Technical field [0001]The present invention relates to a shock absorbing member of a motor vehicle, such as cars and trucks. In particular, to shock-absorbing member for absorbing energy during an automobile collision. BACKGROUND [0002]The mainstream of the automobile body is a monocoque structure. Monocoque is typically pressed into a part having a flange steel called hat part, then, the flange portions are assembled into a box shape by spot welding or the like, the configuration plurality of box-shaped parts are coupled to each other It has become. Of these structural members, structural members of the side members and the side sill or the like as shown in FIG. 1, the performance of absorbing impact at the time of a collision, is required to have a so-called shock absorbing capacity. [0003]For example, the side member of the motor vehicle, there is a rear side member for absorbing a front side member for absorbing shock during a frontal collision, the impact at the time of rear-end collision. Front side member as shown in FIG. 2 (a perspective view) and 3 (top view) is, as attached to the light side of the vehicle, there is attached to the left side. The front side members, a front side member front with a shock-absorbing member, is connected to the cabin side, and by a front side member rear with a curved portion are coupled to each other. Front side member front has a shock absorbing function of absorbing shock during a frontal collision, the front side member rear has a deformation is hardly deformed suppressing function at the time of collision. [0004] 　Further, as the rear side member is also mounted on the light side of the vehicle as shown in FIG. 4 (a perspective view), there is attached to the left side. The rear side member is constructed by the rear side member rear with shock-absorbing member, is connected to the cabin side, and a rear side member front with curved portions are coupled to each other. Rear side member front has a deformation is hardly deformed suppressing function at the time of collision, the rear side member rear has a shock absorbing function to absorb the impact at the time of rear-end collision. [0005] 　Here, the "shock absorbing member" in the present specification, buckled by a compression force at the time of collision, refers to a member that absorbs (relaxation) the impact by the large plastic deformation (e.g., axial crushing deformation and bending deformation) . Since the shock absorbing member is larger plastic deformation upon impact, in terms of passenger space ensured at the time of collision, the impact absorbing member is at least one of the exterior of the exterior and the vehicle width direction of the vehicle longitudinal direction with respect to the occupant riding portion It is placed. Figure 5 when the front side member illustrated in (plan view), forward of the front subframe comprising a mounting portion of the front suspension components, i.e., the straight portion in the vehicle outer side of the vehicle length direction L is a shock absorbing member . On the other hand, when the rear side member illustrated in FIG. 6 (side view), rearward of the rear sub-frame as a mounting portion of the rear suspension components, i.e., the straight portion is an impact-absorbing member located in the vehicle outer side of the vehicle length direction L it is. Further, when the side member has a bent portion, the straight portion located in the vehicle outer side of the vehicle longitudinal direction than the bent portion is an impact absorbing member. The shape of "straight portion" is not limited to the precise straight shape without bent with respect to the vehicle longitudinal direction L, also includes a substantially straight shape. Further, the "shock absorbing member" in the present specification, the crash boxes may be provided at the rear end of the front end or the rear side member of the front side member is not included. [0006] 　In order to improve the safety at the time of automobile collision, it is necessary to continue to improve the impact absorbing performance of such impact absorbing member. The conventional shock-absorbing member is disclosed in Patent Documents 1-3. [0007] 　Patent Document 1, a technique for staggered half a pitch of the plurality of beads to each of the outer panel and the inner panel constituting the front side member of a motor vehicle is disclosed. By such a bead is provided, each bellows axis crush deformation starting from the of the plurality of beads during load of the impact load is generated. In Patent Document 1, thereby achieving this by enhancing shock absorption performance. [0008] 　Patent Document 2, the chassis offset frame trucks, in order to improve the impact absorbing performance, providing a stress concentration conducive means to the site of the vertical direction on the opposite stress concentration portion becomes a starting point of breakage during impact load load technology There has been disclosed. In Patent Document 2, it is suppressed breakage of Z-and by providing such a stress concentration conducive means, the stress value of the origin near the crease substantially constant. In Patent Document 2, thereby folding caused the bellows-shaped axial crush deformation between the origin of so as to improve the shock absorbing capacity. [0009] 　Patent Document 3, a front member extending in the vehicle longitudinal direction, and a middle portion members extending rearward bent from the rear end of the front member, the rear member extending rearward from the rear end of the middle section member side members are disclosed composed. The side members in Patent Document 3, and absorb the impact of collision. The vehicle structure side members of the Patent Document 3 is mounted, bulges portion of the floor panel is upward, the engine is accommodated in its internal space, the occupant's seat above the engine are arranged, the so-called cab-over it is a vehicle structure of the mold. In such a vehicle structure, the front member constituting the side members, of the intermediate portion member and a rear member, the intermediate portion member is larger plastic deformation as a shock absorbing member, supposed to be below the passenger seat is deformed and will, a problem occurs in the passenger space secure. Therefore, the shock absorbing member of the side member described in Patent Document 3 is a front member. CITATION Patent Document [0010] Patent Document 1: JP-A-5-105110 JP Patent Document 2: JP 2000-289646 Patent Publication Patent Document 3: JP 2014-40209 JP Summary of the Invention Problems that the Invention is to Solve [0011] 　The shape of the shock absorbing component is incorporated built in accordance with the vehicle body shape, in a shock-absorbing member extending in the vehicle length direction of the side members or the like, the position and the non-collision of the collision-side end portion when viewed from the vehicle longitudinal direction position of the side edge portions may be different from each other. Note that the "collision-side end portion" in the present specification, among the both end portions of the impact-absorbing member extending in the vehicle longitudinal direction, the end portion which is located outside of the vehicle relatively vehicle length direction refers, a "non-collision-side end portion" refers to the end which is located inside the vehicle a relatively the vehicle length direction. For example in the case of using the impact absorbing member as a front side member has a "collision-side end portion" is an end of the front side of the vehicle length direction. Further, "collision-side end portion" of the case of using the shock absorbing member as the rear side members is an end portion of the vehicle length direction of the rear side. Further, the "position of the collision-side end portion" herein refers to the position of the center of gravity (centroid) of the collision-side end portion as viewed from the vehicle length direction L. Further, the "position of the non-collision-side end portion" refers to the position of the center of gravity (centroid) of the non-collision-side end portion as viewed from the vehicle length direction L. [0012] 　Figure 7 is a plan view showing a shock absorbing member of the front side member (left side) having a shape as shown in FIG. In the example shown in FIG. 7, the collision-side end E with respect to the non-collision-side end E 'displaced W in the vehicle outer side in the vehicle width direction W 0 is offset by. The shock absorbing member 51 of the hat-channel shaped and includes an outer member 52 and inner member 53. As shown in FIGS. 8 to 10, the outer member 52 and the inner member 53 has become cross-sectional shape the same from the collision-side end E to the non-collision-side end E ', the length in the vehicle width direction W in each section the length of the sheath vertical direction V is also equal. [0013] 　For such shock absorbing member 51, the impact load from the front of the vehicle length direction L on the collision side end E to the frontal collision is inputted, in addition to the axial compressive force to the shock absorbing member 51, the vehicle width direction W bending moment M such as bending the shock absorbing member 51 is generated in the vehicle exterior side. This bending moment M, compressive stress is generated along the vehicle longitudinal direction L in the vehicle outer part in the vehicle width direction W of the shock absorbing member 51 as shown in FIG. 11. The vehicle width direction W interior side portion in tension along the vehicle length direction L stress of the shock absorbing member 51 is generated by the bending moment M. Its bending moment M as compared to the collision-side end portion E, increases in the non-collision-side end E '. That is, in the vehicle width direction W exterior portion of the non-collision-side end portion E of the shock absorbing member 51 ', in a situation where a high compressive stress induce to bending deformation occurred. In addition, by the inner side portion of the vehicle width direction W of the shock absorbing member 51 which tensile stress of the vehicle length direction L is generated, the interior side of the vehicle width direction W becomes difficult situations deformed buckling. That is, the shock absorbing member 51 as shown in FIG. 7, the bending deformation is likely to occur at the time of input of the impact load, in hardly causes stable axial crush deformation, it was not possible to sufficiently improve the impact absorbing performance. [0014] 　However, the technique disclosed in Patent Document 1, it is to target the impact-absorbing member is the same position in the vehicle width direction of the collision-side end portion and the non-collision-side end portion. Therefore, applying a shape shock absorbing member in the technique of Patent Document 1 as shown in FIG. 7, the deformation of the bending mode in the non-collision-side end portion in the initial stage of the collision from the front ends up occurring, the shock absorbing member shock absorbing capacity which was aimed as there may not be obtained. [0015] 　On the other hand, the technique disclosed in Patent Document 2, the collision-side end portion when viewed from the vehicle longitudinal direction and the position of the non-collision-side end portion can be applied to different shock absorbing member. However, the technique of Patent Document 2, since a technique for generating a bellows-shaped axial crush deformation between bending starting point, if the effect of improving the impact absorbing performance can be obtained is limited when there is a plurality of segmental origin that. [0016] 　Moreover, applying the front member is a shock absorbing member of Patent Document 3 as a shock absorbing member in the form as shown in FIG. 7, at the time of input of the impact load, vehicle exterior part of the vehicle width direction of the front member high compressive stress is generated on the bending deformation from being induced. In addition, by the inner side portion of the vehicle width direction of the front member on which the vehicle length direction of the tensile stress is generated, the interior side of the vehicle width direction is unlikely situation where deformation buckling. Therefore, it is impossible to sufficiently improve the impact absorbing performance. [0017] 　The present invention has been made in view of such problems of the prior art has, (a) a shape extending in the vehicle length direction, and the non-collision and the collision-side end portion when viewed from the vehicle longitudinal direction in the position (e.g., the vehicle widthwise position and vertical position) of different shock absorbing member of the side end portion to suppress the deformation in the bending mode in the non-collision-side end portion (b), (c) collisions end aims to generate stable deformation of the bellows-like axial crush mode in section. Means for Solving the Problems [0018] 　The present inventors have in order to solve the above problem, a result of intensive studies, the following findings were obtained. That is, the impact present invention to solve the above problems is to extend in the vehicle length direction of the automobile, both end portions in the vehicle length direction is offset so as to be mutually different positions when viewed from the vehicle longitudinal direction the absorbent member, of the hat shape coupled together with the flange portion includes an outer member and an inner member, said outer member and said inner member, said inner member from the center of gravity of a cutting plane perpendicular to said vehicle longitudinal direction offset direction of the length G to the top of the in and the length G of the offset direction from the center of gravity of該切section to the top of the outer member out ratio of (G in / G out when a) It is characterized in that the center of gravity ratio increases. [0019] 　The present invention according to another aspect, extends in the vehicle longitudinal direction of the car, both ends in the vehicle lengthwise direction, the impact absorbing member which is offset so as to be mutually different positions when viewed from the vehicle longitudinal direction there are, of hat shape coupled together with the flange portion includes an outer member and an inner member, the outer member and the inner member, in a cutting plane perpendicular to said vehicle longitudinal hat height H of the inner member in a, the hat height H of the outer member out ratio of (H in / H out when a) [0020] 　Further, the present invention according to another aspect is characterized in that a side member of a motor vehicle, comprises a member having the shock-absorbing member, is connected to the cabin side, and a deformation suppressing member having a curved portion It is set to. The invention's effect [0021] 　According to the present invention, it is possible to improve the impact absorbing performance of the shock absorbing member. BRIEF DESCRIPTION OF THE DRAWINGS [0022] FIG. 1 is a perspective view showing an example of a vehicle structure for an automobile. Is a perspective view showing an example of FIG. 2 of the front side member shaped. 3 is a plan view showing an example of the shape of the front side member. 4 is a perspective view showing an example of the shape of the rear side members. FIG. 5 is a plan view of a front side member which is illustrated for explaining the definition of the shock absorbing member. 6 is a side view of the rear side members are illustrated in order to explain the definition of the shock absorbing member. 7 is a diagram showing a schematic configuration of a conventional impact absorbing member (front left side). 8 is an A-A sectional view in FIG. It is a [FIG 9] B-B sectional view in FIG. Is a C-C sectional view in FIG. 10 FIG. 11 is a diagram showing a stress distribution diagram when an impact load input in a conventional shock absorbing member (front left side). 12 is a plan view showing a schematic shape of the shock absorbing member (front left side) according to a first embodiment of the present invention. FIG. 13 is an A-A sectional view in FIG. 12. 14 is a sectional view taken along line B-B in FIG. 12. Is a C-C sectional view in FIG. 15 FIG. 12. 16 is a diagram showing a stress distribution diagram of when an impact load is input in the shock absorbing member (front left side) according to a first embodiment of the present invention. 17 is a plan view showing a schematic shape of the shock absorbing member (front left side) according to the second embodiment of the present invention. FIG. 18 is an A-A sectional view in FIG. 17. 19 is a sectional view taken along line B-B in FIG. 17. Is a C-C sectional view in FIG. 20 FIG. 17. 21 is a diagram showing a stress distribution diagram of when an impact load is input in the shock absorbing member (front left side) according to the second embodiment of the present invention. 22 is a plan view showing a schematic configuration of a front side member according to the third embodiment of the present invention. FIG. 23 is a plan view showing a schematic shape of the shock absorbing member (front left side) of the third embodiment of the present invention. Is an A-A sectional view in FIG. 24 FIG. 23. It is a [FIG 25] B-B sectional view in FIG. 23. Is a C-C sectional view in FIG. 26 FIG. 23. FIG. 27 is a third diagram showing a stress distribution diagram of when an impact load is input in the impact-absorbing member according to the embodiment (front left side) of the present invention. [FIG. 28] is a side view showing an outline shape of the shock absorbing member (rear left side) according to a fourth embodiment of the present invention. FIG. 29 is an A-A sectional view in FIG. 28. Is a B-B sectional view in FIG. 30 FIG. 28. Is a C-C sectional view in FIG. 31 FIG. 28. [FIG. 32] is a diagram showing a stress distribution diagram of when an impact load is input in the shock absorbing member (rear left side) according to a fourth embodiment of the present invention. [FIG 33 is a side view showing an outline shape of the shock absorbing member (rear left side) according to the fifth embodiment of the present invention. FIG. 34 is an A-A sectional view in FIG. 33. Is a B-B sectional view in FIG. 35 FIG. 33. Is a C-C sectional view in FIG. 36 FIG. 33. [FIG. 37] is a diagram showing a stress distribution diagram of when an impact load is input in the impact-absorbing member according to the fifth embodiment (rear left side) of the present invention. [FIG. 38] is a plan view showing a verification model embodiment of the present invention in the impact load input simulation. Is a side view showing a verification model embodiment of the present invention in FIG. 39 the impact load input simulation. Is a plan view showing a verification model of the comparative example in FIG. 40 the impact load input simulation. Is a side view showing a verification model of the comparative example in FIG. 41 the impact load input simulation. [FIG. 42] is a diagram showing the analysis conditions of the impact load input simulation. It is a diagram showing a deformed state of the shock absorbing member of Example after FIG. 43 simulation. Is a diagram showing a deformed state of the shock absorbing member of the comparative example of FIG. 44 after the simulation. Is a graph showing the relationship between the input load to FIG. 45 the rigid walls of the displacement and impact-absorbing member. [FIG. 46] is a diagram showing the relationship between the impact absorbed energy of the displacement and impact-absorbing member of a rigid wall. DESCRIPTION OF THE INVENTION [0023] 　It will be described below with reference to the accompanying drawings, embodiments of the present invention. In the specification and drawings, in the elements having substantially the same function and structure are a repeated explanation thereof by referring to the figures. [0024] 　impact-absorbing member illustrated in the first embodiment is a shock absorbing member of the front side member (left side) having a shape as shown in FIG. The impact absorbing member 1 of the first embodiment as shown in FIG. 12, with respect to the collision-side end portion E the non-collision-side end E ', the displacement W outside of the vehicle in the vehicle width direction W 0 and offset by shape going on. Note that although the impact absorbing member 1 of FIG. 12, a front left side, as the shock absorbing member of the front light side, for example mirror-reversed watching impact absorbing member 1 of the front left side of the vehicle length direction L It applies those shape. [0025] 　The impact absorbing member 1 is comprised of the outer member 2 and inner member 3. Both members of the outer member 2 and inner member 3 as shown in FIGS. 13 to 15, the vehicle with respect to the length direction L shape in a cutting plane perpendicular has a so-called hat shape, protruding in the vertical direction V flange 2a, 3a are formed to be. The outer member 2 and inner member 3 are each other's flanges 2a, the surface between the 3a are bonded are combined. Thus the shock absorber 1 will be closed section when viewed from the vehicle length direction L. Further, the outer member 2 and inner member 3 as shown in FIG. 12, the flange portion 2a, when viewed from the (vertical direction V in the first embodiment) direction 3a projects, outer member 2 and inner member 3 the coupling surface J is formed to be linear. In the following description, coupling surface of the outer member 2 and inner member 3 (in this case, coupling surface of the flange portion 2a and the flange portion 3a) may be referred to simply as "bonded surface J". Although the method of joining the flange portion 3a of the flange portion 2a and the inner member 3 of the outer member 2 is normally spot welding is used, laser welding or arc welding, it may be used other bonding methods seam welding or the like. [0026] 　In the cross section as viewed from the vehicle length direction L of the collision-side end portion E as shown in FIG. 13, the vehicle width direction length W from the top 2b of the outer member 2 to the coupling surface J out (hat height H out also referred to as ) is, the vehicle width direction length W of the top portion 3b of the inner member 3 to the coupling surface J in (hat height H in is longer than also referred to). As shown in FIGS. 13 to 15, the vehicle width direction length W from the top 2b of the outer member 2 to the coupling surface J out is shortened as from the collision-side end portion E closer to the non-collision-side end E ' there. On the other hand, the vehicle width direction length W of the top portion 3b to the coupling surface J of the inner member 3 in is longer as the collision-side end portion E closer to the non-collision-side end E '. Then, the non-collision-side end portion E as shown in FIG. 15 'in the outer member 2 of the vehicle width direction length W from the top 2b to the coupling surface J out ' is bonded surface J at the top portion 3b of the inner member 3 vehicle width direction length W of up to inIt is shorter than '. Note that the "outer top member" as seen from the vehicle longitudinal direction L, of the outer member 2, the flange projecting direction (e.g. the first in the embodiment the vertical direction V) perpendicular with respect to (e.g., the first embodiment in refers to the farthest portion from the flange portion 2a in the vehicle width direction W). Similarly, the "apex of the inner member" as seen from the vehicle longitudinal direction L, of the inner member 3, refers to the most distant site from the flange portion 3a in a direction perpendicular with respect to the flange protruding direction. [0027] 　For this example, hat height H of the inner member 3 in the hat height H of the outer member 2 out ratio (hereinafter, hat height ratio H in / H out hereinafter) is the non-collision from the collision-side end portion E gradually increases toward the side edge E '. Hat height ratio H to a direction from the collision-side end portion E in the non-collision-side end E ' in / H out rate of increase can be set arbitrarily. For example, hat height H in , H out constant sum, hat height ratio H in / H out to the increasing rate of the constant. In this case, a flange shape as seen from the direction in which the flange protrudes (bonded surface J) becomes a straight line, to form a shock absorbing member 1 by the outer member 2 and inner member 3 in a simple shape. Incidentally, "hat high ratio H in / H out rate of increase", the hat height ratio H in the collision-side end portion E in / H out of A, hat high ratio of non-collision-side end E 'H in / H out of B, and the length of the vehicle length direction L of the impact absorbing member 1 is taken as L1, it is calculated by (B-A) / L1. Hat height ratio (H in / H out rate of increase) is preferably 0.033 or more. Thus the shock absorbing performance of the impact absorbing member 1 can be improved. [0028] 　For such a shape of the impact absorbing member 1, the vehicle length direction L perpendicular cut surface, the center of gravity G is in the non-collision-side end E ', the center of gravity G of the collision-side end portion E 0 to the vehicle width flange 2a of the impact absorbing member 1 in the direction W, with the change in position of 3a, will be moved to the exterior side of the vehicle width direction W. The position of the center of gravity G of the impact absorbing member 1 as shown in FIGS. 13 to 15, nears from the collision-side end portion E in the non-collision-side end E ', the center of gravity G of the impact-side end E 0 the vehicle from the position of moves in the car outside of the width direction W. Note that, in FIGS. 14 and 15, the center of gravity G of the collision-side end portion E shown in FIG. 13 0 indicates the position of a dotted line. [0029] 　The impact absorbing member 1 of the first embodiment, as shown in FIG. 12 at the time of frontal collision, a counterclockwise bending moment M is generated when viewed from the vehicle interior side of the vertical direction V. On the other hand, the impact absorbing member 1 of the first embodiment, as described above, is that moves outside of the vehicle in the vehicle width direction W the non-collision-side end E 'toward the center of gravity position from the collision-side end portion E It has a shape. Thus, the bending moment M, if it is assumed to be constant with respect to the vehicle longitudinal direction L, the impact absorbing member 1 that occurs in the collision-side end portion E by the bending moment M as a stress distribution diagram shown in FIG. 16 inner side of the tensile stress in the vehicle width direction W is smaller than the tensile stress generated in the non-collision-side end E '. That is, without changing the position of the center of gravity of a cutting plane perpendicular to the vehicle longitudinal direction L from the collision-side end portion E toward the non-collision-side end E 'as shown in FIGS. 8 to 10, and the stress distribution shown in FIG. 11 made as compared with the conventional shock absorbing member 51, the interior side of the tensile stress in the vehicle width direction W of the impact absorbing member 1 at a collision-side end portion E is reduced. This improves the vehicle interior side is less likely to buckle status of the vehicle width direction W at the collision side end portion E, consisting axial crushing deformation is easily induced. Further, the vehicle exterior side of the compression stress in the vehicle width direction W of the impact absorbing member 1 for generating a non-collision-side end E 'by the bending moment M is smaller than the compressive stress generated by the collision-side end portion E. Non-collision-side end E 'exterior of the vehicle width direction W of the impact absorbing member 1 in the non-collision-side end portion E' is compressed than the vehicle exterior side in the vehicle width direction W of the conventional shock absorbing member 51 in a result becomes hard to circumstances, the bending deformation in the non-collision-side end E 'is easily suppressed. The alternate long and short dash line in FIG. 16, leading to the non-collision-side end E 'from the collision-side end portion E, the vehicle connecting the center of gravity of a cutting plane perpendicular to the length direction L is neutral axis N. [0030] 　As described above, when the collision-side end E of the impact absorbing member 1 is located outside of the vehicle in the offset direction with respect to the non-collision-side end E '(vehicle width direction W in the first embodiment), the first embodiment the center of gravity position in a cutting plane perpendicular to the vehicle longitudinal direction L, as forms of the collision-side end impact absorption of the non-collision-side end E 'toward as to move the vehicle outside in the vehicle width direction W consists E if member 1, it is possible with the axial crush deformation of the collision-side end portion E can be generated stably, to suppress the bending deformation of the non-collision-side end E '. In other words, in the vehicle width direction W of the impact absorbing member 1 at a collision-side end portion E and the interior side of the tensile stress, of the exterior of the compression stress in the vehicle width direction W of the impact absorbing member 1 in the non-collision-side end E ' by reducing the difference may be with the axial crush deformation of the collision-side end portion E can be generated stably, to suppress the bending deformation of the non-collision-side end E '. [0031] 　Incidentally, in the case where the collision-side end E with respect to the non-collision-side end E 'located on the vehicle exterior side in the vehicle width direction W, the vehicle width from the top portion 2b of the outer member 2 at the collision side end portion E to the coupling surface J direction length W out and, 'vehicle width direction length W from the top 2b of the outer member 2 at up coupling surface J non-collision-side end E out ' is, W out ≧ W out to meet the '× 2.8 It is preferred. Thereby, compressive stress in the vehicle length direction L of the vehicle exterior side in the vehicle width direction W of the vehicle length direction L of the tensile stress and the non-collision-side end E 'of the inner side in the vehicle width direction W of the collision-side end portion E the difference can be reduced sufficiently, W out 　a shock absorbing member also impact absorbing member of the second embodiment as in the first embodiment the front side members (left side). Further, the impact absorbing member 1 of the second embodiment as shown in FIGS. 17 to 20, the collision-side end E with respect to the non-collision-side end E ', the displacement in the vehicle outer side in the vehicle width direction W W 0 only the same as the first embodiment in that are offset. On the other hand, in the second embodiment, the shape of the impact absorbing member 1 is different from that of the first embodiment. Specifically, where the inner member 3 was hat shape as the flange portion 3a to the rectangular cross-section member is formed in the first embodiment shown in FIGS. 12 to 15, in the second embodiment, the inner member 3 is in the hat shape as the flange portion 3a is formed in the polygonal cross-section member. [0036] 　Figure 18 similarly to the second embodiment of the impact absorbing member 1 is also the first embodiment as shown in to FIG. 20, as it approaches from the collision-side end E to the non-collision-side end E ', of the outer member 2 a vehicle It becomes shorter widthwise length, vehicle width direction length of the inner member 3 is longer. [0037] 　Therefore, even when the impact absorbing member 1 of the second embodiment, the center of gravity of the non-collision-side end E 'is, with respect to the center of gravity at a collision-side end portion E, the flange of the impact absorbing member 1 in the vehicle width direction W part 2a, with the change in position of 3a, moves outside of the vehicle in the vehicle width direction W. Thus, the position of the center of gravity G of the impact absorbing member 1 as shown in FIGS. 18 to 20, nears from the collision-side end portion E in the non-collision-side end E ', the center of gravity G of the impact-side end E 0 moves to the vehicle exterior side in the vehicle width direction W from the position. Note that in FIG. 19 and FIG. 20, the center of gravity G of the collision-side end portion E shown in FIG. 18 0 indicates the position of a dotted line. [0038] 　If the center of gravity of the center of gravity of the collision-side end E the non-collision-side end E 'is that a such a positional relationship, the bending moment M, is assumed to be constant with respect to the vehicle longitudinal direction L, FIG. inner side of the tensile stress in the vehicle width direction W generated by the collision-side end portion E by the bending moment M as a stress distribution diagram shown in 21 is smaller than the tensile stress generated in the non-collision-side end E ' . Further, the vehicle exterior side of the compression stress in the vehicle width direction W generated in the non-collision-side end E 'by the bending moment M is smaller than the compressive stress generated by the collision-side end portion E. Therefore, even the impact absorbing member 1 of the second embodiment as in the first embodiment, while suppressing the bending deformation of the non-collision-side end E ', stably axial crush deformation of the collision-side end portion E it can be generated. Thus, it is possible to improve the shock absorbing capacity. The alternate long and short dash line in FIG. 21, leading to the non-collision-side end E 'from the collision-side end portion E, the vehicle connecting the center of gravity of a cutting plane perpendicular to the length direction L is neutral axis N. [0039] 　As described above, when the collision-side end E of the impact absorbing member 1 is located outside of the vehicle in the offset direction with respect to the non-collision-side end E '(vehicle width direction W in the second embodiment), the second embodiment the center of gravity position in a cutting plane perpendicular to the vehicle longitudinal direction L, as forms of the collision-side end impact absorption of the non-collision-side end E 'toward as to move the vehicle outside in the vehicle width direction W consists E if member 1, it is possible with the axial crush deformation of the collision-side end portion E can be generated stably, to suppress the bending deformation of the non-collision-side end E '. In other words, in the vehicle width direction W of the impact absorbing member 1 at a collision-side end portion E and the interior side of the tensile stress, of the exterior of the compression stress in the vehicle width direction W of the impact absorbing member 1 in the non-collision-side end E ' by reducing the difference may be with the axial crush deformation of the collision-side end portion E can be generated stably, to suppress the bending deformation of the non-collision-side end E '. [0040] 　impact-absorbing member illustrated in the third embodiment is a shock absorbing member of the front side member (left side) having a shape as shown in FIG. 22. The impact absorbing member 1 in the third embodiment as shown in FIG. 23, with respect to the collision-side end portion E the non-collision-side end E ', the displacement W inside the vehicle in the vehicle width direction W 0 and offset by shape going on. Note that although the impact absorbing member 1 of the front left side 23, as the shock absorbing member of the front light side, for example mirror-reversed watching impact absorbing member 1 of the front left side of the vehicle length direction L It applies those shape. [0041] 　The impact absorbing member 1 is comprised of the outer member 2 and inner member 3. Both members of the outer member 2 and inner member 3 as shown in FIGS. 24 to 26, the shape of a cutting plane perpendicular to the first embodiment as well as the vehicle length direction L has a so-called hat shape and it has a flange 2a projecting vertically V, 3a are formed. The outer member 2 and inner member 3 are each other's flanges 2a, the surface between the 3a are bonded are combined. Further, the outer member 2 and inner member 3 as shown in FIG. 23, the coupling surface J is straight when viewed from the (vertical direction V in the second embodiment) the direction in which the flange portion 2a, 3a projects It is formed so as to. [0042] 　As shown in FIG. 24, in the third embodiment, in a cross section as viewed from the vehicle length direction L of the collision-side end portion E, the vehicle width direction length W from the top 2b of the outer member 2 to the coupling surface J out (hat height H out also called) is, the vehicle width direction length W of the top portion 3b of the inner member 3 to the coupling surface J in (hat height H in shorter than also referred to). FIGS. 24 to 26 in the outer member in the vehicle width direction length of the top portion 2b until the coupling surface J 2 as shown is longer as the collision-side end portion E closer to the non-collision-side end E '. On the other hand, the vehicle width direction length from the top portion 3b of the inner member 3 to the coupling surface J is shorter as the collision-side end portion E closer to the non-collision-side end E '. Then, the non-collision-side end portion E as shown in FIG. 26 'in the vehicle width direction length from the top 2b of the outer member 2 to the coupling surface J W out ' is bonded surface J at the top portion 3b of the inner member 3 vehicle width direction length W up in is longer than '. [0043] 　In the third embodiment, the bending moment M generated in the impact absorbing member 1 during a frontal collision, the resulting bending moment M in the impact absorbing member 1 of the first embodiment shown in FIG. 12 is a moment in the reverse direction. Therefore, the impact absorbing member 1 of the third embodiment unlike the first embodiment, will bend inside the vehicle in the vehicle width direction W. [0044] 　On the other hand, in the third embodiment, the center of gravity of the non-collision-side end E ', compared centroid at a collision-side end portion E, the flange portion 2a of the impact absorbing member 1 in the vehicle width direction W, 3a position with the change, it will move to the interior side of the vehicle width direction W. Therefore, the position of the center of gravity G of the impact absorbing member 1 as shown in FIGS. 24 to 26, nears from the collision-side end portion E in the non-collision-side end E ', the center of gravity G of the impact-side end E 0 moves to the interior side of the vehicle width direction W from the position. Note that in FIG. 25 and FIG. 26, the center of gravity G of the collision-side end portion E shown in FIG. 24 0 indicates the position of a dotted line. [0045] 　If the center of gravity of the center of gravity of the collision-side end E the non-collision-side end E 'is that a such a positional relationship, the bending moment M, is assumed to be constant with respect to the vehicle longitudinal direction L, FIG. tensile stress generated in the vehicle outer side in the vehicle width direction W at the collision-side end portion E by the bending moment M as a stress distribution diagram shown in 27 is smaller than the tensile stress generated in the non-collision-side end E ' . Further, compressive stress generated in the interior side of the vehicle width direction W in the non-collision-side end E 'by the bending moment M is smaller than the compressive stress generated by the collision-side end portion E. [0046] 　As a result, without changing the position of the center of gravity of a cutting plane perpendicular to the vehicle longitudinal direction L from the collision-side end portion E toward the non-collision-side end E 'as shown in FIGS. 8 to 10, the stress distribution shown in FIG. 11 compared to conventional impact-absorbing member becomes, induced it becomes possible to suppress the bending deformation in the non-collision-side end E ', hardly succumb vehicle outside the seat in the vehicle width direction W at the collision side end portion E situation can be improved. That is, when a collision-side end portion E which is located on the interior side of the offset direction with respect to the non-collision-side end E '(vehicle width direction W in the third embodiment), the impact absorbing member as in the third embodiment if 1, while suppressing the bending deformation of the non-collision-side end E ', the axis crush deformation of the collision-side end portion E can be generated stably. Thus, it is possible to improve the shock absorbing capacity. The alternate long and short dash line in FIG. 27, leading to the non-collision-side end E 'from the collision-side end portion E, the vehicle connecting the center of gravity of a cutting plane perpendicular to the length direction L is neutral axis N. [0047] 　As described above, when the collision-side end E of the impact absorbing member 1 is located on the interior side of the offset direction with respect to the non-collision-side end E '(vehicle width direction W in the third embodiment), a third embodiment of the the center of gravity position in a cutting plane perpendicular to the vehicle longitudinal direction L, as forms of shock absorbing structure, such as to move to the interior side of the vehicle width direction W from the collision-side end portion E toward the non-collision-side end E ' if member 1, it is possible with the axial crush deformation of the collision-side end portion E can be generated stably, to suppress the bending deformation of the non-collision-side end E '. In other words, the vehicle exterior tensile stress in the vehicle width direction W of the impact absorbing member 1 at a collision-side end portion E, in the vehicle width direction W of the impact absorbing member 1 in the non-collision-side end E 'of the interior side of the compression stress by reducing the difference may be with the axial crush deformation of the collision-side end portion E can be generated stably, to suppress the bending deformation of the non-collision-side end E '. [0048] 　Incidentally, in the case where the collision-side end portion E of the impact absorbing member 1 is positioned on the interior side of the vehicle width direction W with respect to the non-collision-side end E ', the coupling surface from the top portion 3b of the inner member 3 at a collision-side end portion E vehicle widthwise length W to the J in the 'vehicle width direction length W of the top portion 3b of the inner member 3 in the up coupling surface J non-collision-side end portion E in ' is, W in ≧ W in '× 2 it is preferable to satisfy the .8. Thereby, compressive stress in the vehicle length direction L of the inner side in the vehicle width direction W of the tensile stress of the vehicle length direction L of the vehicle exterior side in the vehicle width direction W of the collision-side end portion E and the non-collision-side end E ' the difference can be sufficiently reduced in, W in 　have been described embodiments of the present invention by way of example the shock absorbing member of the front side members in the first to third embodiments, the shock absorbing member of the rear side member in the fourth embodiment the as an example will be described embodiments of the present invention. Impact-absorbing member illustrated in the fourth embodiment is a shock absorbing member of the rear side members (left side) having a shape as shown in FIG. The impact absorbing member 1 of the fourth embodiment as shown in FIG. 28, the collision-side end E with respect to the non-collision-side end E ', the interior side to the displacement V of the vertical direction V 0 becomes offset shape ing. Note that although the impact absorbing member 1 of FIG. 28 rear left side, the rear light side of the shock absorbing member for example rear left side impact absorbing member 1 to the left and right inverted shape when viewed from the vehicle length direction L what it is applied. [0053] 　The impact absorbing member 1 is comprised of the outer member 2 and inner member 3. Both members of the outer member 2 and inner member 3 as shown in FIGS. 29 to 31, the vehicle with respect to the length direction L shape in a cutting plane perpendicular has a so-called hat shape, in the vehicle width direction W flange 2a projecting, 3a are formed. The outer member 2 and inner member 3 are each other's flanges 2a, the surface between the 3a are bonded are combined. Thus the shock absorber 1 will be closed section when viewed from the vehicle length direction L. Further, the outer member 2 and inner member 3, the flange portion 2a as shown in FIG. 28, a direction 3a protrudes coupling surface J is straight when viewed from the (in the vehicle width direction W in the fourth embodiment) and It is formed to be. [0054] 　In the cross section as viewed from the vehicle length direction L of the collision-side end portion E as shown in FIG. 29, the vertical length V of the top portion 2b of the outer member 2 to the coupling surface J out (hat height H out also referred to as) but the vertical length V of the top portion 3b of the inner member 3 to the coupling surface J in (hat height H in shorter than also referred to). As shown in FIGS. 29 to 31, the vertical length of the top portion 2b of the outer member 2 to the coupling surface J is longer as the collision-side end portion E closer to the non-collision-side end E '. On the other hand, the vertical length of the top portion 3b of the inner member 3 to the coupling surface J is shorter as the collision-side end portion E closer to the non-collision-side end E '. Then, the non-collision-side end portion E as shown in FIG. 31 'in the vertical direction length V from the top 2b of the outer member 2 to the coupling face J out ' is, until the coupling surface J at the top portion 3b of the inner member 3 vertical length V of the in is longer than '. [0055] 　For such a shape of the impact absorbing member 1, the center of gravity of the non-collision-side end E ', compared centroid at a collision-side end portion E, the flange portion 2a of the impact absorbing member 1 in the vertical direction V, the position of the 3a Along with the change, it will move to the interior side of the vertical direction V. Therefore, the position of the center of gravity G of the impact absorbing member 1 as shown in FIGS. 29 to 31, nears from the collision-side end portion E in the non-collision-side end E ', the center of gravity G of the impact-side end E 0 moves to the interior side of the vertical direction V from position. Note that in FIG. 30 and FIG. 31, the center of gravity G of the collision-side end portion E shown in FIG. 29 0 indicates the position of a dotted line. [0056] 　The impact absorbing member 1 of the fourth embodiment, at the time of rear-end collision as shown in FIG. 28, the bending moment M is generated as seen from the vehicle exterior side in the vehicle width direction W counterclockwise. On the other hand, the shock absorbing member 1 of the fourth embodiment, as described above, such as the position of the center of gravity from the collision-side end portion E toward the non-collision-side end E 'is gradually moved inside the vehicle in the vertical direction V It has a shape. Thus, the bending moment M, if it is assumed to be constant with respect to the vehicle longitudinal direction L, the impact absorbing member 1 that occurs in the collision-side end portion E by the bending moment M as a stress distribution diagram shown in FIG. 32 exterior of the tensile stress in the vertical direction V of the is smaller than the tensile stress generated in the non-collision-side end E '. In addition, interior side of the compression stress in the vertical direction V generated by the non-collision-side end E 'by the bending moment M is smaller than the compressive stress generated by the collision-side end portion E. [0057] 　As a result, without changing the position of the center of gravity of a cutting plane perpendicular to the vehicle longitudinal direction L from the collision-side end portion E toward the non-collision-side end E 'as shown in FIGS. 8 to 10, the stress distribution shown in FIG. 11 compared to conventional impact-absorbing member becomes, induced it becomes possible to suppress the bending deformation in the non-collision-side end E ', hardly succumb vehicle outside the seat in the vertical direction V in the collision-side end portion E Availability it is possible to improve. That is, when a collision-side end portion E which is located on the interior side of the offset direction with respect to the non-collision-side end E '(vertical direction V in the fourth embodiment), the shock absorbing member such as a fourth embodiment 1 if, while suppressing bending deformation of the non-collision-side end E ', the axis crush deformation of the collision-side end portion E can be generated stably. Thus, it is possible to improve the shock absorbing capacity. The alternate long and short dash line in FIG. 32, leading to the non-collision-side end E 'from the collision-side end portion E, the vehicle connecting the center of gravity of a cutting plane perpendicular to the length direction L is neutral axis N. [0058] 　As described above, when the collision-side end E of the impact absorbing member 1 is located on the interior side of the offset direction with respect to the non-collision-side end E '(vertical direction V in the fourth embodiment), the fourth embodiment vehicle length centroid position in a cutting plane perpendicular to the direction L is the structure of the shock absorbing member so as to move to the interior side of the vertical direction V from the collision-side end portion E toward the non-collision-side end E '1 as if, can with the axial crush deformation of the collision-side end portion E can be generated stably, to suppress the bending deformation of the non-collision-side end E '. In other words, the vehicle exterior tensile stress in the vertical direction V of the impact absorbing member 1 at a collision-side end portion E, the difference between the interior side of the compression stress in the vertical direction V of the impact absorbing member 1 in the non-collision-side end E ' by small, it is possible with the axial crush deformation of the collision-side end portion E can be generated stably, to suppress the bending deformation of the non-collision-side end E '. [0059] 　Incidentally, in the case where the collision-side end portion E of the impact absorbing member 1 is positioned on the interior side of the vertical direction V with respect to the non-collision-side end E ', coupling surface J at the top portion 3b of the inner member 3 at a collision-side end portion E vertical length V up in the 'vertical length V of the top portion 3b of the inner member 3 in the up coupling surface J non-collision-side end portion E in ' is, V in ≧ V in a '× 2.8 it is preferable to satisfy. Thus, the difference in the vehicle length direction L of the compressive stress in the inner side of the vertical direction V of the tensile stress of the vehicle length direction L of the vehicle outside the vertical direction V of the collision-side end portion E and the non-collision-side end E ' can be sufficiently small, V in 　a shock absorbing member also impact absorbing member of the fifth embodiment to the fourth embodiment similarly to the rear side members of the (left side). However, the shock absorbing member of the fifth embodiment, the positional relationship between the collision-side end portion E and the non-collision-side end E 'has shock-absorbing member and the reverse of the fourth embodiment. That is, the shock absorbing member of the fifth embodiment, the collision-side end portion E as shown in FIG. 33 with respect to the non-collision-side end E ', the displacement V outside of the vehicle in the vertical direction V 0 and shape offset by going on. [0064] 　The impact absorbing member 1 is comprised of the outer member 2 and inner member 3. Both members of the outer member 2 and inner member 3 as shown in FIGS. 34 to 36, the shape of a cutting plane perpendicular to the fourth vehicle length direction L Similar to the embodiment of has a so-called hat shape and has a flange 2a projecting in the vehicle width direction W, 3a are formed. The outer member 2 and inner member 3 are each other's flanges 2a, the surface between the 3a are bonded are combined. Further, the outer member 2 and inner member 3 as shown in FIG. 33, the flange portion 2a, 3a protrudes direction coupling surface J is straight when viewed from the (in the vehicle width direction W in the fifth embodiment) It is formed to be. [0065] 　In the fifth embodiment, as shown in FIG. 34, in a cross section as viewed from the vehicle length direction L of the collision-side end portion E, the vertical length V of the top portion 2b of the outer member 2 to the coupling surface J out (hat high H out also called) are vertical length V of the top portion 3b of the inner member 3 to the coupling surface J in (hat height H in is longer than also referred to). As shown in FIGS. 34 to 36, the vertical length of the top portion 2b of the outer member 2 to the coupling surface J is shorter as the collision-side end portion E closer to the non-collision-side end E '. On the other hand, the vertical length of the top portion 3b of the inner member 3 to the coupling surface J is longer as the collision-side end portion E closer to the non-collision-side end E '. Then, the non-collision-side end portion E as shown in FIG. 36 'in the vertical direction length V from the top 2b of the outer member 2 to the coupling face J out ' is, until the coupling surface J at the top portion 3b of the inner member 3 vertical length V of the in is shorter than '. [0066] 　In the fifth embodiment, the bending moment M generated in the impact absorbing member 1 during a rear crash is the resulting bending moment M in the impact absorbing member 1 of the fourth embodiment shown in FIG. 28 is a moment in the reverse direction. Therefore, the impact absorbing member 1 of the fifth embodiment is different from the case of the fourth embodiment, it will bend the car outside of the vertical direction V. [0067] 　On the other hand, when the impact absorbing member 1 of the fifth embodiment, the center of gravity of the non-collision-side end E ', compared centroid at a collision-side end portion E, the impact absorbing member 1 in the vertical direction V flange portion 2a, with the change in the position of 3a, it will be moved to the exterior of the vertical direction V. Therefore, the position of the center of gravity G of the impact absorbing member 1 as shown in FIGS. 34 to 36, nears from the collision-side end portion E in the non-collision-side end E ', the center of gravity G of the impact-side end E 0 moves to the vehicle exterior side in the vertical direction V from position. Note that in FIG. 35 and FIG. 36, the center of gravity G of the collision-side end portion E shown in FIG. 34 0 indicates the position of a dotted line. [0068] 　If the center of gravity of the center of gravity of the collision-side end E the non-collision-side end E 'is that a such a positional relationship, the bending moment M, is assumed to be constant with respect to the vehicle longitudinal direction L, FIG. inner side of the tensile stress in the vertical direction V generated by the collision-side end portion E by the bending moment M as a stress distribution diagram shown in 37 is smaller than the tensile stress generated in the non-collision-side end E '. On the other hand, compressive stress of the exterior of the vertical direction V generated by the non-collision-side end E 'is the bending moment M, smaller than the compressive stress generated by the collision-side end E side. The alternate long and short dash line in FIG. 37, leading to the non-collision-side end E 'from the collision-side end portion E, the vehicle connecting the center of gravity of a cutting plane perpendicular to the length direction L is neutral axis N. [0069] 　As a result, without changing the position of the center of gravity of a cutting plane perpendicular to the vehicle longitudinal direction L from the collision-side end portion E toward the non-collision-side end E 'as shown in FIGS. 8 to 10, the stress distribution shown in FIG. 11 compared to conventional impact-absorbing member becomes, induced it becomes possible to suppress the bending deformation in the non-collision-side end E ', hardly succumb vehicle outside the seat in the vertical direction V in the collision-side end portion E Availability it is possible to improve. That is, when a collision-side end portion E (in the embodiment of the fifth vertical V) offset direction with respect to the non-collision-side end E 'located on the vehicle exterior side of the shock absorbing member, such as in the fifth embodiment if 1, while suppressing the bending deformation of the non-collision-side end E ', the axis crush deformation of the collision-side end portion E can be generated stably. Thus, it is possible to improve the shock absorbing capacity. [0070] 　As described above, when the collision-side end E of the impact absorbing member 1 is located outside of the vehicle in the offset direction with respect to the non-collision-side end E '(vertical direction V in the fifth embodiment), the fifth embodiment vehicle length centroid position in a cutting plane perpendicular to the direction L is the structure of the shock absorbing member so as to move the car outside of the vertical direction V from the collision-side end portion E toward the non-collision-side end E '1 as if, can with the axial crush deformation of the collision-side end portion E can be generated stably, to suppress the bending deformation of the non-collision-side end E '. In other words, the inner side of the tensile stress in the vertical direction V of the impact absorbing member 1 at a collision-side end portion E, the difference between the compressive stress of the exterior of the vertical direction V of the impact absorbing member 1 in the non-collision-side end E ' by small, it is possible with the axial crush deformation of the collision-side end portion E can be generated stably, to suppress the bending deformation of the non-collision-side end E '. [0071] 　Incidentally, in the case where the collision-side end portion E is positioned outside of the vehicle in the vertical direction V with respect to the non-collision-side end E ', the vertical length of the top portion 2b of the outer member 2 at the collision side end portion E to the coupling surface J V is out and, 'vertical length V of the top portion 2b of the outer member 2 at up coupling surface J non-collision-side end E out ' is, V out ≧ V out preferably satisfies the '× 2.8. Thus, the difference in the vehicle length direction L compressive stresses in the exterior of the vertical direction V of the vehicle length direction L of the tensile stress and the non-collision-side end E 'of the inner side of the vertical direction V of the collision-side end portion E can be sufficiently small, V out