JP6070656B2 - Shock absorption box for vehicles - Google Patents

Description

  The present invention relates to a shock absorbing box for a vehicle.

  Conventionally, in a vehicle such as an automobile, a cylindrical shock absorption box is provided between a bumper reinforcement and a pair of side members that are disposed on both sides in the vehicle width direction and extend in the vehicle front-rear direction. (For example, patent document 1 etc.). This shock absorbing box (so-called crush box) absorbs impact energy by being crushed while repeating buckling deformation continuously in a bellows shape.

  By the way, in order to increase the energy absorption amount of the shock absorbing box, there are methods such as increasing the thickness of the plate material constituting the shock absorbing box or increasing the total length of the shock absorbing box. The weight of the box will increase.

  Therefore, the shock absorbing box described in Patent Document 1 forms a closed section by joining a pair of plate members, and the closed section has a polygonal shape. When the closed cross section is made polygonal in this way, the number of ridge lines in the axial direction of the shock absorbing box (which matches the number of vertices in the closed cross section) increases, so energy absorption is suppressed while suppressing an increase in the weight of the shock absorbing box. The amount can be increased.

JP 2011-51473 A

  However, in view of the recent reduction in vehicle weight and the like, it has become difficult to ensure a sufficient amount of energy absorption only by making the polygon of the closed cross section, and to increase the amount of energy absorption without increasing the weight. It is necessary to further change the shape of the shock absorbing box.

  The present invention has been made in view of such circumstances, and a problem to be solved is to provide a vehicle shock absorption box that can further increase the amount of energy absorption by optimizing the shape. There is.

  A vehicle shock absorption box that solves the above-described problem is a cylindrical shock absorption box having a closed cross section formed by joining a first member and a second member. The first member is provided with a first concave surface that is recessed inward, and the second member is provided with a second concave surface that is recessed inward, and the degree of dent of the first concave surface is second. It is made larger than the dent degree of the concave surface.

  In the same configuration, since the degree of dent of the first concave surface is larger than the degree of dent of the second concave surface, the first member provided with the first concave surface is more than the second member provided with the second concave surface. The shape is easy to buckle and deform. Therefore, when a load at the time of a vehicle collision is applied to a vehicle shock absorbing box (hereinafter referred to as a shock absorbing box), the first member that is easily buckled is deformed first, and then the second member is deformed to some extent. The member is buckled and deformed. When the second member is deformed to some extent, the first member is buckled again. Since the first member and the second member are alternately and continuously deformed in this way, the amount of energy absorption can be increased as compared with the case where the first member and the second member are simultaneously deformed. It becomes like this.

  In addition, in the same structure, as a structure which makes the dent degree of a 1st concave surface larger than the dent degree of a 2nd concave surface, the following are mentioned, for example. That is, when the first concave surface and the second concave surface are recessed in a shape curved inward, the radius of curvature of the first concave surface may be made smaller than the radius of curvature of the second concave surface. In addition, when the first concave surface and the second concave surface are recessed in a shape refracted inward, the refraction angle of the first concave surface may be made smaller than the refraction angle of the second concave surface.

  In the vehicle shock absorbing box, the first member and the second member are each provided with a protruding surface that protrudes outward, and the first concave surface is provided on both sides of the protruding surface of the first member, The two concave surfaces are preferably provided on both sides of the protruding surface of the second member.

  According to this configuration, for example, in a shock absorbing box having a square cross section, the shock absorbing box has a cylindrical shape as compared with the case where the first concave surface and the second concave surface in which two surfaces are recessed inward. Since the number of ridge lines in the axial direction of the box (corresponding to the number of vertices in the closed section) increases, the amount of energy absorption can be further increased.

In the vehicle shock absorption box, a bead is preferably provided on at least one of the protruding surface provided on the first member and the protruding surface provided on the second member.
According to the configuration, buckling deformation is likely to occur at the bead formation portion provided on the protruding surface, and thus the amount of energy absorption can be increased.

  In the vehicle shock absorbing box, a plurality of beads are provided on the projecting surface, and the interval between the beads is set to gradually increase from the outside to the inside of the vehicle in the longitudinal direction of the vehicle. It is preferable.

  The longer the bead disposition interval, the easier it is for the shock absorbing box to deform between adjacent beads. Therefore, according to the same configuration, in the process in which the shock absorption box is deformed and crushed in the direction from the outside to the inside of the vehicle in the longitudinal direction of the vehicle, that is, in the direction in which the collision load is applied on the front side or the rear side of the vehicle. As the deformation of the shock absorbing box progresses, the shock absorbing box becomes more easily crushed. Accordingly, it is possible to suppress an increase in the load transmitted to the skeleton side of the vehicle due to the occurrence of the collapse of the shock absorbing box.

In the vehicle shock absorption box, the angle formed by the pair of surfaces forming the first concave surface is an acute angle, and the angle formed by the pair of surfaces forming the second concave surface is preferably an obtuse angle.
According to this configuration, the first concave surface is more easily buckled and deformed with respect to the second concave surface, so that the first member and the second member can be alternately and continuously deformed more effectively. Become.

  In the vehicle shock absorption box, the bumper reinforcement extends in the width direction of the vehicle and a central portion in the width direction curves toward the outside of the vehicle, and the side member extending in the vehicle front-rear direction. It is preferable that the vehicle shock absorption box is provided, the first member is disposed on the inner side in the vehicle width direction of the vehicle, and the second member is disposed on the outer side in the vehicle width direction of the vehicle.

  According to this configuration, the central portion of the bumper reinforcement is curved toward the outside of the vehicle (for example, the front side or the rear side of the vehicle). Collision load is likely to be applied near the part. The impact load applied to the bumper reinforcement is first applied to the shock absorbing box near the center of the bumper reinforcement, that is, not to the outer part in the vehicle width direction but to the inner part in the vehicle width direction. It is transmitted to. In this regard, in the same configuration, in the shock absorbing box, the first member that is easily buckled and deformed is disposed inside the vehicle width direction in which such a collision load is likely to be transmitted first. It can be efficiently deformed prior to the two members.

The schematic diagram of the vehicle front part with which one Embodiment of the shock absorption box for vehicles was applied. The perspective view of the shock absorption box for vehicles in the embodiment. The front view of the shock absorption box for vehicles in the embodiment. The right view of the shock absorption box for vehicles in the embodiment. The left view of the shock absorption box for vehicles in the embodiment. The top view of the shock absorption box for vehicles in the embodiment. The bottom view of the shock absorption box for vehicles in the embodiment. The rear view of the shock absorption box for vehicles in the embodiment. The schematic diagram which shows the cross-sectional shape in the longitudinal direction of the shock absorption box for vehicles in the embodiment. FIG. 4 is a graph showing a relationship between a displacement amount and a load in each region of the vehicle shock absorption box in the embodiment, where (A) is a graph showing a relationship between the displacement amount and the load in region A, and (B) is a graph showing the relationship between the displacement amount and the load in region A; A graph showing the relationship between the displacement amount and the load in the region B, (C) is a graph showing the relationship between the displacement amount and the load in the region D, and (D) shows the relationship between the displacement amount and the load in the region C. The graph to show, (E) is a graph which shows the relationship between the displacement amount in the area | region E, and a load. The graph which shows the relationship between the amount of displacement and the load of the impact absorption box for vehicles in the embodiment, and the conventional impact absorption box for vehicles. The right view of the shock absorption box for vehicles in the modification of the embodiment. The schematic diagram which shows the cross-sectional shape of the shock absorption box for vehicles in the modification of the embodiment.

Hereinafter, an embodiment in which a shock absorbing box for a vehicle is applied to a vehicle front structure will be described with reference to FIGS.
In each figure, the front-rear direction of the vehicle is indicated by an arrow L, the front direction of the vehicle is indicated by “fr”, and the rear direction of the vehicle is indicated by “rr”. The vertical direction of the vehicle is indicated by an arrow H, the upward direction of the vehicle is indicated as “up”, and the downward direction of the vehicle is indicated as “dn”. Further, the vehicle width direction is indicated by an arrow W, the inner side direction of the vehicle in the vehicle width direction is indicated as “in”, and the outer side direction of the vehicle in the vehicle width direction is indicated as “out”.

  As shown in FIG. 1, two front side members 10 as vehicle skeleton members extending in the vehicle front-rear direction are arranged in the vehicle, and an impact absorbing box 50 is connected to an end surface of the front side member 10 on the vehicle front side. Has been.

  A bumper reinforcement 13 constituting a skeleton of the front bumper is connected to the front side of the shock absorbing box 50 in the vehicle. The bumper reinforcement 13 extends in the width direction of the vehicle, and a central portion in the width direction is curved toward the outside of the vehicle, that is, toward the front side of the vehicle. Shock absorbing boxes 50 are provided at both ends of the bumper reinforcement 13, respectively.

  In addition, the connection of the shock absorbing box 50 to the front side member 10 and the bumper reinforcement 13 can use an appropriate fixing mode such as fastening with a bolt, spot welding, arc welding, brazing, or the like.

  FIG. 2 shows a perspective structure of the shock absorbing box 50. The shock absorbing box 50 shown in FIG. 2 is installed in the left front part of the vehicle, and the shock absorbing box installed in the right front part of the vehicle is symmetrical to this. In the following, the end portion on the vehicle front side in the shock absorbing box 50 is referred to as “front end portion”, and the end portion on the vehicle rear side in the shock absorbing box 50 is referred to as “rear end portion”.

  The shock absorbing box 50 is a polygonal cylindrical structure having a closed cross-section formed by joining a first member 60 obtained by sheet metal processing to a flat plate and a second member 70 similarly obtained by sheet metal processing (a book). In the embodiment, as an example, it is a 14-corner cylinder).

  More specifically, when the longitudinal direction of the shock absorbing box 50 is the axial direction, the shock absorbing box 50 is composed of a pair of halves that are divided into two parallel to the axial direction. The first member 60 and the other are the second member 70. Then, the shock absorbing box 50 is assembled by spot welding the side end edge portion 61 of the first member 60 and the side end edge portion 71 of the second member 70 so as to form a cylindrical shape. In addition, in this embodiment, although the 1st member 60 and the 2nd member 70 are formed with the cold-rolled steel plate, you may form with another material.

  A flat plate-like portion where the side edge portion 61 of the first member 60 and the side edge portion 71 of the second member 70 are overlapped, and the portion located above the vehicle is the upper side surface 51 of the shock absorbing box 50. It is composed.

  Similarly, a flat plate-like portion in which the side edge portion 61 of the first member 60 and the side edge portion 71 of the second member 70 are overlapped and located below the vehicle is below the shock absorbing box 50. A side surface 52 is formed.

The upper side surface 51 and the lower side surface 52 are parallel to each other in a cross section orthogonal to the longitudinal direction of the shock absorbing box 50.
As shown in FIGS. 1-8, the side wall which comprises the shock absorption box 50 is formed so that it may spread gradually toward a rear-end part from a front-end part.

  As shown in FIGS. 2, 3, 8, and the like, the first member 60 is provided with a flat plate-like first protruding surface 62 that protrudes to the outside of the shock absorbing box 50. In the first member 60, a first concave surface 63 that is curved and recessed inside the shock absorbing box 50 is provided between the first projecting surface 62 and the upper side surface 51. The side of the first concave surface 63 above the vehicle and the side of the upper side surface 51 are connected by an inclined surface 64.

  Similarly, in the first member 60, a first concave surface 63 that is curved and recessed inside the shock absorbing box 50 is also provided between the first projecting surface 62 and the lower side surface 52. The side of the first concave surface 63 below the vehicle and the side of the lower side surface 52 are also connected by another inclined surface 64 different from the inclined surface 64.

Thus, on both sides of the first projecting surface 62, the first concave surfaces 63 that are curved and recessed inside the shock absorbing box 50 are provided.
Further, the second member 70 is provided with a flat plate-like second projecting surface 72 projecting to the outside of the shock absorbing box 50. The second projecting surface 72 is parallel to the first projecting surface 62 in a cross section orthogonal to the longitudinal direction of the shock absorbing box 50. Further, the first projecting surface 62 and the second projecting surface 72 are formed so as to be orthogonal to the upper side surface 51 and the lower side surface 52 in a cross section orthogonal to the longitudinal direction of the shock absorbing box 50.

  In the second member 70, a second concave surface 73 is provided between the second projecting surface 72 and the upper side surface 51. The second concave surface 73 is curved and recessed inside the shock absorbing box 50. Note that the side of the second concave surface 73 above the vehicle and the side of the upper side surface 51 are directly connected.

  Similarly, in the second member 70, a second concave surface 73 that is curved and recessed inside the shock absorbing box 50 is also provided between the second projecting surface 72 and the lower side surface 52. The side of the second concave surface 73 below the vehicle and the side of the lower side surface 52 are directly connected.

As described above, the second concave surfaces 73 that are curved and recessed inside the shock absorbing box 50 are also provided on both sides of the second projecting surface 72.
As shown in FIG. 3, the radius of curvature R <b> 1 of the first concave surface 63 is smaller than the radius of curvature R <b> 2 of the second concave surface 73, whereby the degree of depression of the first concave surface 63 is the degree of depression of the second concave surface 73. Has been bigger than.

  Further, an angle A1 formed by a pair of planes (plane 63A and plane 63B shown in FIG. 3) constituting the first concave surface 63 is an acute angle (A1 <90 °). On the other hand, an angle A2 formed by a pair of surfaces (a plane 73A and a plane 73B shown in FIG. 3) constituting the second concave surface 73 is an obtuse angle (A2> 90 °).

  As shown in FIGS. 4, 6, and 7, the length of the first projecting surface 62 in the longitudinal direction is longer than the length of the second projecting surface 72 in the longitudinal direction. Is inclined diagonally. The inclined shape at the front end is adapted to the shape of the bumper reinforcement 13, and when the bumper reinforcement 13 is not curved in the vehicle width direction and has a linear shape, The length of the first projecting surface 62 in the longitudinal direction can be the same as the length of the second projecting surface 72 in the longitudinal direction.

  As shown in FIG. 5 and the like, the first projecting surface 62 is provided with five beads 65 extending in a direction orthogonal to the longitudinal direction of the shock absorbing box 50. The interval between the beads 65 is set to be slightly longer than the interval P2 when the interval P1, the interval P2, the interval P3, and the interval P4 are sequentially set from the front end side of the shock absorbing box 50. Further, the arrangement interval of the beads 65 is set to be longer in the order of the interval P2, the interval P3, and the interval P4. Therefore, between the interval P2 and the interval P4, the disposition interval of the beads 65 gradually increases from the outside to the inside of the vehicle in the longitudinal direction of the vehicle, that is, from the front side to the rear side of the vehicle. Thus, each bead 65 is provided.

  As shown in FIG. 1, the first member 60 provided with the first concave surface 63 is disposed on the inner side in the vehicle width direction, and the second member 70 provided with the second concave surface 73 is provided in the vehicle width. The shock absorbing box 50 is provided between the bumper reinforcement 13 and the front side member 10 so as to be disposed outside in the direction.

  Next, with reference to FIG. 9 and FIG. 10, the change of the displacement amount and the load (more specifically, the axial compression load) when the pressure corresponding to the collision load is applied to the shock absorbing box 50 will be described. The displacement amount is a value indicating the amount of change in the position of the front end tip from the reference position with the position of the front end tip of the shock absorbing box 50 before applying the collision load as the reference position “0”. Accordingly, the amount of displacement increases as the shock absorbing box 50 is buckled and deformed in the longitudinal direction due to the collision load.

First, FIG. 9 shows a division mode in which a cross section perpendicular to the longitudinal direction of the shock absorbing box 50 is divided into a plurality of regions.
As shown in FIG. 9, in the shock absorbing box 50, the region where the first projecting surface 62 is formed is “region A”. Further, a region where the first concave surface 63 and the inclined surface 64 are formed is referred to as “region B”. Further, a region where the upper side surface 51 and the lower side surface 52 are formed is referred to as “region C”. Further, in the second concave surface 73, a region where a surface 73B connected to the upper side surface 51 with the curved center WC as a boundary is formed, and a surface 73B similarly connected to the lower side surface 52 with the curved center WC as a boundary are formed. The region is referred to as “region D”. Then, the remaining region, that is, the region where the second projecting surface 72 is formed and the two regions where the surface 73A connected to the second projecting surface 72 is formed on the second concave surface 73 with the curved center WC as a boundary. E ".

  FIG. 10 shows the relationship between the amount of displacement and the load in each region of the shock absorption box 50. Note that the displacement scales (H1 to H6) shown in FIG. 10 are the same in (A) to (E) of FIG. Also, the load scales (-N1 to N4) shown in FIG. 10 are the same in (A) to (E) of FIG.

As shown in FIGS. 10 (A) to 10 (E), in each region of the shock absorbing box 50, the load periodically increases and decreases as the displacement amount increases.
Here, as shown in FIGS. 10 (A) and 10 (C), the wavelength of the load change in the region A and the wavelength of the load change in the region D are generally in opposite phases. Therefore, the increase and decrease in the load change in the region A and the region D are likely to cancel each other.

  Similarly, as shown in FIG. 10B and FIG. 10D, the wavelength of the load change in the region B and the wavelength of the load change in the region C are almost opposite to each other. Therefore, the increase and decrease in the load change in the region B and the region C are likely to cancel each other.

  For these reasons, as indicated by a solid line L1 in FIG. 11, the load change of the shock absorbing box 50 as a whole according to the present embodiment is a conventional shock that does not include the first concave surface 63 and the second concave surface 73 as described above. It was confirmed that increase / decrease in load change was suppressed compared to load change (two-dot chain line L2) in the absorption box. When the increase / decrease in load change is suppressed in this way, the average value of the axial compression load increases, so the amount of energy absorption increases, and the energy absorption efficiency per unit mass improves.

According to this embodiment described above, the following effects can be obtained.
(1) Since the dent degree of the first concave surface 63 is larger than the dent degree of the second concave surface 73, the first member 60 provided with the first concave surface 63 is provided with the second concave surface 73. The shape is easier to buckle than the two members 70. Therefore, when a load at the time of a vehicle collision is applied to the shock absorbing box 50, the first member 60 that is easily buckled and deformed is first deformed, and after the first member 60 is deformed to some extent, the second member 70 is buckled and deformed. It becomes like this. When the second member 70 is deformed to some extent, the first member 60 is buckled again. Since the first member 60 and the second member 70 are alternately and continuously deformed in this way, the amount of energy absorption is increased compared to the case where the first member 60 and the second member 70 are simultaneously deformed. Can be made.

  (2) The first member 60 and the second member 70 are respectively provided with a first projecting surface 62 and a second projecting surface 72 that project outward. The first concave surface 63 is provided on both sides of the first projecting surface 62 provided on the first member 60, and the second concave surface 73 is provided on both sides of the second projecting surface 72 provided on the second member 70. Is provided. Therefore, for example, in a shock absorbing box whose closed cross section is a quadrilateral shape, compared with a case where two of them are a first concave surface 63 and a second concave surface 73 that are recessed inward, etc., in the axial direction of the shock absorbing box. The number of ridge lines (which matches the number of vertices in the closed section) increases. And since the number of ridge lines increases in this way, the amount of energy absorption can be further increased.

(3) The first projecting surface 62 is provided with a bead 65, and buckling deformation is likely to occur at the site where the bead 65 is formed, so that the amount of energy absorption can be increased.
(4) As shown in FIG. 5 above, the first projecting surface 62 is provided with a plurality of beads 65, and the interval between the beads is directed from the outside to the inside of the vehicle in the longitudinal direction of the vehicle. It is set to gradually become longer as it goes. In this way, the longer the bead 65 is disposed, the more easily the shock absorbing box 50 is deformed between the adjacent beads 65. Therefore, in the process in which the shock absorbing box 50 is deformed and crushed in the direction from the outside to the inside of the vehicle in the longitudinal direction of the vehicle, that is, in the direction in which the collision load is applied on the front side of the vehicle, the deformation of the shock absorbing box 50 is deformed. As it progresses, the shock absorbing box 50 is easily crushed. Therefore, it is possible to suppress an increase in the load transmitted to the skeleton side of the vehicle due to the occurrence of the remaining crush of the shock absorbing box 50.

  (5) As shown in FIG. 3 above, the angle A1 formed by the pair of surfaces forming the first concave surface 63 is an acute angle, and the angle A2 formed by the pair of surfaces forming the second concave surface 73 is an obtuse angle. Has been. Therefore, the first concave surface 63 is more easily buckled and deformed with respect to the second concave surface 73, so that the first member 60 and the second member 70 can be alternately and continuously deformed more effectively. become.

  (6) As shown in FIG. 1 above, the end of the bumper reinforcement 13 that extends in the width direction of the vehicle and whose center in the width direction curves toward the outside (front) of the vehicle and the vehicle The shock absorbing box 50 is provided between the front side member 10 extending in the front-rear direction.

  The first member 60 provided with the first concave surface 63 is arranged inside in the vehicle width direction, and the second member 70 provided with the second concave surface 73 is arranged outside in the vehicle width direction. Has been.

  According to this embodiment, since the central portion of the bumper reinforcement 13 is curved toward the outside of the vehicle, at the time of a vehicle collision, first, a collision load is applied to the vicinity of the central portion of the bumper reinforcement. Easy to join. The collision load applied to the bumper reinforcement 13 is not close to the central portion of the bumper reinforcement 13 in the shock absorbing box 50, that is, not the outer part in the vehicle width direction but the inner part in the vehicle width direction. Communicate ahead against. In this respect, in the present embodiment, in the shock absorbing box 50, the first member 60 that is easily buckled and deformed is disposed inside the vehicle width direction in which such a collision load is likely to be transmitted first. 60 can be efficiently deformed before the second member 70.

In addition, the said embodiment can also be implemented with the following forms which changed this suitably.
The number of beads 65 arranged, the arrangement interval, the arrangement position, etc. can be changed as appropriate. The bead 65 is not necessarily provided and may be omitted.

  As shown in FIG. 12, the bead 65 described above may also be provided on the second projecting surface 72 provided on the second member 70. Further, the bead 65 of the first projecting surface 62 may be omitted, and the bead 65 may be provided only on the second projecting surface 72.

-Although the 1st concave surface 63 and the 2nd concave surface 73 were the shapes curved inward, it is good also as a shape dented inward in another aspect. One such example is shown in FIG.
As shown in FIG. 13, the first concave surface 63 and the second concave surface 73 may be recessed in a shape refracted inward. In this case, if the refraction angle K1 of the first concave surface 63 is smaller than the refraction angle K2 of the second concave surface 73, the degree of depression of the first concave surface 63 can be made larger than the degree of depression of the second concave surface 73. .

-The arrangement | positioning number and arrangement | positioning position of the 1st concave surface 63 and the 2nd concave surface 73 in the shock absorption box 50 can be changed suitably.
-The shape of the 1st protrusion surface 62, the 2nd protrusion surface 72, the upper side surface 51, and the lower side surface 52 can be changed suitably.

  The angle A1 (angle formed by the pair of surfaces constituting the first concave surface 63) shown in FIG. 3 is an obtuse angle and the angle A2 (angle formed by the pair of surfaces constituting the second concave surface 73). May be a small angle. Further, the angle A2 may be an acute angle and an angle larger than the angle A1. Even in these modified examples, the angle A1 formed by the pair of surfaces constituting the first concave surface 63 is smaller than the angle A2 formed by the pair of surfaces constituting the second concave surface 73. 2 It becomes easy to buckle and deform with respect to the concave surface 73. Therefore, the effect according to the above (5) can be obtained.

  As shown in FIG. 1, in the above embodiment, the first member 60 provided with the first concave surface 63 is disposed inside the vehicle, and the second member 70 provided with the second concave surface 73 is used as the vehicle. Arranged outside. In addition, the member provided with the first concave surface 63 may be arranged outside the vehicle, and the member provided with the second concave surface 73 may be arranged inside the vehicle. Further, the member provided with the first concave surface 63 may be arranged on the upper side of the vehicle, and the member provided with the second concave surface 73 may be arranged on the lower side of the vehicle. Further, the member provided with the first concave surface 63 may be disposed on the lower side of the vehicle, and the member provided with the second concave surface 73 may be disposed on the upper side of the vehicle.

  Although the shock absorbing box 50 is provided on the front side of the vehicle, more specifically, on the end surface of the front side member 10 on the front side of the vehicle, the arrangement position of the shock absorbing box 50 can be changed as appropriate. For example, the shock absorbing box 50 as described above may be provided on the rear side of the vehicle, more specifically, on the end surface of the rear side member on the rear side of the vehicle. Further, when the shock absorbing box 50 is provided on the rear side of the vehicle in this way, each bead 65 is provided so that the arrangement interval of the beads 65 gradually increases from the rear side to the front side of the vehicle. If it does so, when absorbing the collision load from a vehicle direction, the effect according to said (4) can be acquired. Further, the shock absorbing box 50 as described above may be provided not only on the end face of the side member but also on the end face of another member, for example, the end face of the suspension member on the vehicle front side.

  DESCRIPTION OF SYMBOLS 10 ... Front side member, 13 ... Bumper reinforcement, 50 ... Shock absorption box, 51 ... Upper side surface, 52 ... Lower side surface, 60 ... 1st member, 61 ... Side edge part, 62 ... 1st protrusion surface, 63 ... 1st concave surface, 64 ... Inclined surface, 65 ... Bead, 70 ... 2nd member, 71 ... Side edge part, 73 ... 2nd concave surface.

Claims (7)

A cylindrical vehicle shock absorption box in which a closed cross section is formed by joining a first member and a second member,
The first member is provided with a first concave surface recessed inward,
The second member is provided with a second concave surface recessed inward,
The dent degree of the first concave surface is larger than the dent degree of the second concave surface ,
An angle formed by a pair of surfaces constituting the first concave surface is an acute angle, and an angle formed by the pair of surfaces constituting the second concave surface is an obtuse angle . Each of the first member and the second member is provided with a protruding surface protruding outward,
The first concave surface is provided on both sides of the protruding surface of the first member,
The shock absorbing box for a vehicle according to claim 1, wherein the second concave surface is provided on both sides of the protruding surface of the second member. The shock absorbing box for a vehicle according to claim 2, wherein a bead is provided on at least one of the protruding surface provided on the first member and the protruding surface provided on the second member. The plurality of beads are provided on the projecting surface, and the arrangement interval of each bead is set to gradually increase from the outside to the inside of the vehicle in the front-rear direction of the vehicle. Shock absorption box for vehicles. The shock absorbing box for a vehicle extends between an end portion of a bumper reinforcement that extends in the width direction of the vehicle and has a central portion in the width direction curved toward the outside of the vehicle and a side member that extends in the vehicle front-rear direction. As well as
Wherein the first member is disposed inside in the vehicle width direction of the vehicle, the second member is a vehicle impact absorbing box according to any one of claims 1 to 4 disposed outside in the vehicle width direction of the vehicle .   A cylindrical vehicle shock absorption box in which a closed cross section is formed by joining a first member and a second member,
  The first member is provided with a first concave surface recessed inward,
  The second member is provided with a second concave surface recessed inward,
  The dent degree of the first concave surface is larger than the dent degree of the second concave surface,
  Each of the first member and the second member is provided with a protruding surface protruding outward,
  The first concave surface is provided on both sides of the protruding surface of the first member,
  The second concave surface is provided on both sides of the protruding surface of the second member,
  A bead is provided on at least one of the protruding surface provided on the first member and the protruding surface provided on the second member;
  A plurality of beads are provided on the projecting surface, and an interval between the beads is set to gradually increase from the outside to the inside of the vehicle in the longitudinal direction of the vehicle.
  A shock absorbing box for vehicles characterized by that.   A cylindrical vehicle shock absorption box in which a closed cross section is formed by joining a first member and a second member,
  The first member is provided with a first concave surface recessed inward,
  The second member is provided with a second concave surface recessed inward,
  The dent degree of the first concave surface is larger than the dent degree of the second concave surface,
  The shock absorbing box for a vehicle extends between an end portion of a bumper reinforcement that extends in the width direction of the vehicle and has a central portion in the width direction curved toward the outside of the vehicle and a side member that extends in the vehicle front-rear direction. As well as
  The first member is disposed on the inner side in the vehicle width direction of the vehicle, and the second member is disposed on the outer side in the vehicle width direction of the vehicle.
  A shock absorbing box for vehicles characterized by that.