JP7765719B2 - shock absorber - Google Patents

Description

The present invention relates to an impact absorber that is placed between a door panel and trim.

In automobile doors, a known configuration is one in which a shock absorber is placed between the door panel and the door trim that covers the interior side of the door panel in order to reduce the impact that the door panel exerts on the occupant during a side collision. One such shock absorber is a resin cylinder that extends from the door trim toward the door panel, gradually narrowing in width toward the door panel to form a stepped structure (see, for example, Patent Document 1). This shock absorber allows each step to deform in stages in response to displacement (amount of deformation), thereby suppressing a sudden increase in load (reaction force).

Japanese Unexamined Patent Publication No. 7-315076

One way to increase the load absorption capacity of a shock absorber is to increase its size. However, if the shock absorber is made larger, part of the shock absorber will overlap above and below the occupant seated on the interior side of the door trim. In this case, there is a risk that the load will be transmitted to the occupant via the buckled shock absorber.

In light of the above background, the present invention aims to reduce the transmission of load to an occupant in an impact absorber.

In order to solve the above problem, one aspect of the present invention is a cylindrical impact absorber (30) that protrudes from a vehicle door panel (2) to a trim (3) that covers the side of the door panel, between the trim and the door panel. The impact absorber has a plurality of cylindrical peripheral walls (31-33) arranged in a protruding direction from a base end on the trim side to a tip end on the door panel side, with the cylindrical peripheral walls (31-33) having narrower widths in a direction perpendicular to the protruding direction as they are positioned closer to the tip, at least one connecting wall (34, 35) connecting the edges of adjacent peripheral walls, and an end wall (36) that closes the end of the peripheral wall closest to the tip. The impact absorber is located below an armrest portion (15) provided on the trim.

This configuration allows the impact absorber to be positioned on the interior side of the trim, avoiding the abdomen of an occupant seated there. This makes it less likely that the impact absorber will apply a load to the occupant.

In addition, in the above aspect, the upper edge of the impact absorber may be inclined downward toward the rear.

This configuration allows the upper edge of the impact absorber to be positioned to avoid the abdomen of an occupant seated on the interior side of the trim.

This configuration allows the impact absorber to be positioned on the interior side of the trim, avoiding the abdomen of an occupant seated there. This makes it less likely that the impact absorber will apply a load to the occupant.

In the above aspect, the end of the peripheral wall closest to the base end may be provided with a flange (41) extending outward from the peripheral wall, and the upper edge of the flange may be inclined downward toward the rear.

This configuration allows the upper edge of the flange that forms the outer edge of the impact absorber to be positioned to avoid the abdomen of the occupant.

Furthermore, in the above aspect, each of the multiple peripheral walls may have an upper edge portion (E) at its upper portion that extends linearly when viewed from a direction along the protruding direction, and each of the upper edge portions may be inclined downward toward the rear.

In this configuration, the upper edge of each peripheral wall can be positioned parallel to the flange, allowing each peripheral wall to be larger.

In the above aspect, it is also preferable that the distance between the rear end of each of the upper edge portions and the armrest portion is greater than the distance between the front end of each of the upper edge portions and the armrest portion.

This configuration allows for the creation of a space between the upper edge of each peripheral wall and the armrest. This space corresponds to the side of the occupant's abdomen, thereby reducing the load on the occupant.

In the above aspect, the trim may have a bulge (18) at the rear lower portion and below the armrest portion, bulging out on the side opposite the door panel, and the impact absorber may be provided on the door panel side of the bulge.

In this embodiment, the bulge portion can create a space in which to place the shock absorber.

In addition, in the above aspect, the impact absorber may have a portion located above the upper end of the seat cushion (63) located to the side of the trim.

This allows the size of the shock absorber to be increased, thereby increasing the amount of load that the shock absorber can absorb.

In addition, in the above aspect, the door panel may have a reinforcing member (7) extending in the front-rear direction, and at least a portion of the end wall may overlap the reinforcing member when viewed from a direction along the protruding direction.

This configuration ensures that collision loads from the side of the vehicle body are transmitted reliably to the impact absorber via the reinforcing member.

In the above aspect, the trim may have a device housing portion (21) recessed toward the door panel at the lower edge of the bulge, and the impact absorber may be positioned above the device housing portion in the bulge.

This configuration allows the shock absorber to be positioned away from other devices installed on the trim.

In the above aspect, a flange (41) extending outward from the peripheral wall may be provided at the end of the peripheral wall closest to the base end, and the flange may have a notch (46) to avoid the device housing portion.

This aspect allows the flange to be positioned in the bulge, avoiding the device housing section.

In addition, in the above aspect, it is preferable that the wiring (52) extending from the device housed in the device housing section be arranged along a groove (54) formed at the boundary between the peripheral wall and the connecting wall.

This configuration allows the wiring to be supported by the shock absorber, suppressing the wiring's oscillation.

In the above aspect, it is also preferable that at least one through hole (80) is formed in the end wall.

According to this aspect, the through holes allow the rigidity of the shock absorber to be adjusted. Furthermore, the weight of the shock absorber can be reduced.

With the above configuration, the impact absorber can be positioned to avoid the abdomen of an occupant seated on the interior side of the trim. This makes it less likely that the impact absorber will apply load to the occupant.

Furthermore, if the upper edge of the impact absorber is inclined downward toward the rear, the upper edge of the impact absorber can be positioned to avoid the abdomen of an occupant seated on the interior side of the trim.

By sloping the upper edge of the flange downward toward the rear, the upper edge of the flange that forms the outer edge of the impact absorber can be positioned to avoid the abdomen of the occupant.

By sloping each upper edge downward toward the rear, the upper edge of each peripheral wall can be positioned parallel to the flange, allowing each peripheral wall to be made larger.

When the distance between the rear end of each upper edge portion and the armrest portion is greater than the distance between the front end of the upper edge portion and the armrest portion, a space can be formed between the upper edge portion of each peripheral wall and the armrest portion. This space corresponds to the side of the occupant's abdomen, thereby reducing the load applied to the occupant.

In an embodiment in which the impact absorber is provided on the door panel side of the bulge, the bulge can form a space in which the impact absorber can be placed.

According to an embodiment in which the impact absorbing body has a portion located above the upper end of the seat cushion,
The size of the shock absorber can be increased, thereby increasing the amount of load that the shock absorber can absorb.

By configuring the end wall so that at least a portion of the end wall overlaps with the reinforcing member, collision loads from the side of the vehicle body can be reliably transmitted to the impact absorber via the reinforcing member.

By positioning the impact absorber above the device housing in the bulge, the impact absorber can be positioned to avoid other devices installed on the trim.

If the flange has a cutout to avoid the device housing portion, the flange can be positioned on the bulge portion while avoiding the device housing portion.

When the wiring extending from the device housed in the device housing section is arranged along a groove formed at the boundary between the peripheral wall and the connecting wall, the wiring can be supported by the shock absorber, and vibration of the wiring can be suppressed.

By forming at least one through-hole in the end wall of the shock absorber, the rigidity of the shock absorber can be adjusted using the through-hole. It can also reduce the weight of the shock absorber.

1 is a side view showing a door provided with an impact absorber according to an embodiment; II-II cross-sectional view of Figure 1 A side view showing the exterior side of the door trim Perspective view of the shock absorber Side view of shock absorber An explanatory diagram showing the relative positions of the door, shock absorber, seat, and occupant. 1A to 1C are explanatory diagrams showing deformation modes of the shock absorber. 10 is a cross-sectional view showing a shock absorber according to a modified example; 1A to 1C are cross-sectional views showing shock absorbers according to modified examples. 10 is a side view showing a shock absorber according to a modified example; 10 is a side view showing a door according to a modified example; 10 is a side view of a seat provided with a shock absorber according to a modified example; 10 is a side view showing a shock absorber according to a modified example; 10 is a side view showing a shock absorber according to a modified example; FIG. 10 is a side view showing an interior side of a door trim according to a modified example. FIG. 10 is a side view showing the vehicle exterior side of the door trim according to a modified example. FIG. 10 is a side view showing an interior side of a door trim according to a modified example.

Below, with reference to the drawings, we will explain an embodiment in which the impact absorber of the present invention is applied to the right front door of an automobile.

As shown in Figures 1 and 2, the right front door 1 of an automobile comprises a door panel 2 as a framework member and a door trim 3 that covers the interior side of the door panel 2. The door panel 2 comprises an inner panel 4 and an outer panel 5 formed from steel plate. The inner panel 4 is located on the interior side (compartment side) of the outer panel 5, which forms the exterior surface of the vehicle body. The inner panel 4 and the outer panel 5 are joined to the outer panel 5 at their front, bottom, and rear edges, excluding the top edge, to form a space in the center.

Multiple reinforcing members 7 are provided on the outer and inner surfaces of the inner panel 4. The reinforcing members 7 extend approximately longitudinally from the leading edge to the trailing edge of the inner panel 4. The reinforcing members 7 are formed from channel material, pipe material, or the like. For example, the cross section of the reinforcing members 7 may be formed in a channel shape, forming a closed cross section together with the inner panel 4. One reinforcing member 7 extends at an angle from the middle of the leading edge of the inner panel 4 to the lower part of the trailing edge.

A window glass 11 and its lifting device (not shown) are arranged between the inner panel 4 and the outer panel 5. The window glass 11 moves up and down through an opening formed between the upper edges of the inner panel 4 and the outer panel 5.

The door trim 3 is made of a resin material. The door trim 3 has a trim main body 13 with its surfaces facing left and right and located on the interior side of the inner panel 4, and a trim edge wall 14 that protrudes from the periphery of the trim main body 13 toward the inner panel 4 and abuts against the edge of the inner panel 4 on its interior side. The trim edge wall 14 extends along the periphery of the trim main body 13.

An armrest portion 15 that bulges toward the interior of the vehicle is provided in the vertical center of the trim main body portion 13. The armrest portion 15 extends from the center of the trim main body portion 13 to the rear edge in the front-to-rear direction. A switch for operating the lifting device is provided on the top surface of the armrest portion 15.

A speaker 16 is provided in the lower front portion of the trim main body 13. A pocket portion 17 that bulges toward the interior of the vehicle is provided in the lower portion of the trim main body 13, located behind the speaker 16. The pocket portion 17 forms a recess that opens upward. The pocket portion 17 is located below the front portion of the armrest portion 15.

A bulge 18 bulges toward the interior of the vehicle at the lower rear of the trim main body 13. The bulge 18 is located below the rear of the armrest 15 and behind the pocket 17. The interior side of the bulge 18 forms a flat surface facing left and right, and is smoothly connected to the lower rear of the armrest 15 and the rear of the pocket 17. The exterior side of the bulge 18 is recessed toward the interior of the vehicle, forming a space 19 between it and the inner panel 4. The exterior side of the bulge 18 is formed as a flat surface facing left and right.

A lamp housing 21 is provided at the front lower edge of the bulge 18, recessed toward the exterior of the vehicle. The lamp housing 21 is formed in a position that overlaps the lower edge of the bulge 18 and opens toward the interior and downward of the vehicle. The exterior portion of the lamp housing 21 protrudes beyond the exterior surface of the bulge 18.

An impact absorber 30 is disposed in the space 19 between the bulge 18 and the inner panel 4. The impact absorber 30 may be supported by either the door trim 3 or the inner panel 4. In this embodiment, the impact absorber 30 is supported on the exterior surface of the bulge 18 (the surface facing the inner panel 4).

The shock absorber 30 can be formed from a variety of materials, including resin and metal. The resin material may be, for example, a fiber-reinforced resin containing fibers such as polypropylene, polyethylene, carbon, glass, or nanocellulose. When a fiber-reinforced resin is used, the elastic modulus and tensile strength of the material are improved, making it possible to make the shock absorber 30 thinner and more compact. As a result, it becomes lighter. When using a resin material, the shock absorber 30 can be formed using known molding techniques, such as injection molding.

When a fiber-reinforced resin containing nanocellulose is used as the material, the base material may be polyethylene, polypropylene, or the like. Furthermore, it is preferable that the base material forms lamellar layers, and that the lamellar layers are laminated in a direction different from the fiber length direction of the nanocellulose.

As shown in Figures 2 and 3, the impact absorber 30 is a cylindrical member that protrudes from the door trim 3 toward the inner panel 4. The width of the tip of the impact absorber 30 on the inner panel 4 side narrows in a stepped manner compared to the base end on the door trim 3 side. As shown in Figures 5 and 6, the impact absorber 30 has multiple peripheral walls 31-33, at least one connecting wall 34, 35, and an end wall 36. The multiple peripheral walls 31-33 are aligned in a protruding direction (vehicle width direction) from the base end to the tip, and are offset from each other in the protruding direction. The peripheral walls 31-33 located closer to the tip have a narrower width in a direction perpendicular to the protruding direction. The connecting walls 34, 35 connect the edges of adjacent peripheral walls 31-33 to each other. The end wall 36 is provided to close the end of the peripheral wall 31-33 closest to the tip. The end wall 36 is perpendicular to the protruding direction. In this way, the shock absorber 30 has a pyramidal shape whose width gradually narrows toward the tip.

In this embodiment, the peripheral walls 31 to 33 include a first peripheral wall 31, a second peripheral wall 32, and a third peripheral wall 33, arranged in that order from the tip side, and the connecting walls 34, 35 include a first connecting wall 34 arranged between the first peripheral wall 31 and the second peripheral wall 32, and a second connecting wall 35 arranged between the second peripheral wall 32 and the third peripheral wall 33. The first peripheral wall 31 and the end wall 36 form a first step portion 37, the second peripheral wall 32 and the first connecting wall 34 form a second step portion 38, and the third peripheral wall 33 and the second connecting wall 35 form a third step portion 39.

Each of the first to third peripheral walls 31 to 33 has multiple bends A to D and linear sides E to H arranged between the bends A to D. The cross sections (cross sections perpendicular to the protruding direction) of the first to third peripheral walls 31 to 33 are formed in similar shapes, except for the shapes of the bends A to D. In this embodiment, the first to third peripheral walls 31 to 33 have four bends A to D (first bend A, second bend B, third bend C, fourth bend D) and four sides E to H (first side E, second side F, third side G, fourth side H), and the outer shape of the cross section of the first to third peripheral walls 31 to 33 is formed in a substantially rectangular shape. The first to third peripheral walls 31 to 33 are arranged coaxially around a common axis X. The axis X extends in the vehicle width direction and coincides with the protruding direction of the impact absorber 30.

When viewed from the direction along axis X, bends A to D are positioned so that they align with one another in the circumferential direction. The first side E extends front to back at the top, the second side F extends up and down at the front, the third side G extends forward at the bottom, and the fourth side H extends up and down at the rear. The first bend A is located at the boundary between the first side E and the second side F, the second bend B is located at the boundary between the second side F and the third side G, the third bend C is located at the boundary between the third side G and the fourth side H, and the fourth bend D is located at the boundary between the fourth side H and the first side E.

The wall surfaces of the first to third peripheral walls 31 to 33 extend parallel to the protruding direction (the direction along the axis X). The heights (lengths in the protruding direction) of the first to third peripheral walls 31 to 33 are set to be equal to each other. The wall thicknesses of the first to third peripheral walls 31 to 33 are set to be equal to each other.

The first connecting wall 34 connects the base end edge of the first peripheral wall 31 and the distal end edge of the second peripheral wall 32. The first connecting wall 34 extends along the base end edge of the first peripheral wall 31 and the distal end edge of the second peripheral wall 32, and is formed in a frame shape. The second connecting wall 35 connects the base end edge of the second peripheral wall 32 and the distal end edge of the third peripheral wall 33. The second connecting wall 35 extends along the base end edge of the second peripheral wall 32 and the distal end edge of the third peripheral wall 33, and is formed in a frame shape.

The first connecting wall 34 and the second connecting wall 35 are formed in the shape of a plate whose surface is perpendicular to the axis X. In other words, each connecting wall 34, 35 is disposed perpendicular to each of the peripheral walls 31 to 33. The thickness of the first connecting wall 34 and the second connecting wall 35 is set equal to the thickness of the first to third peripheral walls 31 to 33. The width of each connecting wall 34, 35 (the distance between adjacent peripheral walls) is formed to be the same in the portions corresponding to each of the sides E to H.

As shown in FIG. 5 , in this embodiment, the radius of curvature of the first bent portion A located on the distal end side is set smaller than the radius of curvature of the first bent portion A located on the proximal end side. That is, the radius of curvature R1 of the first bent portion A of the first circumferential wall 31 is set smaller than the radius of curvature R2 of the first bent portion A of the second circumferential wall 32, and the radius of curvature R2 of the first bent portion A of the second circumferential wall 32 is set smaller than the radius of curvature R3 of the first bent portion A of the third circumferential wall 33 (R1 < R2 < R3). As a result, at the first bent portion A, the width W1 of the first connecting wall 34 (the length from the proximal edge of the first circumferential wall 31 to the distal edge of the second circumferential wall 32) is greater than the width W2 of the second connecting wall 35 (the length from the proximal edge of the second circumferential wall 32 to the distal edge of the third circumferential wall 33) (W1 > W2).

In this embodiment, the radius of curvature of each of the second bends B is the same, and the widths of the first connecting wall 34 and the second connecting wall 35 at the second bends B are the same. Similarly, the radius of curvature of each of the third bends C is the same, and the widths of the first connecting wall 34 and the second connecting wall 35 at the third bends C are the same. The radius of curvature of each of the fourth bends D is the same, and the widths of the first connecting wall 34 and the second connecting wall 35 at the fourth bends D are the same.

As shown in Figures 2 to 5, a flange 41 extending outward from the base end edge of the third peripheral wall 33 is provided on the base end edge of the third peripheral wall 33. The flange 41 is formed in a plate shape that is approximately perpendicular to the protruding direction, and is formed around the entire base end edge of the third peripheral wall 33.

The flange 41 is connected to the exterior surface of the bulge 18, thereby connecting the impact absorber 30 to the door trim 3. The flange 41 and the bulge 18 can be connected by adhesive or double-sided tape, fastening with screws, or engaging with a locking claw.

In this embodiment, fastening seats 42 to 44 are provided on the flange 41. The fastening seats 42 to 44 are fastened to the exterior surface of the bulge 18 with fasteners such as bolts or rivets. The fastening seats 42 to 44 include a first fastening seat 42 provided in a portion of the flange 41 corresponding to the first side E, a second fastening seat 43 provided in a portion of the flange 41 corresponding to the second side F, and a third fastening seat 44 provided in a portion of the flange 41 corresponding to the third side G. Bend portions A to D are located between two adjacent fastening seats 42 to 44 in the circumferential direction. Specifically, a first bend portion A is located between the first fastening seat 42 and the second fastening seat 43, and a second bend portion B is located between the second fastening seat 43 and the third fastening seat 44.

As shown in Figure 5, when viewed from the direction along the axis X, the center of the end wall 36 (the axis X of each peripheral wall 31-33) is located inside a triangle whose vertices are the three fastening seats 42-44.

As shown in Figures 1 and 3, the impact absorber 30 is positioned above the lamp housing portion 21 on the exterior side of the bulge portion 18. As shown in Figures 3 to 5, a notch 46 is formed in the flange 41 corresponding to the third side G to avoid the lamp housing portion 21. The lamp housing portion 21 protrudes into the notch 46, thereby preventing contact between the flange 41 and the lamp housing portion 21.

As shown in FIG. 1, when the flange 41 is connected to the bulge 18, the impact absorber 30 is positioned below the armrest 15. The first side E of each peripheral wall 31-33 and the upper edge 47 of the flange 41, which form the upper edge of the impact absorber 30, are arranged parallel to each other and slope downward toward the rear. The distance between the rear end of each first side E and the armrest 15 is greater than the distance between the front end of each first side E and the armrest 15.

The end wall 36 may face the interior side surface of the inner panel 4 across a gap, or may contact the interior side surface of the inner panel 4. When viewed from the direction along the axis X, the end wall 36 is positioned so that at least a portion overlaps with the reinforcing member 7. When viewed from the direction along the axis X, the entire end wall 36 may be positioned so that it overlaps with the reinforcing member 7. When viewed from the direction along the axis X, the entire flange 41 may be positioned so that it overlaps with the reinforcing member 7. The reinforcing member 7 may also have an extension 49 that protrudes vertically to increase the area facing the impact absorber 30.

The relative positions of the reinforcing member 7 and the shock absorber 30 can be set arbitrarily depending on the purpose. For example, the relative positions of the reinforcing member 7 and the shock absorber 30 may be determined so that, when viewed from the direction along the axis X, the entire first connecting wall 34 overlaps with the reinforcing member 7, while only a portion of the second connecting wall 35 does not overlap with the reinforcing member 7. Alternatively, the relative positions of the reinforcing member 7 and the shock absorber 30 may be determined so that, when viewed from the direction along the axis X, the entire second connecting wall 35 overlaps with the reinforcing member 7, while only a portion of the flange 41 does not overlap with the reinforcing member 7.

As shown in FIG. 1, a courtesy lamp 51 is inserted into the recessed portion of the lamp housing 21. As shown in FIG. 3, the wiring 52 of the courtesy lamp 51 passes through a through-hole formed in the bottom of the lamp housing 21, extends into the space 19, and is connected to an electronic control board 53 provided in the armrest 15. The wiring 52 is arranged in the space 19 along a groove 54 formed at the boundary between the peripheral walls 31-33 and the connecting walls 34, 35. This allows the wiring 52 to be supported by the impact absorber 30 and suppresses vibration of the wiring 52. For example, by aligning the wiring 52 with the groove 54 formed at the boundary between the first peripheral wall 31 and the first connecting wall 34, the wiring 52 can be arranged in a relatively straight line and shortened. Furthermore, by aligning the wiring 52 with the groove 54 formed at the boundary between the second peripheral wall 32 and the second connecting wall 35, the wiring 52 can be arranged close to the exterior surface of the door trim 3, avoiding interference with other devices. The wiring 52 may be attached to the shock absorber 30 using double-sided tape, adhesive, etc.

2 and 6, a seat 60 for an occupant 100 to sit on is provided on the interior side of the door 1. The seat 60 has a seat cushion 63 attached to the floor 61 of the vehicle body via slide rails 62, and a seat back 64 attached to the rear end of the seat cushion 63. The seat cushion 63 is disposed to the side of the bulge portion 18 and the pocket portion 17. When viewed from the direction along the axis X, the upper edge 47 of the flange 41 has a portion located above the upper end of the seat cushion 63. The upper edge 47 of the flange 41 is disposed generally along the upper edge of the seat cushion 63. When viewed from the direction along the axis X, it is preferable that the first side portion E (upper side portion) of the third peripheral wall 33 is disposed below the upper edge of the seat cushion 63. Furthermore, when viewed from the direction along axis X, the front end of the upper edge 47 of the flange 41 is located forward of the hip joints of the occupant 100 seated on the seat cushion 63, and the rear end of the upper edge 47 of the flange 41 is located rearward of the hip joints of the occupant 100.

The operation and effect of the door 1 and impact absorber 30 configured as described above will now be explained. When a vehicle side collision occurs, the door 1 moves toward the interior of the vehicle, and the impact absorber 30 is compressed axially between the inner panel 4 and the seat cushion 63. From the initial state shown in FIG. 7(A), the impact absorber 30 undergoes deformation of the first connecting wall 34 and the second connecting wall 35, causing the first peripheral wall 31 and the second peripheral wall 32 to move toward the base end, as shown in FIG. 7(B). At this time, the deformation of the impact absorber 30 absorbs the load. As shown in FIG. 7(C), the deformation of the first connecting wall 34 and the second connecting wall 35 ends when the first peripheral wall 31, the second peripheral wall 32, and the third peripheral wall 33 substantially overlap. Thereafter, the first peripheral wall 31, the second peripheral wall 32, and the third peripheral wall 33 undergo compressive deformation, further absorbing the load.

In the shock absorber 30 according to this embodiment, the radii of curvature R1 to R3 of the first bend A of each peripheral wall 31 to 33 are set smaller toward the tip, thereby reducing the difference in the amount of load that can be absorbed by each peripheral wall 31 to 33. Furthermore, the widths W1 and W2 of the first bend A of each connecting wall 34, 35 are set smaller toward the tip, thereby reducing the difference in the ease of deformation between each connecting wall 34, 35. This allows the first connecting wall 34 and the second connecting wall 35 to begin deforming at approximately the same time.

The flange 41 allows the impact absorber 30 to increase its contact area with the door trim 3. This allows the impact absorber 30, which receives a load from the inner panel 4, to stably receive a reaction force from the door trim 3.

Because the first and second bends A and B are positioned between adjacent fastening seats 42-44 on the flange 41, the impact absorber 30 can be stably connected to the door trim 3. Furthermore, because the graphic center (axis X) of the end wall 36 is located inside a triangle whose vertices are the three fastening seats 42-44, the impact absorber 30 can be stably connected to the door trim 3.

The upper edge 47 of the flange 41, which forms the upper edge of the impact absorber 30, is inclined downward toward the rear, allowing the impact absorber 30 to be positioned so as to avoid the abdomen of the occupant 100 seated in the seat 60. The first side E of each peripheral wall 31-33 is positioned parallel to the upper edge 47 of the flange 41, allowing each peripheral wall 31-33 to be made larger.

Because the first side E of each peripheral wall 31-33 and the upper edge 47 of the flange 41 are inclined, a space is formed between the impact absorber 30 and the armrest portion 15. This space corresponds to the side of the abdomen of the occupant 100, thereby reducing the load applied to the occupant 100.

The front end of the impact absorber 30 is positioned at the highest point, allowing it to be large while avoiding the abdomen of the occupant 100. This increases the amount of load that the impact absorber can absorb.

At least a portion of the end wall 36 overlaps with the reinforcing member 7 when viewed along the axis X, ensuring that collision loads from the side of the vehicle body are transmitted reliably to the impact absorber 30 via the reinforcing member 7.

While the description of specific embodiments has been completed, the present invention is not limited to the above embodiment and can be modified in a wide variety of ways. For example, as shown in FIG. 8, the impact absorber 30 may have multiple connecting pieces 68 extending perpendicularly from the outer edge of the flange 41. The exterior surface of the bulge 18 has a step 69 that protrudes outside the vehicle. The flange 41 is fastened to the protruding end face 69A of the step 69, and the connecting pieces 68 are fastened to the side surface 69B of the step 69. By fastening the impact absorber 30 to the step 69 at the mutually perpendicular flange 41 and multiple connecting pieces 68, the impact absorber 30 can be stably attached to the door trim 3.

The shock absorber 30 may also be made of different materials depending on the location. It is preferable that the shock absorber 30 be formed by combining two parts: a high-elasticity section 71 made from a high-elasticity material, and a low-elasticity section 72 made from a low-elasticity material with a lower elastic modulus than the high-elasticity material. The low-elasticity section 72 is formed solely from a base material such as polyethylene or polypropylene, while the high-elasticity section 71 is preferably formed from a base material such as polyethylene or polypropylene containing fibers such as nanocellulose, carbon, or glass. The high-elasticity section 71 and the low-elasticity section 72 are joined together by two-color molding, welding, or bonding with an adhesive.

As shown in Figure 9 (A), in the first example, the flange 41 is the high-elasticity portion 71, and the peripheral walls 31-33, connecting walls 34, 35, and end wall 36 are the low-elasticity portions 72. In this case, deformation and breakage of the flange 41 is suppressed, and the position of the impact absorber 30 relative to the trim is stabilized. This allows the impact absorber 30 to reliably bear the load.

As shown in Figure 9 (B), in the second example, the first step 37 (end wall 36 and first peripheral wall 31) is the high-elasticity portion 71, and the second step 38 (first connecting wall 34 and second peripheral wall 32), the third step 39 (second connecting wall 35 and third peripheral wall 33), and the flange 41 are the low-elasticity portion 72. In this case, deformation and breakage of the first step 37 is suppressed, and the impact absorber 30 can reliably bear the load from the inner panel 4. When at least a portion of the end wall 36 is positioned so as to overlap the reinforcing member 7 when viewed from the direction along the axis X, the end wall 36 can reliably bear the load from the reinforcing member 7.

As shown in Figure 9 (C), in the third example, the first connecting wall 34, the second peripheral wall 32, the second connecting wall 35, and the third peripheral wall 33 are the high-elasticity portion 71, and the end wall 36, the first peripheral wall 31, and the flange 41 are the low-elasticity portion 72. In this case, the rigidity of the second step portion 38 and the third step portion 39 can be increased to control the deformation mode as desired. In particular, when other components such as wiring 52 are supported by the shock absorber 30, increasing the rigidity of those portions can prevent the other components from being caught up in the deformation of the shock absorber 30.

The high elasticity portion 71 and the low elasticity portion 72 may be set according to the parts of the impact absorber 30. As shown in Figure 10, in a fourth example, the upper half of the impact absorber 30 is the high elasticity portion 71, and the lower half is the low elasticity portion 72. Furthermore, the part of the impact absorber 30 where other components such as wiring 52 are arranged may be the high elasticity portion 71, and the other parts may be the low elasticity portion 72.

In other embodiments, multiple impact absorbers 30 may be provided. As shown in FIG. 11 , the door trim 3 may be provided with a first impact absorber 75 and a second impact absorber 76. Similar to the impact absorber 30 described above, the first impact absorber 75 and the second impact absorber 76 have multiple peripheral walls 31-33, at least one connecting wall 34, 35, and end walls 36, 41. The first and second impact absorbers 75, 76 may differ from each other in size, height, width, shape, number of steps, etc. The first and second impact absorbers 75, 76 may be arranged adjacent to each other. In this case, the first and second impact absorbers 75, 76 may share a portion of the flange 41, and the first and second impact absorbers 75, 76 may be formed integrally.

The first and second impact absorbers 75, 76 may also be positioned apart from each other. The first impact absorber 75 may be positioned in the front lower portion of the trim main body 13, and the second impact absorber 76 may be positioned in the rear lower portion. In this case, the first impact absorber 75 may be positioned in a position corresponding to the knees of the occupant 100 seated in the seat 60, and the second impact absorber 76 may be positioned in a position corresponding to the hip bones of the occupant 100. The first impact absorber 75 may also be formed larger than the second impact sphere. In another example, the first and second impact absorbers 75, 76 may also be positioned apart from each other vertically.

The shock absorber 30 may be made of metal, for example. In this case, the shock absorber 30 may be formed by drawing or by combining multiple components by welding, etc.

The number of steps (number of peripheral walls 31-33) of the shock absorber 30 may be varied as desired, provided that the number is two or greater. The cross-sectional shape of each peripheral wall 31-33 may be a variety of shapes, including square, rectangular, polygonal, circular, elliptical, and star-shaped. The thickness of each peripheral wall 31-33 and each connecting wall 34, 35 may be set as desired. The thickness of each peripheral wall 31-33 and each connecting wall 34, 35 may be set to the same value or to different values.

Furthermore, at least one of the peripheral walls 31-33 may be inclined toward the axis so that its width narrows from the base end to the tip end. This configuration reduces the rigidity of the peripheral wall, making it possible to adjust the amount of load that can be absorbed.

The impact absorber 30 can be placed in various spaces, such as between the door panel 2 (inner panel 4) and the door trim 3, as well as between the side panel that forms the side of the passenger compartment or luggage compartment and the trim located on the passenger compartment side of the side panel.

As shown in FIG. 12 , the impact absorber 30 may be provided between the cover 65 and a seat cushion frame 111 that forms the framework of the seat cushion 63. The seat cushion frame 111 has a pair of left and right side frames 112, a front member (not shown) that connects the front ends of the left and right side frames 112, and a rear member (not shown) that connects the rear ends of the left and right side frames 112. The impact absorber 30 is fastened to the outer surface of the side frame 112 located on the exterior side of the vehicle at its flange 41, with its end wall 36 facing the inner surface of the cover 65. According to this configuration, when the door 1 moves toward the interior of the vehicle due to a side collision of the vehicle, the impact absorber 30 is compressed between the door 1 and the side frame 112, thereby absorbing the load.

As shown in FIG. 13, the shock absorber 30 may have through-holes 80 formed in the end walls 36 that penetrate through the thickness. The through-holes 80 give the end walls 36 a ring shape with a uniform width W3 from the outer periphery. By forming the through-holes 80 in the end walls 36, it is possible to reduce the weight of the shock absorber 30 and adjust its rigidity. Note that the width of the end walls 36 from the outer periphery may vary depending on the location.

The number of through holes 80 needs to be at least one. Figure 14 shows an example in which multiple through holes 81 are provided in the end wall 36. The shape of the through holes 81 may be, for example, rectangular or circular. By arranging multiple through holes 81, the distribution of high-rigidity and low-rigidity areas in the end wall 36 can be adjusted.

As shown in Figures 15 and 16, the upper edge of the pocket portion 17 may extend at an incline downward toward the rear. This forms a space 83 in the trim main body portion 13 above the rear of the pocket portion 17 and below the rear of the armrest portion 15. The impact absorber 30 may be disposed in the space 83. By inclining the lower edge of the impact absorber 30 so that it extends downward toward the rear, the lower edge of the impact absorber 30 can be aligned with the pocket portion 17. This allows the size of the impact absorber 30 to be increased within the space 83.

As shown in FIG. 17 , an armrest portion 15 extending at an upward incline toward the rear may be provided in the vertical center of the trim main body portion 13, and a reinforcing member 7 may be provided on the inner panel 4 along the armrest portion 15. Below the armrest portion 15 in the trim main body portion 13, a speaker 16, a pocket portion 17, and a shock absorber 30 are arranged in this order from the front. In this way, the shock absorber 30 does not overlap with the reinforcing member 7, etc., so the height of the shock absorber 30 can be increased to increase the amount of load absorption. Furthermore, by arranging the shock absorber 30 in a portion not protected by the reinforcing member 7, it is possible to prevent load from being applied to the occupant.

1: Door 2: Door panel (framework)
3: Door trim 4: Inner panel 7: Reinforcement member 15: Armrest portion 18: Bulging portion 21: Lamp housing portion (device housing portion)
30: Impact absorber 31: First peripheral wall 32: Second peripheral wall 33: Third peripheral wall 34: First connecting wall 35: Second connecting wall 36: End wall 37: First step portion 38: Second step portion 39: Third step portion 41: Flange 42: First fastening seat 43: Second fastening seat 44: Third fastening seat 46: Notch portion 47: Upper edge 52: Wiring 54: Groove portion 60: Seat 61: Floor 68: Connecting piece 80: Through hole 81: Through hole 100: Occupant A to D: Bent portion E to F: Side portion X: Axis

Claims (6)

An impact absorber that is located between a door panel of a vehicle and a trim that covers a side surface of the door panel and that protrudes from the trim toward the door panel,
the trim has an armrest portion that bulges toward the vehicle interior side, and a pocket portion that is disposed below the armrest portion and bulges toward the vehicle interior side,
an upper edge of the pocket portion extends downwardly and rearwardly below the armrest portion;
The impact absorber is disposed between the armrest portion and the pocket portion , and has an upper edge extending along the lower portion of the armrest portion and a lower edge extending along the upper portion of the pocket portion . 2. The shock absorber according to claim 1 , wherein the vertical width of the shock absorber increases toward the rear. The shock absorber according to claim 2 , wherein the upper edge and the lower edge extend in the front-rear direction and are spaced apart from each other in the up-down direction toward the rear. An impact absorber that is located between a door panel of a vehicle and a trim that covers a side surface of the door panel and that protrudes from the trim toward the door panel,
the trim has an armrest portion that bulges toward the vehicle interior side, and a pocket portion that is disposed below the armrest portion and bulges toward the vehicle interior side,
an upper edge of the pocket portion extends downwardly and rearwardly below the armrest portion;
the shock absorber is disposed between the armrest portion and the pocket portion and has a flange;
The flange is provided with a fastening seat that is fastened to the trim by a fastener,
The fastening seat is an impact absorber that protrudes from the flange toward the door panel. An impact absorber that is located between a door panel of a vehicle and a trim that covers a side surface of the door panel and that protrudes from the trim toward the door panel,
the trim has an armrest portion that bulges toward the vehicle interior side, and a pocket portion that is disposed below the armrest portion and bulges toward the vehicle interior side,
an upper edge of the pocket portion extends downwardly and rearwardly below the armrest portion;
The impact absorber is disposed between the armrest portion and the pocket portion, and overlaps with a seat cushion of a seat provided on the vehicle interior side of the trim when viewed from the direction along the vehicle width direction. An impact absorber that is located between a door panel of a vehicle and a trim that covers a side surface of the door panel and that protrudes from the trim toward the door panel,
the trim has an armrest portion that bulges toward the vehicle interior side, and a pocket portion that is disposed below the armrest portion and bulges toward the vehicle interior side,
an upper edge of the pocket portion extends downwardly and rearwardly below the armrest portion;
the impact absorber is disposed between the armrest portion and the pocket portion , and has an end wall on the door panel side;
The end wall of the shock absorber has a hole.