JP2001301656A - Body structure for automobile - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a body structure expanding the collapsible region of a compartment adjacent to the front section or the rear section of a cabin and improving a collision energy absorbing characteristic. SOLUTION: At a head-on collision of a vehicle, the flexible-rigidity region F of a hood ridge member 13 is collapse-deformed in the axial direction from the input end side then bend-deformed to the inside of the vehicle width direction by the setting of the rigidity difference in the vehicle width direction with a hard-rigidity region R functioning as the center. The longitudinal deformation stroke of the hood ridge member 13 is expanded, thereby the collapsible region of a front compartment FC is expanded to increase a collision energy absorption quantity. An ultra-hard-rigidity region M is folded to the inside of the vehicle width direction on this side of the cabin C and avoids to function as a brace, thus reducing cabin deceleration.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle body structure.

[0002]

2. Description of the Related Art Some automobiles include, for example, Japanese Patent Application Laid-Open No. 9-99.
As disclosed in JP-A-858-858, as a countermeasure against a frontal collision of a vehicle, a plurality of longitudinal frame members are disposed in a front compartment adjacent to the front of the cabin, and the collision input at the time of a frontal collision is detected. There is known a structure in which a load is transmitted from a directional frame member to a front pillar which is a vertical frame member of a cabin.

[0003]

In order to enhance the collision energy absorption effect at the time of a frontal collision of the vehicle, it is desired to increase the amount of collision energy absorption due to the crush deformation of the front compartment.

In order to satisfactorily deform the front compartment, it is necessary to increase the longitudinal deformation stroke of the longitudinal frame member provided in the front compartment. Since no special measures are taken to increase the longitudinal deformation stroke of the member, axial crushing of the longitudinal skeletal member ends in the middle and remains uncrushed, and the crushable area of the front compartment is narrowed. there is a possibility.

[0005] Further, if the longitudinal frame member remains crushed as described above, the remaining crushed member becomes a rigid body and transmits a load to the cabin side, and the cabin decelerates (reaction force generated by the vehicle body).
May become large.

Accordingly, the present invention can enlarge the longitudinal deformation stroke of the longitudinal skeleton member provided in the compartment adjacent to the front or rear part of the cabin, and satisfactorily perform the crushing deformation of the compartment, thereby absorbing the collision energy. It is an object of the present invention to provide a vehicle body structure that can increase the vehicle speed and reduce the cabin deceleration.

[0007]

According to the first aspect of the present invention, at least a part of the longitudinal frame members provided on the left and right sides of the compartment adjacent to the front or rear part of the cabin has a vehicle width. A region is provided in which the rigidity in the direction is smaller on the inner side in the vehicle width direction than on the outer side in the vehicle width direction.

According to a second aspect of the present invention, a plurality of front and rear regions having different rigidities in the front and rear direction are provided in the front and rear skeleton member according to the first embodiment.

According to the third aspect of the present invention, the region in which the longitudinal stiffness of the longitudinal skeletal member according to the second aspect is different from the input end side when the longitudinal skeletal member collides with the vehicle in the longitudinal direction. Both are characterized by three regions having different rigidities in the order of soft-super-rigid-rigid.

According to the fourth aspect of the present invention, a region in which the rigidity in the vehicle width direction of the longitudinal frame member according to the third aspect is smaller on the inner side in the vehicle width direction than on the outer side in the vehicle width direction is defined as a rigid rigid region. It is characterized by having been set.

In the invention of claim 5, claims 1 to 4 are provided.
Is a hood ridge member provided on the upper part of the front compartment so as to be inclined forward and downward.

According to the sixth aspect of the invention, the first to fourth aspects are provided.
Is a front side member provided on the lower side of the front compartment.

According to the invention of claim 7, claims 1 to 4 are provided.
A front hood member provided on the upper portion of the front compartment and inclined forward and downward; and a front side member provided on the lower portion of the front compartment, The member and the front side member are vertically connected by a connecting member that synchronizes the deformation in the front-rear direction at the time of a frontal collision of the vehicle.

In the invention of claim 8, claims 1 to 7
The means for reducing the rigidity in the vehicle width direction of the front-rear direction frame member in the vehicle width direction inside the vehicle width direction inside as compared with the vehicle width direction inside described above is a rigidity reduction means such as a change in plate thickness, a notch setting, a bead setting, or the like. And

[0015]

According to the first aspect of the present invention, when a collision input acts on the longitudinal skeleton member in the longitudinal direction during a longitudinal collision of the vehicle, the longitudinal skeleton member is axially crushed and deformed. The rigidity in the vehicle width direction is bent inward in the vehicle width direction around a region where the rigidity in the vehicle width direction is smaller than the outside in the vehicle width direction due to an increase in the crush reaction force. The inward bending deformation exerts a function of absorbing collision energy.

[0016] The bending deformation of the front and rear skeleton members inward in the vehicle width direction increases the front and rear deformation strokes of the front and rear skeleton members, thereby expanding the crushable area of the compartment. The crush deformation of the compartment is favorably performed, and the amount of collision energy absorption can be significantly increased in combination with the efficient collision energy absorption action of the longitudinal frame member.

In addition, since the bending deformation of the skeleton member in the front-rear direction is defined inward in the vehicle width direction without irregularity, the deformation mode is stabilized on the left and right sides of the compartment to improve the collision energy absorption characteristics. Can be.

Further, as described above, the longitudinal frame member is bent and deformed inward in the vehicle width direction, and the longitudinal deformation stroke of the longitudinal frame member is increased.
It is possible to prevent the load from being transmitted to the cabin side due to the front-back direction skeletal member becoming a rigid projecting member and remaining crushed, thereby reducing the cabin deceleration.

According to the second aspect of the present invention, the first aspect is provided.
In addition to the effects of the invention of the present invention, since the front and rear skeleton members are provided with a plurality of front and rear regions having different stiffness in the front and rear direction, axial crush deformation in a region with low stiffness at the time of collision of the vehicle in the front and rear direction. Can be positively performed, and the deformation mode of the longitudinal frame member can be stabilized.

According to the invention of claim 3, according to claim 2,
In addition to the effects of the invention, three regions in which the longitudinal stiffness of the longitudinal skeletal members is divided into three regions at least in order of soft-ultra-rigid-rigid from the input end when the vehicle collides in the longitudinal direction. Therefore, the rigid rigid region of the longitudinal skeleton member is connected to the cabin side to secure the supporting rigidity of the longitudinal skeleton member, and the crushing axial force of the rigid flexible region is supported by the rigid super rigid region. Therefore, the rise of the crush reaction force in the initial stage of the collision can be increased, and the rigid flexible region can be crushed and deformed from the input end in an orderly manner.
The collision energy absorption amount can be increased.

Further, stress is concentrated at rigidity discontinuous points at respective boundaries between the rigid super-rigid region in the central portion of the longitudinal skeleton member and the rigid soft region and the rigid rigid region adjacent to the rigid super rigid region. Can be bent inwardly in the vehicle width direction as a multi-stage folded shape in which the rigidity discontinuous point is a node of the bending deformation.

According to the invention described in claim 4, according to claim 3,
In addition to the effects of the invention, the region where the rigidity in the vehicle width direction of the longitudinal frame member is smaller on the inner side in the vehicle width direction than the outer member in the vehicle width direction is changed to the rigid rigidity of the divided region of longitudinal rigidity of the longitudinal frame member. Since it is set in the region, the front and rear direction frame members are bent inward in the vehicle width direction around this rigid and rigid region to absorb the collision energy efficiently, and the rigid super-rigid region is inward in the vehicle width direction. By folding the rigid super-rigid region together with the rigid rigid region, the rigid super-rigid region can be prevented from being crushed as a strut member in front of the cabin, and there is no small problem in reducing the deceleration of the cabin.

According to the invention described in claim 5, according to claim 1,
In addition to the effects of the inventions of (1) to (4), at the time of a frontal collision of the vehicle, the hood ridge member at the upper part of the front compartment,
It crushes in the axial direction and bends inward in the vehicle width direction to efficiently absorb collision energy, and also serves as a rigid member that transmits load to the cabin side, avoiding remaining crushing and reducing cabin deceleration. be able to.

According to the invention of claim 6, according to claim 1,
In addition to the effects of the inventions of (1) to (4), at the time of a frontal collision of the vehicle, the front side member at the lower portion of the front compartment is crushed in the axial direction and bent inward in the vehicle width direction to efficiently absorb the collision energy. At the same time, it becomes a rigid member that transmits a load to the cabin side and can be prevented from remaining crushed, so that the deceleration of the cabin can be reduced.

According to the invention of claim 7, according to claim 1,
In addition to the effects of the inventions of (1) to (4), at the time of a frontal collision of the vehicle, the upper hood ridge member and the lower front side member of the front compartment are crushed in the axial direction and bent inward in the vehicle width direction. In addition to efficiently absorbing the collision energy, the rigid member for transmitting the load to the cabin side can be prevented from remaining crushed and the deceleration of the cabin can be reduced.

Furthermore, since the hood ridge member and the front side member are synchronously bent and deformed inward in the vehicle width direction by the connecting member, the deformation mode of the front compartment can be stabilized, and the collision energy absorbing characteristics can be improved. be able to.

According to the invention described in claim 8, claim 1 is provided.
In addition to the effects of the seventh to seventh aspects, the rigidity difference in the vehicle width direction in the required region of the longitudinal frame member can be easily adjusted by changing the plate thickness, setting the notch or setting the bead.

[0028]

Embodiments of the present invention will be described below in detail with reference to the drawings.

In FIG. 12, the cabin C is divided into a front compartment FC by a floor member 1, a roof panel 2, a dash cross member 3, a rear parcel 4, and the like.
And the rear compartments R and C,
Vertical frame members such as front pillar 5, center pillar 6, rear pillar 7 and the like, front and rear frame members such as side sill 8 and rear side member 9, and cowl box 1
The required cabin rigidity is ensured by the vehicle width direction frame members such as the rear seat cross member 12 and the like.

On the other hand, in the front compartments F and C, the hood ridge member 13 provided at the upper part on the left and right sides thereof is provided to be inclined downward and the front side member 14 is provided on the lower part. It is arranged as a longitudinal frame member of the cross-sectional structure.

The hood ridge member 13 has its rear end connected to the front pillar 5, and the front ends of the left and right hood ridge members 13, 13 are connected by a radiator core support (not shown).

The front side member 14 has its rear end wrapped around the lower surface of the dash cross member 3 and is joined. The front ends of the left and right front side members 14 and 14 are substantially the same as the front end of the hood ridge member 13. In this position, the radiator core support is connected by a radiator core support (not shown), and a protruding end ahead of the radiator core support is connected by a bumper armature 15 and a first cross member (not shown). Also, the food ridge member 13
The front side member 14 is connected at its intermediate portion by a strut housing 16 (connection member) constituting a main skeleton member of the front compartments FC.

Here, as shown in FIGS. 1 and 2, a required area of the hood ridge member 13, for example, an area R behind an area M to which the strut housing 16 is connected is shown in FIG.
As shown in (D) and (E), a bead 21a swelling in a closed cross section is formed on the inner side wall as the rigidity reducing means 21 so as to reduce the rigidity Sx in the vehicle width direction in the vehicle width direction as compared with the vehicle width direction outside. The inside is small.

The hood ridge member 13 is divided into a plurality of front and rear regions having different rigidities Sy in the front and rear direction. For example, the region M is formed by coupling the strut housing 16 and, if necessary, in a closed section. A plurality of braces 22 are arranged in the front-rear direction to form a rigid super-rigid region, a region R behind the region is a rigid rigid region having lower rigidity than the region M, and a region F in front of the region M is As a rigid soft region having a lower rigidity than the rear region R, the longitudinal rigidity is varied in the order of soft-ultra-rigid from the input end at the time of a frontal collision of the vehicle.

As the hood ridge member 13, a rectangular cylindrical extruded material made of a lightweight metal material such as an aluminum alloy can be used. And / or can be easily set by adjusting the plate thickness. In the present embodiment, as shown in FIG. 1, the region F is divided into a substantially front half region Fa and a substantially rear half region Fb, and the region Fa is reduced to a plate thickness t1 smaller than the plate thickness t2 of the region Fb. Set the rigidity Sy1 of the area Fa
And the area Fb is set substantially equal to the plate thickness t2 of the area M, and the rigidity of the rigidity Sy2 of the area Fb is reduced to the area Fa.
, And lower than the rigidity Sy3 of the region M where the rigidity in the front-rear direction is increased by connecting the strut housings 16.

The region R is set to be substantially the same or smaller than the plate thickness t2 of the region M, and the closed cross-sectional area is set to be larger in the vertical direction than that of the region M so that the region R is a rigid and rigid region having a lower rigidity than the rigid super-rigid region. However, the region R is also divided into a substantially front half portion Ra and a substantially rear half portion Rb, the rigidity Sy4 of the region Ra is made lower than the rigidity Sy3 of the region M, and the rigidity Sy5 of the region Rb is reduced to the rigidity Sy4 of the region Rb. Almost the same or higher.

That is, by setting the above-described rigidity Sx in the vehicle width direction and the rigidity Sy in the front-rear direction, the area F absorbs the collision energy by crush deformation in the front-rear direction with respect to the frontal collision of the hood ridge member 13. M enhances the crushing support force of the region F, and the region R enhances the coupling rigidity with the cabin C side, and imparts the physical characteristics that the hood ridge member 13 bends inward in the vehicle width direction to promote the deformation. It is.

The functions and rigidity differences of the respective regions F, M, R of the hood ridge member 13 in this embodiment are summarized in Table 1.

[0039]

[Table 1]

Here, regarding the vehicle width direction rigidity Sx,
Basically, in the region M, the hood ridge member 13 is extruded in a normal form in which there is no rigidity difference between the inside and the outside in the vehicle width direction as in the region F. Due to the connection with the side wall, the rigidity Sx in the vehicle width direction in the region M tends to be larger on the inner side than on the outer side in the vehicle width direction. Is not greater than the rigidity of the region R inward in the vehicle width direction.

According to the structure of the above embodiment, when a collision input acts on the hood ridge member 13 in the axial direction due to the frontal collision of the vehicle, the hood ridge member 13 is crushed and deformed in the axial direction, and the crush reaction force is reduced. The hood ridge member 13 is bent and deformed inward in the vehicle width direction around a region R in which the rigidity in the vehicle width direction is made smaller on the inner side than on the outer side in the vehicle width direction due to the increase. The inward bending deformation exerts a function of absorbing collision energy.

More specifically, the hood ridge member 13 is divided into three regions F, M, and R in which the rigidity in the front-rear direction is different from the front end on the input end side in the order of soft-ultra-rigid-rigid. In the event of a frontal collision of the vehicle, the rigid rigid region R is connected to the cabin C side to secure the support rigidity of the hood ridge member 13 and the crushing axial force of the rigid soft region F is reduced to the rigid super rigid region M
As a result, the rise of the crush reaction force in the initial stage of the collision is increased, and the rigid flexible region F is positively and crushed and deformed positively from the input end side.

When the crush reaction force increases, the front end of the hood ridge member 13 is originally restricted from spreading outward in the vehicle width direction by a radiator core support (not shown). Since the rigidity inside the width direction is reduced, the hood ridge member 13 is bent and deformed inward in the vehicle width direction around the region R. The stress concentrates on the rigidity discontinuous point at each boundary between the rigid flexible region F and the rigid rigid region R, and the hood ridge member 13 is used as a node of bending deformation at the rigid discontinuous point as shown in FIG. In this way, the vehicle is bent inward in the vehicle width direction in a fold-like manner so that the collision energy is efficiently absorbed.

As described above, the hood ridge member 13 is bent inward in the vehicle width direction and the deformation stroke of the hood ridge member 13 in the front-rear direction is enlarged, so that the crushable area of the front compartments FC is expanded. Then, the front compartments F and C can be satisfactorily deformed by collapsing, and the collision energy absorption amount of the hood ridge member 13 can be significantly increased in combination with the efficient collision energy absorption action of the hood ridge member 13.

Moreover, the bending deformation of the hood ridge member 13 is defined inward in the vehicle width direction without irregularity, and the rigid soft region F is arranged from the input end side in an orderly and positive manner as described above. By performing the crush deformation, the deformation mode can be stabilized on the left and right sides of the front compartments FC, and the collision energy absorption characteristics can be improved.

On the other hand, together with such an effect on the collision energy absorption characteristics, the hood ridge member 13
Is bent inward in the vehicle width direction, and the deformation stroke of the hood ridge member 13 in the front-rear direction is expanded. In particular, the rigid super-rigid region M is bent in the vehicle width direction by bending deformation around the rigid rigid region R. Folded inward, the rigid super-rigid region M and the rigid rigid region R
Can be prevented from remaining crushed as a rigid upholstery that transmits a load to the cabin C side, and the cabin deceleration can be reduced.

In particular, since the hood ridge member 13 is inclined downward and forward, deformation in the front-rear direction at the time of a frontal collision of the vehicle involves bending deformation in which the front end side is lowered as shown in FIG. Depending on the inclination of the hood ridge member 13 and / or the setting of the ground height of the cowl box 11, the upper end of the strut housing 16 does not interfere with the cowl box 11 as shown in FIG. In this way, the upper end of the strut housing 16 can be deformed so as to be sunk below the cowl box 11, so that the reduction of the cabin deceleration can be more advantageously performed.

FIGS. 6 and 7 show a second embodiment of the present invention. In this embodiment, a hood ridge member 13 is provided.
Are composed of a front member 13F and a rear member 13R which are extruded from the same lightweight metal material as in the first embodiment, and a joint member 25 connecting these members.

The front member 13F is formed by extrusion molding into a cylindrical shape, while the rear member 13R is formed by the front member 13F.
Extruded into a square tube with a larger closed cross section than F
The joint member 25 has a cylindrical first socket portion 25a provided on one side and the first socket portion 25a provided on the other side.
A front member 13F is inserted into the first socket portion 25a and a rear member 13R is inserted into the second socket portion 25b. Then, the joints are welded and integrally joined.

As described above, the front member 13F and the rear member 13R are fitted and connected by the joint member 25 so that the joint portion has a multi-wall structure.
The region M of the multi-wall is defined as a super-rigid region having the largest rigidity Sy in the front-rear direction, and a region F in front thereof is defined as a rigid flexible region having a small closed cross-sectional area and the lowest rigidity Sy in the front-rear direction. The region R is classified as a rigid rigid region having a large closed cross-sectional area and a lower rigidity Sy in the front-rear direction than the region M.

Each of the region F and the region R which are connected in front and back with the region M as the middle is divided into a substantially front half region Fa, Ra and a substantially rear half region Fb, Rb. Fb, M, Ra, and Rb are provided with a difference in the longitudinal rigidity Sy under the same conditions as in the first embodiment.

In the present embodiment, the notches 21b are provided so as to straddle the upper and lower ridges of the region Ra on the inner side in the vehicle width direction and the upper and lower walls, respectively. The directional rigidity Sx is set to be smaller on the inside in the vehicle width direction than on the outside in the vehicle width direction.

Therefore, in the case of the second embodiment, similarly to the first embodiment, at the time of a frontal collision of the vehicle, the rigid soft region F of the hood ridge member 13 is orderly crushed and deformed in the axial direction from the input end side. First half region R of rigid rigid region R
bends inward in the vehicle width direction around a to expand the crushable area of the front compartments F and C,
It is possible to efficiently absorb the collision energy and to prevent the rigid super-rigid region M from becoming a rigid member transmitting the load to the cabin C side and remaining collapsed, thereby reducing the deceleration of the cabin.

FIGS. 8 and 9 show a third embodiment of the present invention. In this embodiment, the hood ridge member 13 is formed by extruding a lightweight metal material into a rectangular tube shape as in the first embodiment. However, the plate thickness is gradually reduced from the rear region R to the central region M and the front region F, and the closed sectional area is gradually reduced.

A plurality of braces 22 are disposed in the front-rear direction within the closed cross section of the central region M, and the region M is defined as a rigid super-rigid region having the maximum rigidity Sy in the front-rear direction. Is divided into a rigid soft region having the lowest longitudinal rigidity Sy, and the region R behind the region M is classified as a rigid rigid region having a lower longitudinal rigidity Sy than the region M.
In the case of this embodiment as well, both the region F and the region R that are connected in front and rear with the region M as the middle are divided into approximately front half regions Fa and Ra and approximately rear half regions Fb and RB, and a series of these regions Fa , Fb, M, Ra, and Rb are provided with a difference in the longitudinal rigidity Sy under the same conditions as in the first embodiment.

In this embodiment, a plate thickness changing portion 21c is formed in which the thickness of the substantially half portion on the inner side in the vehicle width direction in the region Ra is smaller than the thickness of the substantially half portion on the outer side in the vehicle width direction. The rigidity Sx in the vehicle width direction of the region Ra is smaller on the inside in the vehicle width direction than on the outside in the vehicle width direction.

Therefore, even in the third embodiment, similarly to the first embodiment, at the time of a frontal collision of the vehicle, the rigid soft region F of the hood ridge member 13 is crushed and deformed in the axial direction from the input end side in an orderly manner. , The first half region R of the rigid region R
bends inward in the vehicle width direction around a to expand the crushable area of the front compartments F and C,
It is possible to efficiently absorb the collision energy and to prevent the rigid super-rigid region M from becoming a rigid member transmitting the load to the cabin C side and remaining collapsed, thereby reducing the deceleration of the cabin.

FIG. 10 shows a front side member 1 according to the present invention.
4 shows a fourth embodiment applied to FIG.

The front side member 14 is formed by extrusion molding a lightweight metal material such as an aluminum alloy.
4F, a rear member 14R, and a joint member 26 connecting both of them.

The front member 14F is extruded into a cylindrical shape, while the rear member 14R is
Extruded into a square tube with a larger closed cross section than F
A cylindrical joint member 26 is joined and fixed to the front end thereof, and a front member 14F is inserted and fitted into the joint member 26, and a joint portion thereof is integrally welded.

As described above, the front member 14F and the joint member 26 are fitted and connected to form a multi-wall structure at the joint portion, and the engine mount 27 is fixed to the joint member 26 to thereby form the multi-wall structure. The joint area M of the front and rear direction rigidity Sy
The region F in front of the region R is the largest rigid super-rigid region, the region F in front thereof is a rigid flexible region having a small closed cross-sectional area and the lowest rigidity Sy in the front-rear direction, and the region R behind the region M is large in the closed region. It is classified as a rigid rigid region having lower rigidity Sy in the front-rear direction.

The region F is divided into a substantially front half region Fa and a substantially rear half region Fb, and the region R is formed by gradually increasing the closed sectional area of the substantially front half region Ra and the rear end side in the vertical direction. The region Fa, Fb, M, Ra, and Rb are divided into the rear half region Rb, and the front and rear regions are arranged with the region M in the middle, and a difference is provided in the longitudinal rigidity Sy under the same conditions as in the first embodiment. It is.

Further, for example, the regions Ra and Rb of the region R
The stiffness reducing means 21 similar to the first to third embodiments is used at the boundary between the first and third embodiments so that the rigidity Sx in the vehicle width direction of this portion is smaller on the inner side in the vehicle width direction than on the outer side in the vehicle width direction. .

Therefore, according to the structure of the fourth embodiment, when a collision input acts on the front side member 14 in the axial direction due to a frontal collision of the vehicle, the front side member 14 has a rigidity in the front-rear direction which is closer to the input end of the front end. Kara soft-super rigid-
Since the rigidity is divided into three regions F, M, and R having different rigidities in the order of rigidity, the rigid rigid region R is connected to the cabin C side to secure the support rigidity of the front side member 14 and to secure rigidity. Since the crushing axial force of the soft region F is supported by the rigid super-rigid region M, the rise of the crush reaction force in the initial stage of the collision is increased, and the rigid soft region F is crushed and deformed orderly from the input end side.

When the crush reaction force increases, the front end of the front side member 14 is originally restricted from spreading outward in the vehicle width direction by the bumper armature 15, the first cross member and the radiator core support panel (not shown). In addition to this, since the rigidity inside the vehicle width direction is reduced at the boundary between Ra and Rb in the region R, the front side member 1 is bent and deformed inward in the vehicle width direction around the boundary.
The stress is concentrated on the rigidity discontinuous points at the respective boundaries between the rigid super-rigid region M in the central portion in the length direction 4 and the rigid-soft region F and the rigid-rigid region R adjacent before and after the region. In the same manner as the hood ridge member 13, the front side member 14 is used as a bending node at the rigidity discontinuity point to bend in a multi-stage fold in an inward direction in the vehicle width direction so that collision energy is efficiently reduced. Absorb.

As described above, the front side member 14 is bent and deformed inward in the vehicle width direction, and the deformation stroke of the front side member 14 in the front-rear direction is expanded, so that the crushable area of the front compartments FC is expanded. The front compartments 1 and 2 are satisfactorily deformed by crushing and deforming the front compartments FC.
4, the amount of collision energy absorption can be significantly increased.

Further, the bending deformation of the front side member 14 is defined inward in the vehicle width direction without irregularity, and the rigid flexible region F is arranged from the input end side in an orderly and positive manner as described above. By performing the crush deformation, the deformation mode can be stabilized on the left and right sides of the front compartments FC, and the collision energy absorption characteristics can be improved.

Further, as described above, the front side member 14 is bent and deformed inward in the vehicle width direction, so that the deformation stroke of the front side member 14 in the front-rear direction is enlarged. R
The rigid super-rigid region M is folded inward in the vehicle width direction by bending deformation around the boundary portion of b, and the rigid super-rigid region M is transmitted to the cabin C side together with the region Ra in front of the cabin C. It is possible to avoid remaining as a rigid strut and to reduce cabin deceleration.

FIG. 11 shows a fifth embodiment of the present invention. In this embodiment, the hood ridge member 13 of the first embodiment shown in FIGS. The rigidity in the front-rear direction is soft from the input end of the front end.
Three regions F, M, and R with different rigidities in the order of super-rigid
The hood ridge member 13 in which the rigidity in the vehicle width direction of the region R is made smaller in the vehicle width direction inside than in the vehicle width direction by the rigidity reducing means 21 and the front side member 14 is shown in FIG. The front side member of the fourth embodiment, that is, the front-rear stiffness is divided into three regions F, M, and R having different stiffness in the order of soft-ultra-rigid from the input end of the front end. A front side member 14 is used in which the rigidity in the vehicle width direction at the boundary between the regions Ra and Rb is made smaller by the rigidity reducing means 21 on the inside in the vehicle width direction than on the outside in the vehicle width direction.

The area M of the hood ridge member 13
The strut housing 16 connected to the front side member 14 is effectively used as a connecting member, and the lower end of the strut housing 16 is connected to the area M or the area Ra (the area Ra in the present embodiment) of the front side member 14 so as to prevent a frontal collision of the vehicle. , The longitudinal deformation of the hood ridge member 13 and the front side member 14 is synchronized.

Therefore, according to the structure of this embodiment, at the time of a frontal collision of the vehicle, the front side member 14 protrudes forward from the hood ridge member 13, so that the rigid soft region M of the front side member 14 extends in the axial direction. Although the crushing deformation slightly precedes, the collision input is also distributed to the hood ridge member 13 via the strut housing 16 and the crushing reaction force of the front side member 14 is increased.

The crushing deformation of the rigid soft region M of the front side member 14 advances to the front end position of the hood ridge member 13, and a collision input acts directly on the hood ridge member 13 in the axial direction, so that the hood ridge member 13 The rigid flexible region M of 13 also undergoes crush deformation in the axial direction, and the crush deformation of the rigid flexible region M of both members 13 and 14 is performed synchronously and orderly to absorb the collision energy.

When one of the front side member 14 and the hood ridge member 13 starts to bend inward in the vehicle width direction around the portion of the region M where the rigidity inside the vehicle width direction is reduced, immediately. This rotational moment acts on the other member via the strut housing 16 to induce the other member to bend inward in the vehicle width direction, thereby causing both members 13 and 14 to bend inward in the vehicle width direction. Let it be done synchronously.

As described above, the hood ridge member 13 and the front side member 14 are crushed in the axial direction and bent inward in the vehicle width direction, so that the front compartment F
The hood ridge member 13 and the front side member 14 synchronously bend and deform inward in the vehicle width direction, as a matter of course, so that the collision energy absorption amount of C can be significantly increased.
Can be stabilized, and the collision energy absorption characteristics can be improved.

In each of the above embodiments, an example in which the present invention is applied to the front compartments FC is shown. However, the present invention can be applied to the rear compartments RC.

[Brief description of the drawings]

FIG. 1 is a schematic perspective view showing a first embodiment of the present invention.

2 (A), (B), (C), (D), and (E) are AA line, BB line, CC line, and DD line in FIG. 1, respectively.
Sectional drawing in alignment with line EE.

FIG. 3 is a schematic perspective view showing a deformed state of the first embodiment of the present invention.

FIG. 4 is a schematic perspective view showing a different example of a deformed state of the first embodiment of the present invention.

FIG. 5 is a schematic side view showing a deformed state of the first embodiment of the present invention.

FIG. 6 is a schematic perspective view showing a second embodiment of the present invention.

7 (A), (B), (C), (D), and (E) are AA line, BB line, CC line, and DD line of FIG. 6, respectively.
Sectional drawing in alignment with line EE.

FIG. 8 is a schematic perspective view showing a third embodiment of the present invention.

9 (A), (B), (C), (D), and (E) are AA line, BB line, CC line, and DD line of FIG. 8, respectively.
Sectional drawing in alignment with line EE.

FIG. 10 is a schematic perspective view showing a fourth embodiment of the present invention.

FIG. 11 is a schematic perspective view showing a fifth embodiment of the present invention.

FIG. 12 is an external perspective view of an automobile to which the present invention is applied.

[Explanation of symbols]

 13 Hood ridge member (front-back skeleton member) 14 Front side member (front-back skeleton member) 16 Strut housing (connecting member) 21 Stiffness reducing means 21a Bead 21b Notch 21c Plate thickness change portion C Cabin FC Front compartment R C Rear compartment F Rigid flexible region M Rigid super-rigid region R Rigid rigid region

Claims (8)

[Claims] At least a part of a longitudinal frame member provided on the left and right sides of a compartment adjacent to a front portion or a rear portion of a cabin has a rigidity in a vehicle width direction inside the vehicle width direction outside the vehicle width direction outside. A body structure of an automobile, characterized in that an area is made smaller. 2. The vehicle body structure according to claim 1, wherein a plurality of front and rear regions having different longitudinal rigidities are provided in the longitudinal frame member. 3. The region in which the longitudinal frame members have different rigidities in the longitudinal direction has different rigidities in the order of at least soft-ultra-rigid-rigid from the input end side when the longitudinal frame members collide in the vehicle longitudinal direction. The vehicle body structure according to claim 2, comprising three regions. 4. An area in which the rigidity of the longitudinal frame member in the vehicle width direction is smaller on the inner side in the vehicle width direction than on the outer side in the vehicle width direction.
The vehicle body structure according to claim 3, wherein the vehicle body structure is set in a rigid and rigid region. 5. The hood ridge member, wherein the longitudinal frame member is a hood ridge member which is provided on the upper part of the front compartment so as to be inclined forward and downward.
A vehicle body structure according to any one of claims 1 to 4. 6. The vehicle body structure according to claim 1, wherein the longitudinal frame member is a front side member provided at a lower portion of the front compartment. 7. A front-back skeletal member is a hood ridge member provided on the upper part of the front compartment so as to be inclined forward and downward, and a front side member provided on a lower part of the front compartment. 4. The vehicle according to claim 1, wherein the hood ridge member and the front side member are vertically connected by a connecting member that synchronizes the deformation in the front-rear direction at the time of a frontal collision of the vehicle.
The vehicle body structure according to any one of claims 4 to 7. 8. Means for reducing the rigidity of the longitudinal frame member in the vehicle width direction on the vehicle width direction inner side relative to the vehicle width direction outer side,
The vehicle body structure according to any one of claims 1 to 7, which is a means for reducing rigidity such as a change in plate thickness, a notch setting, and a bead setting.