WO2013105438A1

WO2013105438A1 - Impact absorbing structure for vehicle

Info

Publication number: WO2013105438A1
Application number: PCT/JP2012/083662
Authority: WO
Inventors: 修久奥田
Original assignee: トヨタ車体株式会社
Priority date: 2012-01-12
Filing date: 2012-12-26
Publication date: 2013-07-18
Also published as: JP2013141936A

Abstract

An impact absorbing structure has an impact absorbing member (10) provided between a bumper member (1) and a hollow tube-shaped vehicle framework member (2). The impact absorbing member (10) is provided with a hollow tube-shaped frame body (11) and a solid column body (12) which is disposed within the frame body (11), and the impact absorbing member (10) absorbs impact energy by being compressed and deformed in the axial direction during a collision of the vehicle. The end surface of the impact absorbing member (10) which faces the vehicle framework member (2) is supported by a bottom plate (15) affixed to the vehicle framework member (2). The outside dimensions of a cross-section of the impact absorbing member (10) taken in the direction perpendicular to the axial direction are less than the inside dimensions of the hollow tube shape of the vehicle framework member (2). An end of the impact absorbing member (10) in the axial direction is inserted in the hollow tube shape of the vehicle framework member (2) from an end thereof, and the impact absorbing member (10) and the vehicle framework member (2) are partially overlapped on each other in the axial direction.

Description

車両の衝撃吸収構造Vehicle shock absorption structure

　本発明は、車両衝突時の衝撃エネルギーを吸収する車両の衝撃吸収構造に関し、特に、バンパ部材と中空筒状の車両骨格部材との間に、軸方向に圧縮変形することで衝撃エネルギーを吸収する衝撃吸収部材が配された、車両の衝撃吸収構造に関する。 The present invention relates to an impact absorbing structure for a vehicle that absorbs impact energy at the time of a vehicle collision, and in particular, absorbs impact energy by compressing and deforming in an axial direction between a bumper member and a hollow tubular vehicle skeleton member. The present invention relates to a shock absorbing structure for a vehicle in which a shock absorbing member is arranged.

　この種の衝撃吸収構造が、例えば特開２００２－２２００６７号公報（文献１）、特開２０１０－１４９７７１号公報（文献２）に開示されている。具体的には、バンパリインホースと中空筒状のサイドメンバとの間に衝撃吸収部材が配されている。前記文献１，２の衝撃吸収部材は、軸方向と直交する平断面の外寸がサイドメンバと同じ中空筒体（枠体）からなり、当該衝撃吸収部材とサイドメンバとは、互いの端面同士を突き合わせて、双方の端面外周に設けられたフランジ部においてボルト連結している。 Such a shock absorbing structure is disclosed in, for example, Japanese Patent Application Laid-Open No. 2002-220067 (Reference 1) and Japanese Patent Application Laid-Open No. 2010-149771 (Reference 2). Specifically, an impact absorbing member is disposed between the bumper-in hose and the hollow cylindrical side member. The impact absorbing members of the

documents

1 and 2 are formed of a hollow cylindrical body (frame body) having an outer dimension of a plane cross section orthogonal to the axial direction, which is the same as that of the side member. Are connected to each other by bolts at flange portions provided on the outer circumferences of both end faces.

　前記文献１，２では、車両衝突時に衝撃吸収部材が軸方向に圧縮して効率良く衝撃エネルギーを吸収するように、衝撃吸収部材は、その軸方向が衝突荷重方向と平行となるように車両前後方向に向けて配されている。しかし、車両は衝突対象物に対して常に真っ直ぐ衝突するわけではなく、図６Ａに示すように、衝突方向によっては衝撃吸収部材１００に対して斜め方向から衝突荷重Ｆを受けることもある。また、バンパリインホースの左右両端部は傾斜している場合もあり、当該左右両端部の傾斜面に当接するように衝撃吸収部材が配されていると、衝突方向自体は衝撃吸収部材の軸方向と平行でも、衝撃吸収部材には斜め方向の荷重も作用する。以下、衝突方向を問わず、衝撃吸収部材に軸方向に対して斜め方向に作用する荷重を「斜め荷重」と称す。このように、衝撃吸収部材１００に対して斜め荷重が作用すると、図６Ｂに示すように衝撃吸収部材１００が軸方向の途中で折れたり、転倒したり、又は斜めに圧縮したりする（以下、これらを総称して「横倒れ」と称す）ことで、衝撃吸収性能が低下してしまう問題があった。そこで、前記文献２では、衝撃吸収部材を特殊な形状の中空筒体とすることで、斜め荷重による横倒れに対応している。なお、図６Ａ，図６Ｂ中の符号１０１はサイドメンバであり、符号１００ａ，１０１ａは衝撃吸収部材１００やサイドメンバ１０１の端面外周に延在するフランジ部であり、符号１０２はボルトである。 In the

documents

1 and 2, the shock absorbing member is arranged so that its axial direction is parallel to the collision load direction so that the shock absorbing member compresses in the axial direction and efficiently absorbs impact energy at the time of a vehicle collision. It is arranged in the direction. However, the vehicle does not always collide with the object to be collided, and as shown in FIG. 6A, depending on the collision direction, the impact absorbing member 100 may receive a collision load F from an oblique direction. Also, the left and right ends of the bumper inn hose may be inclined, and if the shock absorbing member is disposed so as to contact the inclined surfaces of the left and right ends, the collision direction itself is the axis of the shock absorbing member. Even in parallel to the direction, a load in an oblique direction acts on the shock absorbing member. Hereinafter, a load that acts on the shock absorbing member in an oblique direction with respect to the axial direction regardless of the collision direction is referred to as an “oblique load”. In this way, when an oblique load is applied to the shock absorbing member 100, the shock absorbing member 100 is broken in the middle of the axial direction, falls over, or is compressed obliquely as shown in FIG. These are collectively referred to as “side-down”), resulting in a problem that the shock absorbing performance is deteriorated. Therefore, in the above-mentioned document 2, the impact absorbing member is a hollow cylinder having a special shape to cope with a lateral fall due to an oblique load. 6A and 6B, reference numeral 101 denotes a side member,

reference numerals

100a and 101a denote flange portions extending to the outer periphery of the end surfaces of the shock absorbing member 100 and the side member 101, and reference numeral 102 denotes a bolt.

　ところで、従来では、前記文献１，２のように衝撃吸収部材を中空筒体のみによって構成することが一般的であったが、当該中空筒体（枠体）の内部に中実な柱状の木材を配すと、衝撃吸収性能が向上すると共に安定することが知られている（例えば特開２００１－１８２７６９号公報（文献３）参照）。衝撃吸収性能が安定するとは、衝撃吸収部材が衝突荷重を受けて圧縮変形する際に発揮する反力（圧縮荷重）が安定する、すなわち反力の変動が抑制されることを意味する。 By the way, in the past, it was general that the shock absorbing member is constituted only by a hollow cylinder as in the above-mentioned

documents

1 and 2, but a solid columnar wood inside the hollow cylinder (frame body). Is known to improve and stabilize the impact absorption performance (see, for example, Japanese Patent Application Laid-Open No. 2001-182769 (Document 3)). Stable impact absorption performance means that the reaction force (compression load) exerted when the impact absorption member is subjected to a compression load and undergoes compressive deformation is stabilized, that is, fluctuations in the reaction force are suppressed.

　前記文献１では、衝撃吸収部材とサイドメンバとを端面同士を突き合わせた状態で配しているだけなので、斜め荷重による横倒れの可能性が高い。一方、前記文献２では、衝撃吸収部材を特殊な形状とすることで斜め荷重に対応しているが、特殊な形状の衝撃吸収部材を製造するのは生産性に難がある。 In the above-mentioned document 1, since the shock absorbing member and the side member are only arranged in a state where the end faces are in contact with each other, there is a high possibility of the side-down due to the oblique load. On the other hand, in the above-mentioned document 2, the shock absorbing member has a special shape to cope with an oblique load. However, it is difficult to produce a special shape of the shock absorbing member.

　しかも、前記文献１，２では、衝撃吸収部材が中空筒体のみによって構成されているので、そもそも絶対的な衝撃吸収性能には限界がある。そこで、前記文献３のように中空筒体の内部に柱体を配すことも考えられるが、単に枠体の端面とサイドメンバの端面とを突き合わせただけの連結構造では、柱体が的確に衝撃を受け止めることができず、柱体による衝撃吸収は見込めない。 Moreover, in the above-mentioned

documents

1 and 2, since the shock absorbing member is composed only of a hollow cylinder, the absolute shock absorbing performance is limited in the first place. Thus, it is conceivable to arrange the columnar body inside the hollow cylinder as in the above-mentioned document 3, but in the connection structure in which the end surface of the frame body and the end surface of the side member are merely abutted, the column body is accurately positioned. The shock cannot be received and the shock absorption by the column cannot be expected.

　本発明のひとつの観点からは、バンパ部材と中空筒状の車両骨格部材との間に衝撃吸収部材が配された衝撃吸収構造が得られる。該衝撃吸収部材は、中空筒状の枠体と、該枠体の内部に配された中実な柱体とを備え、車両衝突時に軸方向に圧縮変形することで衝撃エネルギーを吸収する。該車両骨格部材に固定されたボトムプレートが前記衝撃吸収部材の前記車両骨格部材側の端面を支持している。前記衝撃吸収部材の軸方向と直交する断面の外寸が前記車両骨格部材の中空筒状の内寸よりも小さい。前記衝撃吸収部材の軸方向における端部が前記車両骨格部材の端部から中空筒状の内部へ差し込まれて、該衝撃吸収部材と前記車両骨格部材とが軸方向に一部重なっている。 From one aspect of the present invention, an impact absorbing structure in which an impact absorbing member is arranged between a bumper member and a hollow cylindrical vehicle skeleton member is obtained. The impact absorbing member includes a hollow cylindrical frame and a solid column disposed inside the frame, and absorbs impact energy by compressing and deforming in the axial direction when the vehicle collides. A bottom plate fixed to the vehicle skeleton member supports an end surface of the shock absorbing member on the vehicle skeleton member side. The outer dimension of the cross section perpendicular to the axial direction of the impact absorbing member is smaller than the inner dimension of the hollow cylindrical shape of the vehicle skeleton member. The end of the shock absorbing member in the axial direction is inserted into the hollow cylindrical shape from the end of the vehicle skeleton member, and the shock absorbing member and the vehicle skeleton member partially overlap in the axial direction.

　これによれば、衝撃吸収部材が中空筒状の枠体とその内部に配された柱体とを備えることで、従来の枠体のみによって構成される衝撃吸収部材に比して衝撃吸収性能が優れると共に安定もしている。そして、衝撃吸収部材の車両骨格部材側端面は、この車両骨格部材に固定されたボトムプレートによって支持されているので、衝突荷重が作用した際に、当該衝突荷重を柱体も的確に受け止めることができる。これにより、柱体による衝撃吸収性能を確実に得ることができる。そのうえで、衝撃吸収部材の軸方向端部が車両骨格部材の中空内部に没入した状態で、衝撃吸収部材の端部と車両骨格部材の端部とが軸方向に一部重なっていることで、斜め荷重が作用しても横倒れが防止される。而して、衝撃吸収部材に斜め荷重が作用するような状況でも、当該衝撃吸収部材は軸方向に圧縮されて確実に衝撃エネルギーを吸収することができる。 According to this, since the shock absorbing member includes the hollow cylindrical frame and the columnar body disposed therein, the shock absorbing performance is higher than that of the shock absorbing member constituted only by the conventional frame. Excellent and stable. And since the vehicle skeleton member side end surface of the shock absorbing member is supported by the bottom plate fixed to the vehicle skeleton member, the collision load can be accurately received by the column body when the collision load is applied. it can. Thereby, the impact absorption performance by the column can be obtained with certainty. In addition, the end portion of the shock absorbing member and the end portion of the vehicle skeleton member partially overlap in the axial direction in a state where the axial end portion of the shock absorbing member is immersed in the hollow interior of the vehicle skeleton member. Even if a load is applied, the rollover is prevented. Thus, even in a situation where an oblique load is applied to the impact absorbing member, the impact absorbing member is compressed in the axial direction and can reliably absorb the impact energy.

本発明の実施形態１に係る衝撃吸収部材の設置例を示す平面図である。It is a top view which shows the example of installation of the impact-absorbing member which concerns on Embodiment 1 of this invention. 衝撃吸収部材の斜視図である。It is a perspective view of an impact-absorbing member. 実施形態１の要部拡大断面図である。FIG. 3 is an enlarged cross-sectional view of a main part of the first embodiment. 実施形態２の要部拡大断面図である。10 is an enlarged cross-sectional view of a main part of Embodiment 2. FIG. 実施形態３の要部拡大断面図である。10 is an enlarged cross-sectional view of a main part of Embodiment 3. FIG. 従来の衝撃吸収構造の正面図である。It is a front view of the conventional shock absorption structure. 図６Ａの構造に斜め荷重が作用したときの正面図である。FIG. 6B is a front view when an oblique load is applied to the structure of FIG. 6A. 衝撃吸収性能の試験方法を示す模式図である。It is a schematic diagram which shows the test method of shock absorption performance. 実施形態１による構造の衝撃吸収性能の試験結果を示すグラフである。6 is a graph showing the test results of the shock absorbing performance of the structure according to the first embodiment. 実施形態２による構造の衝撃吸収性能の試験結果を示すグラフである。It is a graph which shows the test result of the shock absorption performance of the structure by Embodiment 2. 従来技術による衝撃吸収性能の試験結果を示すグラフである。It is a graph which shows the test result of the shock absorption performance by a prior art.

（実施形態１）
　以下に、本発明の具体的な実施形態について説明する。バンパ部材と中空筒状の車両骨格部材との間に衝撃吸収部材が配された衝撃吸収構造であって、自動車等の車両に適用される。本実施形態１では、図１に示すように、バンパリインホース１とサイドメンバ２との間に衝撃吸収部材１０が配されている。 (Embodiment 1)
Hereinafter, specific embodiments of the present invention will be described. An impact absorbing structure in which an impact absorbing member is disposed between a bumper member and a hollow tubular vehicle skeleton member, and is applied to a vehicle such as an automobile. In the first embodiment, as shown in FIG. 1, an impact absorbing member 10 is disposed between the bumper inhose 1 and the side member 2.

　バンパリインホース１は、合成樹脂製のパネル状部材であって、車両の前面及び後面において車両幅方向（左右方向）に向けて配される。本実施形態１のバンパリインホース１は、図１に示すように長手方向（左右方向）中央部が平坦で長手方向両端部が内側へ傾斜しているが、長手方向両端に亘って平坦なものや長手方向両端に亘って湾曲しているものなどにも適用可能である。本実施形態１の衝撃吸収構造は、車両の前方側及び後方側のバンパリインホースに適用することもできるし、前方側又は後方側いずれか一方のバンパリインホースのみに適用してもよい。 The bumper-in hose 1 is a panel member made of synthetic resin, and is arranged in the vehicle width direction (left-right direction) on the front and rear surfaces of the vehicle. As shown in FIG. 1, the bumper rein hose 1 of Embodiment 1 has a flat central portion in the longitudinal direction (left-right direction) and both end portions in the longitudinal direction are inclined inward, but is flat across both ends in the longitudinal direction. It can also be applied to things that are curved over both ends in the longitudinal direction. The shock absorbing structure of the first embodiment can be applied to the bumper rein hose on the front side and the rear side of the vehicle, or may be applied only to the bumper rein hose on either the front side or the rear side. .

　サイドメンバ２は、車両の骨格を成す中空筒状の部材であって、バンパリインホース１の内側左右二箇所において車両前後方向に延在している。サイドメンバ２は、車両衝突時に容易に変形しない程度の剛性を有する部材であって、鉄鋼などの金属から成る。 The side member 2 is a hollow cylindrical member that forms the skeleton of the vehicle, and extends in the vehicle front-rear direction at two locations on the inner left and right sides of the bumper inhose 1. The side member 2 is a member having such a rigidity that it is not easily deformed at the time of a vehicle collision, and is made of a metal such as steel.

　衝撃吸収部材１０は、柱状の中実部材であって、サイドメンバ２側の軸方向一端（以下、サイドメンバ２側を基端と称す）がサイドメンバ２の先端部に連結され、バンパリインホース１側の軸方向他端（以下、バンパリインホース１側を先端と称す）はバンパリインホース１の内面に当接している。衝撃吸収部材１０は、基本的には軸方向が衝突荷重方向と平行になるように、車両前後方向に向けて配されている。なお、衝撃吸収部材１０の先端は、必ずしもバンパリインホース１の内面に当接していなくてもよい。 The shock absorbing member 10 is a solid columnar member, and one end in the axial direction on the side member 2 side (hereinafter, the side member 2 side is referred to as a base end) is connected to the distal end portion of the side member 2, and the bumper in The other axial end on the hose 1 side (hereinafter, the bumper in hose 1 side is referred to as a tip) is in contact with the inner surface of the bumper in hose 1. The shock absorbing member 10 is basically arranged in the vehicle longitudinal direction so that the axial direction is parallel to the collision load direction. Note that the tip of the impact absorbing member 10 does not necessarily have to contact the inner surface of the bumper-in hose 1.

　図２に示すように、衝撃吸収部材１０は、中空筒状の枠体１１と、該枠体１１の内部に配された中実な柱状の木材１２とによって構成されている。換言すれば、衝撃吸収部材１０は、中実な柱状の木材１２と、該木材１２に外嵌された枠体１１とによって構成されている。衝撃吸収部材１０の、軸方向と直交する平断面の外形（すなわち枠体１１の外形）は、サイドメンバ２の同方向内形と相似関係にある。具体的には、衝撃吸収部材１０の外寸はサイドメンバ２の内寸より一回り小さく、衝撃吸収部材１０の外形とサイドメンバ２の内形は同じ形状となっている。本実施形態１では、四角筒状のサイドメンバ２に対し、衝撃吸収部材１０の外径も四角形となっている。詳しくは、四角筒状の枠体１１の内部に、四角柱状の木材１２が配されている。また、衝撃吸収部材１０の先端面は、バンパリインホース１の内面に対して的確に当接するように、バンパリインホース１の形状に合わせて傾斜面とされている。なお、枠体１１の外形がサイドメンバ２の内形と相似関係である限り、枠体１１の内形及び木材１２の外形は特に限定されず、例えば円柱形、楕円柱形、三角柱形、五角形以上の多角柱形などとすることもできる。枠体１１と木材１２の長さ（軸方向寸法）は、同じである。木材１２は、枠体１１の内部へ隙間無く配すこともできるし、木材１２と枠体１１との間に僅かな隙間を有する状態で配すこともできる。 As shown in FIG. 2, the impact absorbing member 10 is constituted by a hollow cylindrical frame 11 and a solid columnar wood 12 arranged inside the frame 11. In other words, the impact absorbing member 10 is constituted by a solid columnar wood 12 and a frame 11 that is externally fitted to the wood 12. The external shape of the cross section perpendicular to the axial direction of the shock absorbing member 10 (that is, the external shape of the frame body 11) is similar to the internal shape of the side member 2 in the same direction. Specifically, the outer size of the shock absorbing member 10 is slightly smaller than the inner size of the side member 2, and the outer shape of the shock absorbing member 10 and the inner shape of the side member 2 are the same shape. In the first embodiment, the outer diameter of the shock absorbing member 10 is also a quadrangle with respect to the square cylindrical side member 2. Specifically, a quadrangular columnar wood 12 is arranged inside a rectangular cylindrical frame 11. In addition, the front end surface of the impact absorbing member 10 is an inclined surface according to the shape of the bumper-in hose 1 so as to contact the inner surface of the bumper-in hose 1 accurately. As long as the outer shape of the frame 11 is similar to the inner shape of the side member 2, the inner shape of the frame 11 and the outer shape of the wood 12 are not particularly limited. For example, a cylindrical shape, an elliptical prism shape, a triangular prism shape, a pentagonal shape. The polygonal prism shape described above can also be used. The lengths (axial dimensions) of the frame 11 and the wood 12 are the same. The wood 12 can be arranged without any gap inside the frame 11, or can be arranged with a slight gap between the wood 12 and the frame 11.

　枠体１１は、車両衝突時に木材１２と共に圧縮変形するものであり、アルミニウム、銅、鉄、またはこれらの合金などからなる金属製部材である。中でも、アルミニウムや銅などの軟金属製が好ましい。この場合、枠体１１は木材１２を支持する程度の補助的なものであって、衝撃吸収性能を主体的に発揮するのは木材１２となる。枠体１１は、例えば押出成形などにより製造できる。 The frame body 11 is a metal member made of aluminum, copper, iron, or an alloy thereof, which is compressed and deformed together with the wood 12 at the time of a vehicle collision. Among these, a soft metal such as aluminum or copper is preferable. In this case, the frame 11 is auxiliary to the extent that it supports the wood 12, and the wood 12 mainly exhibits the shock absorbing performance. The frame 11 can be manufactured by, for example, extrusion molding.

　木材１２は、その繊維方向が軸方向と平行となるように加工配置されている。これにより、衝突荷重に対して木材１２の発揮する反力が増大し、衝撃吸収性能がより向上する。木材１２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使用できる。比重が大きい木材は強度に優れ、比重が小さ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。比重が０．２～０．４程度の木材を用いると、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、衝撃吸収性能をより高めることができ好ましい。比重が０．２～０．４程度の木材としては、例えば、スギ、ヒノキ、マツ等が挙げられる。 The wood 12 is processed and arranged so that the fiber direction is parallel to the axial direction. As a result, the reaction force exerted by the wood 12 against the collision load is increased, and the shock absorbing performance is further improved. The kind of wood 12 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 large specific gravity is excellent in strength, and wood with a low specific gravity has a high porosity, and thus has a feature that the crash stroke (displacement due to compression) becomes long. It is preferable to use wood having a specific gravity of about 0.2 to 0.4 because the impact absorbing performance can be further enhanced by having a certain degree of strength while sufficiently securing the crash stroke. Examples of the wood having a specific gravity of about 0.2 to 0.4 include cedar, cypress, and pine.

　衝撃吸収部材１０とサイドメンバ２とが連結された状態において、衝撃吸収部材１０の基端面は、図３に示すように、ボトムプレート１５によって支持されている。ボトムプレート１５は、衝撃吸収部材１０の基端面を支持する支持部１５ａと、該支持部１５ａの外周縁に設けられた接合部１５ｂとを有する。ボトムプレート１５は、車両衝突時に容易に変形しない程度（少なくとも衝撃吸収部材１０の抜け落ちを防止できる程度）の剛性を有する板部材であれば特に限定されず、金属製のほか、セラミックス製、木製、繊維強化プラスチック（ＦＲＰ）製などとすることができる。金属製とする場合は、サイドメンバ２と同様に剛性に優れる鉄鋼などの鉄製とすることが好ましいが、肉厚を調整すればアルミニウムや銅などの軟金属製とすることも可能である。木製やＦＲＰとする場合も同様である。接合部１５ｂは、支持部１５ａの外周縁に接着や溶接等により設けることもできるが、ボトムプレート１５を一枚板からなる金属製として、プレス加工により折り曲げ形成することが生産性の点から好ましい。ボトムプレート１５は、サイドメンバ２内の先端から若干奥まった位置において、接合部１５ｂをサイドメンバ２に接着、溶接、またはボルト締めすることで固定されている。図３には、ボトムプレート１５を接着または溶接によりサイドメンバ２に固定した状態を示している。 In the state where the shock absorbing member 10 and the side member 2 are connected, the base end surface of the shock absorbing member 10 is supported by the bottom plate 15 as shown in FIG. The bottom plate 15 includes a support portion 15a that supports the base end surface of the shock absorbing member 10, and a joint portion 15b provided on the outer peripheral edge of the support portion 15a. The bottom plate 15 is not particularly limited as long as the bottom plate 15 has a rigidity that does not easily deform at the time of a vehicle collision (at least can prevent the shock absorbing member 10 from falling off). It can be made of fiber reinforced plastic (FRP) or the like. When it is made of metal, it is preferably made of iron such as steel having excellent rigidity like the side member 2, but it can also be made of soft metal such as aluminum or copper by adjusting the thickness. The same applies to wooden or FRP. The joint portion 15b can be provided on the outer peripheral edge of the support portion 15a by adhesion, welding, or the like, but it is preferable from the viewpoint of productivity that the bottom plate 15 is made of a single plate and bent by press working. . The bottom plate 15 is fixed by bonding, welding, or bolting the joint portion 15b to the side member 2 at a position slightly recessed from the front end in the side member 2. FIG. 3 shows a state in which the bottom plate 15 is fixed to the side member 2 by bonding or welding.

　そのうえで、衝撃吸収部材１０が、これの基端面がボトムプレート１５の支持部１５ａに当接した状態で配されている。このとき、衝撃吸収部材１０の基端部は、サイドメンバ２の中空内部へ差し込まれた状態となる。すなわち、衝撃吸収部材１０の基端部とサイドメンバ２の先端部とが、軸方向に一部重なった状態となっている。また、衝撃吸収部材１０の外面とサイドメンバ２の内面とは当接している。なお、衝撃吸収部材１０は、ボトムプレート１５やサイドメンバ２に対して必ずしも接合する必要は無いが、ボトムプレート１５とサイドメンバ２のいずれか一方、好ましくは双方にも接着または溶接により接合しておくことが好ましい。 In addition, the shock absorbing member 10 is arranged in a state in which the base end surface thereof is in contact with the support portion 15a of the bottom plate 15. At this time, the base end portion of the shock absorbing member 10 is inserted into the hollow interior of the side member 2. That is, the base end portion of the shock absorbing member 10 and the tip end portion of the side member 2 are partially overlapped in the axial direction. Further, the outer surface of the shock absorbing member 10 and the inner surface of the side member 2 are in contact with each other. The impact absorbing member 10 does not necessarily have to be joined to the bottom plate 15 or the side member 2, but is joined to either the bottom plate 15 or the side member 2, preferably both by adhesion or welding. It is preferable to keep it.

　次に、車両衝突時の衝撃吸収のメカニズムについて説明する。車両が例えば正面衝突することでバンパリインホース１が押圧されると、サイドメンバ２は高い剛性を有することで衝撃吸収部材１０が優先的に軸方向に圧縮変形する。これにより、衝撃エネルギーが吸収されて車体の破損が軽減されることで、乗員の保護が図られる。このとき、衝撃吸収部材１０の基端面がボトムプレート１５によって支持されているので、木材１２がサイドメンバ２内に没入することなく的確に圧縮変形して衝撃エネルギーを吸収できる。 Next, the mechanism of shock absorption at the time of vehicle collision will be described. When the bumper-in hose 1 is pressed due to, for example, a frontal collision of the vehicle, the side member 2 has high rigidity so that the shock absorbing member 10 is preferentially compressed and deformed in the axial direction. Thereby, the impact energy is absorbed and damage to the vehicle body is reduced, thereby protecting the occupant. At this time, since the base end surface of the impact absorbing member 10 is supported by the bottom plate 15, the wood 12 can be accurately compressed and deformed without being immersed in the side member 2, and the impact energy can be absorbed.

　一方、車両が斜め方向に衝突したり、正面衝突でも図１に示すような形状のバンパリインホース１の場合は、衝撃吸収部材１０に対して斜め荷重が作用して衝撃吸収部材１０が横倒れするおそれが生じる。しかし、衝撃吸収部材１０の基端部がサイドメンバ２内に没入した状態で軸方向に一部内外に重なっていることで、当該衝撃吸収部材１０の基端部がサイドメンバ２によって支持されるので、衝撃吸収部材１０は斜め荷重を受けても横倒れすることなく軸方向に圧縮変形する。これにより、衝撃吸収性能が低下することなく的確に衝撃エネルギーを吸収することができる。 On the other hand, in the case of the bumper-in hose 1 having a shape as shown in FIG. 1 even when the vehicle collides in an oblique direction or in a frontal collision, an oblique load acts on the impact absorbing member 10 and the impact absorbing member 10 is laterally moved. There is a risk of falling. However, the base end portion of the shock absorbing member 10 is supported by the side member 2 because the base end portion of the shock absorbing member 10 partially overlaps the inside and outside in the axial direction in a state of being immersed in the side member 2. Therefore, the impact absorbing member 10 is compressed and deformed in the axial direction without falling down even if it receives an oblique load. Thereby, it is possible to accurately absorb the impact energy without deteriorating the impact absorption performance.

（実施形態２）
　図４に、本発明の実施形態２を示す。本実施形態２は実施形態１の変形例であって、基本的構成、設置箇所、及び作用機能等は実施形態１と同様なので、共通事項についての詳細は省略し、実施形態１との相違点を中心に説明する。 (Embodiment 2)
FIG. 4 shows a second embodiment of the present invention. The second embodiment is a modification of the first embodiment, and the basic configuration, installation location, and function and the like are the same as those of the first embodiment. Therefore, details on common matters are omitted, and the differences from the first embodiment are different. The explanation will be focused on.

　図４に示すように、本実施形態２の衝撃吸収部材１０も、中空筒状の枠体１１と、該枠体１１の内部に配された柱状の木材１２とによって構成されており、その基端面がサイドメンバ２に固定されたボトムプレート１６によって支持されている。また、衝撃吸収部材１０の基端部がサイドメンバ２内に没入した状態で軸方向に一部内外に重なっている点も実施形態１と同様である。これに対し、ボトムプレート１６の形状及びサイドメンバ２の先端形状が実施形態１と異なる。 As shown in FIG. 4, the impact absorbing member 10 of the second embodiment is also configured by a hollow cylindrical frame 11 and a columnar wood 12 arranged inside the frame 11. The end surface is supported by a bottom plate 16 fixed to the side member 2. Moreover, it is the same as that of the first embodiment in that the base end portion of the impact absorbing member 10 is partially overlapped inward and outward in the axial direction while being immersed in the side member 2. In contrast, the shape of the bottom plate 16 and the tip shape of the side member 2 are different from those of the first embodiment.

　本実施形態２のボトムプレート１６は、平面方向中央部に凹設された支持凹部１６ａと、当該支持凹部１６ａの先端外周縁から外方へ延在するフランジ部１６ｂとを有する。支持凹部１６ａの平断面形状（周壁の筒形状）は、衝撃吸収部材１０の外形及びサイドメンバ２の内形と相似関係にある。このようなボトムプレート１６は、金属製の一枚板をプレス加工することで形成することが好ましい。一方、サイドメンバ２の先端外周にも、外方へ延在するフランジ部２ａが形成されている。 The bottom plate 16 of the second embodiment has a support recess 16a that is recessed in the center in the plane direction, and a flange portion 16b that extends outward from the outer periphery of the tip of the support recess 16a. The flat cross-sectional shape (cylindrical shape of the peripheral wall) of the support recess 16a is similar to the outer shape of the shock absorbing member 10 and the inner shape of the side member 2. Such a bottom plate 16 is preferably formed by pressing a single metal plate. On the other hand, a flange portion 2 a extending outward is also formed on the outer periphery of the tip of the side member 2.

　ボトムプレート１６は、支持凹部１６ａをサイドメンバ２内へ嵌合した状態で、フランジ部１６ｂがサイドメンバ２のフランジ部２ａに重なるように配置され、当該ボトムプレート１６のフランジ部１６ｂとサイドメンバ２のフランジ部２ａとを接着、溶接、又はボルト締めすることによりサイドメンバ２へ固定される。このとき、ボトムプレート１６の支持凹部１６ａの外周面は、サイドメンバ２の内周面に当接している。したがって、当該支持凹部１６ａの外周面とサイドメンバ２の内周面とを接着することも好ましい。 The bottom plate 16 is disposed so that the flange portion 16b overlaps the flange portion 2a of the side member 2 in a state where the support concave portion 16a is fitted into the side member 2, and the flange portion 16b of the bottom plate 16 and the side member 2 are arranged. Are fixed to the side member 2 by bonding, welding, or bolting. At this time, the outer peripheral surface of the support recess 16 a of the bottom plate 16 is in contact with the inner peripheral surface of the side member 2. Therefore, it is also preferable to adhere the outer peripheral surface of the support recess 16a and the inner peripheral surface of the side member 2.

　そのうえで、衝撃吸収部材１０は、これの基端部をボトムプレート１６の支持凹部１６ａへ差し込んだ状態で配置される。このとき、衝撃吸収部材１０の外周面と支持凹部１６ａの内周面とは当接している。したがって、当該衝撃吸収部材１０の外周面と支持凹部１６ａの内周面とも接着または溶接により接合することが好ましい。 In addition, the shock absorbing member 10 is disposed in a state where the base end portion of the shock absorbing member 10 is inserted into the support concave portion 16a of the bottom plate 16. At this time, the outer peripheral surface of the shock absorbing member 10 is in contact with the inner peripheral surface of the support recess 16a. Therefore, it is preferable to join the outer peripheral surface of the shock absorbing member 10 and the inner peripheral surface of the support recess 16a by bonding or welding.

　本実施形態２でも、車両衝突時に衝撃吸収部材１０へ斜め荷重が作用しても、当該衝撃吸収部材１０の基端部がサイドメンバ２によって支持されるので、横倒れすることなく的確に軸方向へ圧縮変形して衝撃エネルギーを吸収できる。また、ボトムプレート１６とサイドメンバ２とは互いのフランジ部１６ｂ，２ａ同士で接合されているので、両者の接合力が比較的弱くても、ボトムプレート１６が衝突荷重によりサイドメンバ２内へ没入することを確実に防止できる。 Even in the second embodiment, even if an oblique load is applied to the shock absorbing member 10 at the time of a vehicle collision, the base end portion of the shock absorbing member 10 is supported by the side member 2, so that the axial direction can be accurately achieved without falling down. It can be compressed and deformed to absorb impact energy. Further, since the bottom plate 16 and the side member 2 are joined to each other by the

flange portions

16b and 2a, the bottom plate 16 is immersed in the side member 2 by a collision load even if the joining force between the both is relatively weak. Can be surely prevented.

（実施形態３）
　図５に、本発明の実施形態３を示す。本実施形態３も上記実施形態１の変形例であるため、共通事項についての詳細は省略し、実施形態１との相違点を中心に説明する。 (Embodiment 3)
FIG. 5 shows a third embodiment of the present invention. Since the third embodiment is also a modification of the first embodiment, details regarding common matters are omitted, and differences from the first embodiment will be mainly described.

　図５に示すように、本実施形態３の衝撃吸収部材１０も、中空筒状の枠体１１と、該枠体１１の内部に配された柱状の木材１２とによって構成されており、その基端面がサイドメンバ２に固定されたボトムプレート１７によって支持されている。また、衝撃吸収部材１０の基端部がサイドメンバ２内に没入した状態で軸方向に一部内外に重なっている点も実施形態１と同様である。これに対し、ボトムプレート１７の形状及びサイドメンバ２の先端形状が実施形態１と異なる。 As shown in FIG. 5, the shock absorbing member 10 of the third embodiment is also configured by a hollow cylindrical frame 11 and a columnar wood 12 arranged inside the frame 11. The end surface is supported by a bottom plate 17 fixed to the side member 2. Moreover, it is the same as that of the first embodiment in that the base end portion of the impact absorbing member 10 is partially overlapped inward and outward in the axial direction while being immersed in the side member 2. On the other hand, the shape of the bottom plate 17 and the tip shape of the side member 2 are different from those of the first embodiment.

　本実施形態３のボトムプレート１７は、平面方向中央部の支持凹部１７ａと、当該支持凹部１７ａの外周面中間部から外方へ延在するフランジ部１７ｂとを有する。支持凹部１７ａの平断面形状（周壁の筒形状）は、衝撃吸収部材１０の外形及びサイドメンバ２の内形と相似関係にある。先の実施形態２と異なる点は、支持凹部１７ａの先端が、フランジ部１７ｂよりも先端側へ突出している点にある。一方、サイドメンバ２の先端外周にも、外方へ延在するフランジ部２ａが形成されている。 The bottom plate 17 of the third embodiment has a support recess 17a at the center in the plane direction and a flange portion 17b extending outward from an intermediate portion of the outer peripheral surface of the support recess 17a. The flat cross-sectional shape (cylindrical shape of the peripheral wall) of the support recess 17a is similar to the outer shape of the shock absorbing member 10 and the inner shape of the side member 2. The difference from the previous embodiment 2 is that the tip of the support recess 17a protrudes to the tip side of the flange portion 17b. On the other hand, a flange portion 2 a extending outward is also formed on the outer periphery of the tip of the side member 2.

　ボトムプレート１７は、支持凹部１７ａをサイドメンバ２内へ嵌合した状態で、フランジ部１７ｂがサイドメンバ２のフランジ部２ａに重なるように配置され、当該ボトムプレート１７のフランジ部１７ｂとサイドメンバ２のフランジ部２ａとを接着、溶接、又はボルト締めすることによりサイドメンバ２へ固定される。このとき、ボトムプレート１７の支持凹部１７ａの外周面は、サイドメンバ２の内周面に当接している。したがって、当該支持凹部１７ａの外周面とサイドメンバ２の内周面とを接着することも好ましい。また、支持凹部１７ａの先端部はサイドメンバ２の先端より先端側へ突出している。 The bottom plate 17 is disposed so that the flange portion 17b overlaps the flange portion 2a of the side member 2 in a state where the support concave portion 17a is fitted into the side member 2, and the flange portion 17b of the bottom plate 17 and the side member 2 are arranged. Are fixed to the side member 2 by bonding, welding, or bolting. At this time, the outer peripheral surface of the support recess 17 a of the bottom plate 17 is in contact with the inner peripheral surface of the side member 2. Therefore, it is also preferable to bond the outer peripheral surface of the support recess 17a and the inner peripheral surface of the side member 2. Further, the distal end portion of the support recess 17 a protrudes from the distal end of the side member 2 toward the distal end side.

　そのうえで、衝撃吸収部材１０は、これの基端部をボトムプレート１７の支持凹部１７ａへ差し込んだ状態で配置される。このとき、衝撃吸収部材１０の外周面と支持凹部１７ａの内周面とは当接している。したがって、当該衝撃吸収部材１０の外周面と支持凹部１７ａの内周面とも接着または溶接により接合することが好ましい。 In addition, the shock absorbing member 10 is disposed in a state where the base end portion thereof is inserted into the support concave portion 17 a of the bottom plate 17. At this time, the outer peripheral surface of the shock absorbing member 10 is in contact with the inner peripheral surface of the support recess 17a. Therefore, it is preferable that the outer peripheral surface of the impact absorbing member 10 and the inner peripheral surface of the support recess 17a are joined together by adhesion or welding.

　本実施形態３でも、車両衝突時に衝撃吸収部材１０へ斜め荷重が作用しても、当該衝撃吸収部材１０の基端部がサイドメンバ２によって支持されるので、横倒れすることなく的確に軸方向へ圧縮変形して衝撃エネルギーを吸収できる。また、ボトムプレート１７とサイドメンバ２とは互いのフランジ部１７ｂ，２ａ同士で接合されているので、ボトムプレート１７が衝突荷重によりサイドメンバ２内へ没入することを確実に防止できる。さらに、支持凹部１７ａの先端部がサイドメンバ２の先端よりさらに先端側へ突出しているので、衝撃吸収部材１０の横倒れがより確実に防止される。 Even in the third embodiment, even if an oblique load is applied to the shock absorbing member 10 at the time of a vehicle collision, the base end portion of the shock absorbing member 10 is supported by the side member 2, so that the axial direction can be accurately achieved without falling down. It can be compressed and deformed to absorb impact energy. Further, since the bottom plate 17 and the side member 2 are joined to each other by the

flange portions

17b, 2a, it is possible to reliably prevent the bottom plate 17 from entering the side member 2 due to a collision load. Furthermore, since the tip end portion of the support recess 17a protrudes further toward the tip end side than the tip end of the side member 2, the impact absorbing member 10 is more reliably prevented from falling sideways.

　以上に説明した実施形態によれば次のような効果が得られる。まず、衝撃吸収部材が中空筒状の枠体とその内部に配された柱体とを備えることで、従来の枠体のみによって構成される衝撃吸収部材に比して衝撃吸収性能が優れると共に安定もしている。そして、衝撃吸収部材の車両骨格部材側端面は、この車両骨格部材に固定されたボトムプレートによって支持されているので、衝突荷重が作用した際に、当該衝突荷重を柱体も的確に受け止めることができる。これにより、柱体による衝撃吸収性能を確実に得ることができる。そのうえで、衝撃吸収部材の軸方向端部が車両骨格部材の中空内部に没入した状態で、衝撃吸収部材の端部と車両骨格部材の端部とが軸方向に一部重なっていることで、斜め荷重が作用しても横倒れが防止される。而して、衝撃吸収部材に斜め荷重が作用するような状況でも、当該衝撃吸収部材は軸方向に圧縮されて確実に衝撃エネルギーを吸収することができる。 According to the embodiment described above, the following effects can be obtained. First, the shock absorbing member is provided with a hollow cylindrical frame and a column disposed therein, so that the shock absorbing performance is excellent and stable as compared with a shock absorbing member constituted only by a conventional frame. If yes. And since the vehicle skeleton member side end surface of the impact absorbing member is supported by the bottom plate fixed to the vehicle skeleton member, when the collision load acts, the column body can accurately receive the collision load. it can. Thereby, the impact absorption performance by the column can be obtained with certainty. In addition, the end portion of the shock absorbing member and the end portion of the vehicle skeleton member partially overlap in the axial direction in a state where the axial end portion of the shock absorbing member is immersed in the hollow interior of the vehicle skeleton member. Even if a load is applied, the rollover is prevented. Thus, even in a situation where an oblique load is applied to the impact absorbing member, the impact absorbing member is compressed in the axial direction and can reliably absorb the impact energy.

　また、枠体が柱体と共に圧縮変形可能な金属製であれば、柱体による衝撃吸収性能を確実に発揮させることができる。一方、ボトムプレートが車両衝突時に変形しない程度の剛性を有していれば、柱体が衝突荷重を確実に受け止めることができる。そして、ボトムプレートを枠体と車両骨格部材とに溶接または接着によって固定していれば、柱体によってボルトの締結位置や締結作業性が制限されることがないため連結が容易であると共に、ボルト締結用のスペースを確保する必要も無いので連結構造のコンパクト化も可能となる。 Further, if the frame is made of a metal that can be compressed and deformed together with the column, the shock absorbing performance by the column can be surely exhibited. On the other hand, if the bottom plate is rigid enough to prevent deformation when the vehicle collides, the column body can reliably receive the collision load. If the bottom plate is fixed to the frame body and the vehicle skeleton member by welding or bonding, the fastening position and fastening workability of the bolt are not limited by the column body, and the connection is easy. Since there is no need to secure a space for fastening, the connecting structure can be made compact.

　また、柱体を木材としその繊維方向が軸方向と平行になるように配すれば、衝撃吸収性能がより向上する。なお、現実的には、木材の繊維方向を軸方向と完全に一致させることは困難である。したがってここでいう「平行」とは、木材の繊維方向が軸方向と一致している場合はもちろん、若干ズレた「略平行」状態も含む。 Also, if the pillar is made of wood and arranged so that its fiber direction is parallel to the axial direction, the shock absorbing performance is further improved. In reality, it is difficult to completely match the fiber direction of wood with the axial direction. Therefore, the term “parallel” here includes not only the case where the fiber direction of the wood coincides with the axial direction, but also includes a “substantially parallel” state in which the direction is slightly shifted.

　本発明の実施形態を具体的な形態に触れつつ説明したが、当業者であれば本発明の目的を逸脱せずに様々な置換、改良、変更が可能であることは明らかであろう。すなわち、本発明の実施形態は添付した請求項の精神と目的に相当し得るあらゆる置換、改良、変更を含むことを意図するものである。 Although the embodiments of the present invention have been described with reference to specific forms, it will be apparent to those skilled in the art that various substitutions, improvements, and changes can be made without departing from the object of the present invention. That is, the embodiments of the present invention are intended to include all permutations, improvements, and modifications that may fall within the spirit and scope of the appended claims.

　以下に、実施形態に係る衝撃吸収構造の衝撃吸収性能について試験した結果について説明する。各試験には、繊維方向が軸方向（圧縮方向）と平行になるように製材された、平断面が正四角形のスギ角材（縦１５×横１５×長さ７０ｍｍ）に、これと同じ長さ及び外形のアルミ（Ａ５０５２）製の枠体を外嵌した衝撃吸収部材を使用した。 Hereinafter, the results of testing the shock absorbing performance of the shock absorbing structure according to the embodiment will be described. For each test, a cedar square (15 × 15 × 70 mm in length) having the same cross section as the fiber direction was parallel to the axial direction (compression direction) and the same length as this. In addition, an impact absorbing member in which a frame body made of aluminum (A5052) having an outer shape was fitted was used.

（実施例１）
　図７に示すように、模擬骨格部材として、中空孔１２１を二箇所に有する鉄鋼製のベース１２０に対して、同じく鉄鋼製のボトムプレート１５を使用して二本の衝撃吸収部材１０を実施形態１のように連結した試験用の模擬連結体を作製した。ボトムプレート１５をベース１２０に溶接すると共に、衝撃吸収部材１０もベース１２０へ接着した。衝撃吸収部材１０と中空孔１２１との軸方向重複寸法は２０ｍｍであった。一方、模擬パンパ部材として、左右両端部が内側へ１０°傾斜した剛体バンパ１１０（Ａ５０５２製、厚み３５ｍｍ）を用意し、これを二本の衝撃吸収部材１０上に載置することで、模擬衝撃吸収構造とした。なお、剛体バンパ１１０の傾斜面と衝撃吸収部材１０の受圧面とが密接するように、各衝撃吸収部材１０の先端面も１０°の角度がつくように山切りカットしてある（後述の実施例２及び比較例でも同様）。 Example 1
As shown in FIG. 7, two shock absorbing members 10 are similarly used as a simulated skeleton member by using a steel bottom plate 15 with respect to a steel base 120 having hollow holes 121 at two locations. 1 was prepared. While the bottom plate 15 was welded to the base 120, the shock absorbing member 10 was also bonded to the base 120. The axial overlap dimension between the impact absorbing member 10 and the hollow hole 121 was 20 mm. On the other hand, as a simulated bumper member, a rigid bumper 110 (made of A5052, having a thickness of 35 mm) whose left and right end portions are inclined inward by 10 ° is prepared and placed on the two shock absorbing members 10 to simulate simulated impact. Absorption structure was adopted. It should be noted that the front end surface of each shock absorbing member 10 is also cut in a mountain shape so that the inclined surface of the rigid bumper 110 and the pressure receiving surface of the shock absorbing member 10 are in close contact with each other (described later). The same applies to Example 2 and Comparative Example).

　この模擬衝撃吸収構造を、衝撃圧縮試験機（ＩＭＡＴＥＫ社製、ＩＭ１０Ｔ－２０ＨＶ）にセットし、４．４２ｍ／ｓｅｃの速度で軸方向に衝撃圧縮することで、各衝撃吸収部材に対して斜め荷重を作用させた。すると、各衝撃吸収部材は横倒れすることなく的確に軸方向に圧縮変形した。 This simulated shock absorbing structure is set in a shock compression tester (IMATEK, IM10T-20HV) and is subjected to shock compression in the axial direction at a speed of 4.42 m / sec. Acted. Then, each shock absorbing member was accurately compressed and deformed in the axial direction without falling down.

　また、このときの衝撃吸収部材の圧縮変形量と圧縮荷重（反力）との関係を測定した。その結果を図８に示す。図８の結果からも明らかなように、実施形態１のような衝撃吸収構造によれば、斜め荷重による衝撃吸収部材の横倒れが防止されるので、衝撃エネルギーを安定して吸収できることが確認された。なお、図８のグラフにおいて、圧縮変形量が２５ｍｍを超えた辺りから圧縮荷重が急激に上昇しているのは、衝撃吸収部材がこれ以上変形できない程度まで圧縮し切ったことによる。 Also, the relationship between the amount of compressive deformation of the shock absorbing member and the compressive load (reaction force) at this time was measured. The result is shown in FIG. As is clear from the results of FIG. 8, according to the shock absorbing structure as in the first embodiment, it is confirmed that the shock absorbing member can be stably absorbed because the shock absorbing member is prevented from falling down due to an oblique load. It was. In the graph of FIG. 8, the reason why the compressive load suddenly increases when the amount of compressive deformation exceeds 25 mm is that the impact absorbing member has been compressed to the extent that it cannot be deformed any more.

（実施例２）
　実施例１で使用した剛体バンパ（模擬バンパ）とベース（模擬骨格部材）を使用して、二本の衝撃吸収部材を実施形態２のように連結した模擬衝撃吸収構造を作製した。ボトムプレートのフランジ部をベースの上面に接着すると共に、衝撃吸収部材もボトムプレートの支持凹部内面へ接着した。衝撃吸収部材と中空孔との軸方向重複寸法は２０ｍｍであった。 (Example 2)
Using the rigid bumper (simulated bumper) and base (simulated skeleton member) used in Example 1, a simulated impact absorbing structure in which two impact absorbing members were connected as in Embodiment 2 was produced. The flange portion of the bottom plate was bonded to the upper surface of the base, and the impact absorbing member was also bonded to the inner surface of the support recess of the bottom plate. The axial overlap dimension between the impact absorbing member and the hollow hole was 20 mm.

　この模擬衝撃吸収構造を、圧縮試験機（島津製作所社製、オートグラフＡＧ－１００ＫＮＥ型）を使用し、２ｍｍ／ｍｉｎの速度で軸方向に単純圧縮することで、各衝撃吸収部材に対して斜め荷重を作用させた。すると、衝撃吸収部材は横倒れすることなく的確に軸方向に圧縮変形した。 This simulated shock absorbing structure is subjected to a simple compression in the axial direction at a speed of 2 mm / min using a compression tester (manufactured by Shimadzu Corporation, Autograph AG-100KNE type), so that each shock absorbing member is slanted. A load was applied. Then, the shock absorbing member was accurately compressed and deformed in the axial direction without falling down.

　また、このときの衝撃吸収部材の圧縮変形量と圧縮荷重（反力）との関係を測定した。その結果を図９に示す。図９の結果からも明らかなように、実施形態２のような衝撃吸収構造によっても、斜め荷重による衝撃吸収部材の横倒れを防止しながら衝撃エネルギーを安定して吸収できることが確認された。なお、図９のグラフでは、圧縮荷重が実施例１の結果（図８）よりも全体的に低くなっている。これは、二本の測定結果を分離して１つの衝撃吸収部材の結果として表示しているためである。 Also, the relationship between the amount of compressive deformation of the shock absorbing member and the compressive load (reaction force) at this time was measured. The result is shown in FIG. As is clear from the results of FIG. 9, it was confirmed that even with the impact absorbing structure as in the second embodiment, the impact energy can be stably absorbed while preventing the impact absorbing member from falling down due to an oblique load. In the graph of FIG. 9, the compressive load is generally lower than the result of Example 1 (FIG. 8). This is because two measurement results are separated and displayed as a result of one shock absorbing member.

（比較例）
　図６Ａ，図６Ｂに示す従来技術を模して、実施例１で使用したベースの中空孔上に鉄鋼製の平板状ボトムプレートを載置接着し、その上に衝撃吸収部材を接着立設して比較例用の模擬連結体を作製した。この模擬連結体に対して、実施例１で使用した剛体バンパを載置して、実施例２と同じ速度条件で軸方向に単純圧縮することで、各衝撃吸収部材に対して斜め荷重を作用させた。 (Comparative example)
6A and 6B, a steel plate-like bottom plate is placed and bonded on the hollow hole of the base used in Example 1, and an impact absorbing member is bonded and erected on the hollow hole of the base used in Example 1. Thus, a simulated connector for a comparative example was produced. By mounting the rigid bumper used in Example 1 on this simulated connected body and simply compressing in the axial direction under the same speed conditions as in Example 2, an oblique load is applied to each impact absorbing member. I let you.

　その際の衝撃吸収部材の圧縮変形量と圧縮荷重（反力）との関係を測定した。その結果を図１０に示す。図１０の結果からも明らかなように、単に衝撃吸収部材の端面を突き合せただけの従来技術では、斜め荷重によって衝撃吸収部材が横倒れすることで、それ以降は衝撃エネルギーを吸収することができなかった。
The relationship between the amount of compressive deformation of the impact absorbing member and the compressive load (reaction force) at that time was measured. The result is shown in FIG. As is clear from the results of FIG. 10, in the conventional technology in which the end surfaces of the shock absorbing member are merely abutted, the shock absorbing member is laid down by an oblique load, and thereafter the shock energy can be absorbed. could not.

Claims

　バンパ部材と中空筒状の車両骨格部材との間に衝撃吸収部材が配されており、
　該衝撃吸収部材は、中空筒状の枠体と、該枠体の内部に配された中実な柱体とを備え、車両衝突時に軸方向に圧縮変形することで衝撃エネルギーを吸収し、
　前記衝撃吸収部材の前記車両骨格部材側の端面を該車両骨格部材に固定されたボトムプレートが支持しており、
　前記衝撃吸収部材の軸方向と直交する断面の外寸が前記車両骨格部材の中空筒状の内寸よりも小さく、
　前記衝撃吸収部材の軸方向における端部が前記車両骨格部材の端部から中空筒状の内部へ差し込まれて、該衝撃吸収部材と前記車両骨格部材とが軸方向に一部重なっている、
　車両の衝撃吸収構造。 An impact absorbing member is disposed between the bumper member and the hollow tubular vehicle skeleton member,
The impact absorbing member includes a hollow cylindrical frame and a solid column disposed inside the frame, and absorbs impact energy by compressively deforming in the axial direction at the time of a vehicle collision,
A bottom plate fixed to the vehicle skeleton member supports an end surface of the shock absorbing member on the vehicle skeleton member side,
The outer dimension of the cross section orthogonal to the axial direction of the shock absorbing member is smaller than the inner dimension of the hollow cylindrical shape of the vehicle skeleton member,
The end of the shock absorbing member in the axial direction is inserted into the hollow cylindrical shape from the end of the vehicle skeleton member, and the shock absorbing member and the vehicle skeleton member partially overlap in the axial direction.
Vehicle shock absorption structure.
　前記枠体が前記柱体と共に圧縮変形可能な金属製であり、
　前記ボトムプレートが車両衝突時の衝撃に対して変形しない程度の剛性を有する金属製であり、
　前記ボトムプレートが前記枠体と前記車両骨格部材とに溶接または接着されている、
　請求項１に記載の衝撃吸収構造。 The frame is made of a metal that can be compressed and deformed together with the pillar,
The bottom plate is made of metal having a rigidity that does not deform with respect to an impact at the time of a vehicle collision,
The bottom plate is welded or bonded to the frame and the vehicle skeleton member;
The shock absorbing structure according to claim 1.
　前記柱体が木材であり、
　該木材はその繊維方向が軸方向と平行になるように配されている、
　請求項１または請求項２に記載の衝撃吸収構造。 The pillar is wood;
The wood is arranged so that its fiber direction is parallel to the axial direction,
The shock absorbing structure according to claim 1 or 2.
　前記車両骨格部材は、先端外周から外方へ延びるフランジ部を有し、
　前記ボトムプレートは、外周から外方へ延びるフランジ部を有し、
　前記車両骨格部材のフランジ部と前記ボトムプレートのフランジ部とが重ね合わされて接合されている、
　請求項２に記載の衝撃吸収構造。 The vehicle skeleton member has a flange portion extending outward from the outer periphery of the tip,
The bottom plate has a flange portion extending outward from the outer periphery,
The flange portion of the vehicle skeleton member and the flange portion of the bottom plate are overlapped and joined.
The shock absorbing structure according to claim 2.
　前記ボトムプレートは、前記車両骨格部材の中空筒状内に嵌合した支持凹部を有し、
　該支持凹部の先端が前記車両骨格部材の中空筒状先端よりも先へ突出している、
　請求項２または請求項４に記載の衝撃吸収構造。

The bottom plate has a support recess fitted in a hollow cylindrical shape of the vehicle skeleton member,
The tip of the support recess protrudes beyond the hollow cylindrical tip of the vehicle skeleton member;
The shock absorbing structure according to claim 2 or 4.