the displacement and the compressive load at this time is shown in FIG.

その結果から明らかなように、模擬ブラケットが衝撃吸収部材の端面全体に接触した状態で配されている比較例２では、圧縮し始めた直後に一端急激に圧縮荷重が高まった後に急激に下がって安定した（図１８）。それに対し、模擬ブラケットが衝撃吸収部材の端面の一部のみに接触した状態で配されている実施例２では、圧縮し始めた直後に一時的に圧縮荷重が高まることはなく、圧縮開始直後からこれ以上圧縮できなくなるまで圧縮荷重が非常に安定していた（図１７）。 As is apparent from the results, in Comparative Example 2 in which the simulated bracket is arranged in contact with the entire end face of the shock absorbing member, immediately after the compression starts, the compression load suddenly increases and then rapidly decreases. Stable (Figure 18). On the other hand, in Example 2 where the simulated bracket is arranged in contact with only a part of the end surface of the shock absorbing member, the compression load does not increase temporarily immediately after the compression starts, and immediately after the compression starts. The compression load was very stable until no further compression was possible (FIG. 17).

１１バンパリインホース
１３サイドメンバ
２１衝撃吸収部材
２３（バンパリインホース側の）端面
２３ａ接触面部
２３ｂ離間面部
２５（サイドメンバ側の）端面
２７支持プレート
４１衝撃吸収部材
４３（バンパリインホース側の）端面
４３ａ接触面部
４５（サイドメンバ側の）端面
５１衝撃吸収部材
５３（バンパリインホース側の）端面
５３ａ接触面部
５３ｂ離間面部
５５（サイドメンバ側の）端面
６１ブラケット
７１ブラケット
Ｗ木材
11 Bumper Inn Hose 13 Side Member 21 Shock Absorbing Member 23 End Surface 23a (Bumper In Hose Side) Contact Surface Part 23b Separating Surface Part 25 End Side 27 (Side Member Side) Support Plate 41 Shock Absorbing Member 43 (Bumper Inn Hose Side) End surface 43a contact surface portion 45 end surface 51 (on the side member side) shock absorbing member 53 end surface 53a (on the bumper in-hose side) contact surface portion 53b spacing surface portion 55 (on the side member side) end surface 61 bracket 71 bracket W wood

Claims

バンパ部材と車両骨格部材との間に、車両衝突時の衝撃を軸方向の圧縮荷重として受ける衝撃吸収部材を備えた車両の衝撃吸収構造であって、
前記衝撃吸収部材が柱状の木材であり、その繊維方向が軸方向と平行であり、
前記衝撃吸収部材の一方の端面が前記バンパ部材又は前記車両骨格部材の一方にその一部分のみで面接触を介して連接されており、
前記衝撃吸収部材の他方の端面が前記バンパ部材又は前記車両骨格部材の他方にその全体で面接触を介して支持可能に連接されており、
前記衝撃吸収部材が、衝突開始時には前記一方の端面の一部分のみで圧縮荷重を受けて局所的に圧縮変形し、該局所的な圧縮変形を経て最終的には前記一方の端面の全体で圧縮荷重を受け、
前記衝撃吸収部材の前記一方の端面が軸方向に直交する一平面のみで形成され、介装物を介して前記バンパ部材又は前記車両骨格部材の一方に連接されており、
前記介装物が前記衝撃吸収部材よりも剛性の高い衝撃伝達部を有し、この衝撃伝達部が前記衝撃吸収部材の前記一方の端面の一部分のみと重複して配されていることを特徴とする車両の衝撃吸収構造。
Between the bumper member and the vehicle both skeletal members, a shock absorber for a vehicle equipped with a shock absorbing member for receiving the impact of a vehicle collision as a compression load in the axial direction,
The shock absorbing member is a columnar wood, the fiber direction is parallel to the axial direction,
Wherein one end face of the shock absorbing member is connected via only surface contact portion thereof to one of said bumper member and the vehicle frame member,
Wherein is supported capable connected via a surface contact the other end surface of the impact absorbing member on the other hand the whole of the bumper member or the vehicle frame member,
The impact absorbing member is locally deformed by compression under compressive load only a portion of the one end face at the start collision, ultimately through said local compression deformation in the entire end face of the one Under compressive load ,
The one end face of the shock absorbing member is formed by only one plane orthogonal to the axial direction, and is connected to one of the bumper member or the vehicle skeleton member via an interposed object,
The intervening object has an impact transmission portion having rigidity higher than that of the impact absorbing member, and the impact transmitting portion is arranged to overlap with only a part of the one end surface of the impact absorbing member. Vehicle shock absorption structure.