JP2004345466A - Vehicle body front part skeleton structure - Google Patents

Vehicle body front part skeleton structure Download PDF

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Publication number
JP2004345466A
JP2004345466A JP2003143786A JP2003143786A JP2004345466A JP 2004345466 A JP2004345466 A JP 2004345466A JP 2003143786 A JP2003143786 A JP 2003143786A JP 2003143786 A JP2003143786 A JP 2003143786A JP 2004345466 A JP2004345466 A JP 2004345466A
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Prior art keywords
vehicle body
member
front
outer shell
portion
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Pending
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JP2003143786A
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Japanese (ja)
Inventor
Katsushi Saito
勝士 斉藤
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Nissan Motor Co Ltd
日産自動車株式会社
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Abstract

PROBLEM TO BE SOLVED: To provide a vehicle body front part skeleton structure capable of enhancing impact energy absorbing efficiency while effectively inducing axial crush of a frame member by input of impact load.
SOLUTION: The skeleton member 2 extending along the vehicle longitudinal direction and forming a vehicle body frame of a vehicle body front part is constituted by an outer shell member 20 having a closed cross section structure whereby rigidity is even along the vehicle body longitudinal direction and the rigidity on the vehicle width direction inner side is larger than on the outer side, and a rigidity adjusting member 21 arranged inside the outer shell member 20 whereby the rigidity is noncontinuously and gradually increased from the vehicle body front part to the vehicle body rear part. Thus, the frame member 2 is axially crushed effectively by the rigidity adjusting member 21 at the time of input of the impact load, and a plurality of weak parts are not provided on the outer shell member 20, and thereby large crush reaction force is secured and the impact energy can be effectively absorbed.
COPYRIGHT: (C)2005,JPO&NCIPI

Description

【0001】 [0001]
【発明の属する技術分野】 BACKGROUND OF THE INVENTION
本発明は、車両の車体前部骨格構造に関する。 The present invention relates to a front vehicle body framework structure of the vehicle.
【0002】 [0002]
【従来の技術】 BACKGROUND OF THE INVENTION
車体前部の骨格構造は車体前後方向に延在する骨格メンバを備え、この骨格メンバが車両衝突時に変形することにより前方からの衝突エネルギーを吸収し、乗員の居住空間であるキャビン部への影響を低減するようになっている。 Skeletal structure of the vehicle body front portion includes a backbone member extending in the longitudinal direction of the vehicle body, the skeleton member to absorb the collision energy from ahead by deforming during a vehicle collision, impact on the cabin unit is a passenger living space It is adapted to reduce.
【0003】 [0003]
骨格メンバは、衝突荷重の入力により軸方向に圧潰することにより効率よくエネルギーを吸収できるのであるが、従来ではその骨格メンバに、軸方向に沿って複数のビード部分を所定間隔で形成して、軸圧潰を促進できるようにしてある(例えば、特許文献1参照。)。 Skeleton member, but as it can efficiently absorb energy by crushing in the axial direction by the input of the impact load, in the conventional in its backbone member, to form a plurality of bead portions at predetermined intervals along the axial direction, are also available facilitate axial collapse (e.g., see Patent Document 1.).
【0004】 [0004]
【特許文献1】 [Patent Document 1]
特開2001−158377号公報(第4頁、第1図) JP 2001-158377 JP (page 4, FIG. 1)
【0005】 [0005]
【発明が解決しようとする課題】 [Problems that the Invention is to Solve
しかしながら、かかる従来の車体前部骨格構造では、骨格メンバの軸方向に複数のビード部分を形成することにより骨格メンバの軸圧潰を安定化できるのであるが、このビード部分によって骨格メンバが有する圧潰反力が低下するため、ビード部分を複数形成した場合は衝突エネルギーの吸収効率が低下し、骨格メンバで吸収しきれなかったエネルギーによってキャビン部への影響が増加する可能性がある。 However, such a conventional vehicle body front skeletal structure, but it can stabilize the axial collapse of the skeleton member by forming a plurality of bead portion in the axial direction of the backbone member, crushing anti skeletal member having this bead portions the force is reduced, when forming a plurality bead portion decreases the absorption efficiency of the collision energy, can increase the effect of the cabin unit with the energy not absorbed by the skeleton member.
【0006】 [0006]
そこで本発明は、衝突荷重の入力により骨格メンバの軸圧潰を効果的に誘起させつつ、衝突エネルギーの吸収効率を高めることができる車体前部骨格構造を提供するものである。 The present invention is to provide while effectively induce axial collapse of the skeletal member by the input of collision load, the front vehicle body framework structure can increase the absorption efficiency of the collision energy.
【0007】 [0007]
【課題を解決するための手段】 In order to solve the problems]
本発明の車体前部骨格構造にあっては、車体前後方向に延在して車体前部の車体骨格を成す骨格メンバを、剛性が車体前後方向に亘って略均一となり、かつ、車幅方向内側の剛性を外側よりも大きくした閉断面構造の外殻部材と、この外殻部材の内部に配設し、剛性が車体前方から車体後方に向けて不連続に漸増する剛性調整部材と、で構成したことを特徴としている。 In the front vehicle body framework structure of the present invention, the skeleton members constituting the vehicle body front portion of the vehicle body frame extending in the vehicle longitudinal direction, becomes substantially uniform stiffness across the longitudinal direction of the vehicle body, and the vehicle width direction in the outer shell member of closed section structure inside the rigid and larger than the outer, disposed inside the outer shell member, and the rigidity adjusting member rigidity gradually increases discontinuously toward the front of the vehicle body to the rear of the vehicle body, It is characterized in that the configuration was.
【0008】 [0008]
【発明の効果】 【Effect of the invention】
本発明の車体前部骨格構造にあっては、前面衝突や斜め前方衝突により骨格メンバに衝突荷重が入力した場合、この骨格メンバを外殻部材とその内部に配設した剛性調整部材とで構成してあって、前者の外殻部材の剛性バランス、つまり、閉断面構造とした外殻部材の剛性を車体前後方向に亘って略均一とするとともに、車幅方向内側の剛性を外側よりも大きくしたことと、後者の剛性調整部材の剛性バランス、つまり、この剛性調整部材の剛性を車体前方から車体後方に向けて不連続に漸増させたこととによって、前記骨格メンバを入力荷重によって内側への曲げ変形を抑制して軸圧潰させることができるとともに、外殻部材自体に複数の脆弱部分を設けていないことにより、大きな圧潰反力を確保して衝突エネルギーを効率よく吸収する Composed In the front vehicle body framework structure of the present invention, when a collision load to the skeletal member entered by the front collision or a frontal oblique impact collision, the skeleton member and the outer shell member and the rigid adjustment member which is disposed therein and each other and the rigidity balance of the former outer shell member, that is, with a substantially uniform over the rigidity of the outer shell member in a closed cross section in the longitudinal direction of the vehicle body, the vehicle width direction inner side of the rigid larger than the outer and it has the rigidity balance of the latter rigid adjustment member, i.e., by the fact that discontinuously is gradually increased toward the rear of the vehicle body rigidity of the rigidity adjusting member from the vehicle body front of the framework member to the inside by the input load with a bending deformation can be axially collapsed to suppress, by not providing a plurality of weakened portions in the outer shell member itself, efficiently absorbing the impact energy to ensure a large crushing reaction force とができる。 Door can be.
【0009】 [0009]
【発明の実施の形態】 DETAILED DESCRIPTION OF THE INVENTION
以下、本発明の実施形態を図面と共に詳述する。 Hereinafter, detailed embodiments of the present invention in conjunction with the accompanying drawings.
【0010】 [0010]
図1〜図9は本発明の車体前部骨格構造の第1実施形態を示し、図1は本発明の車体前部骨格構造を適用した自動車の外観斜視図、図2は車体前部の骨格構造を示す斜視図、図3は車体前部の骨格構造を略示的に示す平面図、図4は車体前部右側のフロントサイドメンバの前方領域を示す拡大斜視図、図5は車体前部に直進方向および斜め方向の衝突荷重が入力される状態を略示的に示すイメージ図、図6は直進方向の衝突荷重入力によるフロントサイドメンバの前方領域の変形態様を剛性調整部材が有る場合と無い場合とを比較して(a),(b)に略示的に示す平面図、図7は直進方向の衝突荷重入力時のエネルギー吸収特性図、図8は斜め前方の衝突荷重入力によるフロントサイドメンバの前方領域の変形態様を剛性調整部材が有る場 1 to 9 show a first embodiment of a front vehicle body framework structure of the present invention, FIG. 1 is an external perspective view of an automobile to which the vehicle body front skeletal structure of the present invention, FIG 2 is front vehicle body skeleton perspective view showing the structure, FIG. 3 is a plan view showing a skeleton structure of a vehicle body front substantially expressly, enlarged perspective view Figure 4 showing a front region of the front side member of the vehicle body front right, FIG. 5 is a vehicle body front portion image diagram showing a substantially expressly state that collision load straight direction and oblique direction is inputted to, and without 6 the there rigidity adjusting member deformation mode of the front region of the front side members due to the collision load input straight direction If you compare the (a), (b) a plan view showing the substantially expressly, 7 energy absorption characteristic diagram of a collision load input of the rectilinear direction, the front side according to FIG. 8 is a frontal oblique impact collision load input If the variations of the front region of the member rigidity adjusting member there と無い場合とを比較して(a)〜(d)に略示的に示す平面図、図9は斜め前方の衝突荷重入力時のエネルギー吸収特性図である。 By comparing the trunk if no (a) a plan view showing approximately the express ~ (d), FIG. 9 is an energy absorption characteristic diagram during the frontal oblique impact collision load input.
【0011】 [0011]
第1実施形態の車体前部骨格構造は、図1に示す車両1のフロントコンパートメントF・Cの骨格構造を構成する図2,図3に示す骨格メンバとしてのフロントサイドメンバ2に適用してある。 Front vehicle body framework structure in the first embodiment is applied to FIG. 2, the front side members 2 as the skeleton member shown in FIG. 3 that constitutes the skeletal structure of the front compartment F · C of the vehicle 1 shown in FIG. 1 .
【0012】 [0012]
フロントサイドメンバ2は、図2,図3に示すようにフロントコンパートメントF・Cの左右両側部に1対設けられ、それぞれを車体前後方向に略平行に配置してあり、1対のフロントサイドメンバ2の前端部に跨ってフロントバンパーの骨格を成すバンパーレインフォース3を結合してある。 Front side members 2, 2, a pair is provided on the left and right sides of the front compartment F · C as shown in FIG. 3, Yes and arranged substantially parallel to each in the longitudinal direction of the vehicle body, a pair of front side members We are combining the bumper reinforcement 3, which forms the backbone of the front bumper across the front end of the 2.
【0013】 [0013]
また、それぞれのフロントサイドメンバ2の後方にはダッシュパネル4からフロアパネル5の下面側に回り込むエクステンションサイドメンバ6を連設してあり、それぞれのエクステンションサイドメンバ6の車幅方向外方には略平行にサイドシル7が配置され、これらエクステンションサイドメンバ6とサイドシル7のそれぞれの前端部をアウトリガー8で連結してある。 Further, in the rear of each of the front side member. 2 are consecutively provided the extension side members 6 sneaking from the dash panel 4 on the lower surface of the floor panel 5, substantially in the vehicle width direction outer side of each of the extension side members 6 parallel disposed side sill 7, are connected to respective front ends of these extension side members 6 and the side sill 7 outrigger 8.
【0014】 [0014]
更に、各フロントサイドメンバ2の上方かつ車幅方向外方には略平行にフードリッジメンバ9を設けてあり、これらフードリッジメンバ9の車体後方の基端部をサイドシル7の前端部から立ち上がるフロントピラー10に結合してある。 Furthermore, the upper and the vehicle width direction outer side of the front side member. 2 are substantially parallel to provided a hood ridge members 9, front rising the vehicle rear of the base end portion of the hood ridge members 9 from the front end of the side sill 7 It is attached to the pillar 10.
【0015】 [0015]
また、フードリッジメンバ9とフロントサイドメンバ2の車体後端部間には、ストラットタワー11を設けてある。 Further, between the vehicle body rear portion of the hood ridge members 9 and the front side member 2 is provided with a strut tower 11.
【0016】 [0016]
フロントサイドメンバ2は、前端から所定距離だけ後方に離れた中間部分に補強部分Aを設けて、この補強部分Aにエンジンやトランスミッションを合体したパワーユニットP(図5参照)をマウントするためのマウントブラケット12を設けてあり、この補強部分Aよりも前方が前方領域2F(図3参照)となる一方、補強部分Aよりも後方が後方領域2Rとなり、前方領域2Fは前方からの衝突荷重F1,F2によって変形して、衝突エネルギーを吸収できるようになっている。 Front side member 2 is provided with a reinforcing portion A in an intermediate portion spaced rearwardly from the front end by a predetermined distance, mounting brackets for mounting the power unit P coalesced the engine and transmission (see FIG. 5) on the reinforcing portion A is provided with a 12, while the front than the reinforcing portion a becomes the front region 2F (see FIG. 3), rear rear region 2R next than the reinforcing portion a, the impact load F1 in the front region 2F from the front, F2 deformed by, and to be able to absorb the collision energy.
【0017】 [0017]
ここで、この第1実施形態では前記フロントサイドメンバ2の前方領域2Fを、図4に示すように剛性が車体前後方向に亘って略均一となり、かつ、車幅方向内側の剛性を外側よりも大きくした閉断面構造の外殻部材20と、この外殻部材20の内部に配設し、剛性が車体前方から車体後方に向けて不連続に漸増する剛性調整部材21と、で構成してある。 Here, the front region 2F of the front side member 2 in this first embodiment, becomes substantially uniform rigidity as shown in FIG. 4 over the longitudinal direction of the vehicle body, and, from the outer in the vehicle width direction inner side of the rigid an outer shell member 20 of the larger the closed cross section, there this was disposed within the outer shell member 20, the rigidity adjusting member 21 rigidity gradually increases discontinuously toward the front of the vehicle body to the rear of the vehicle body, in constituting .
【0018】 [0018]
前記外殻部材20は、フロントサイドメンバ2の全長に亘って、平板帯状のアウタープレート2aの内側部分に断面コ字状のインナープレート2bの両側フランジ部をスポット溶接などで接合して、断面矩形状の閉断面構造として構成してある。 The outer shell member 20, the entire length of the front side member 2, both side flange portions of the inner plate 2b to the inner portion of the U-shaped cross section of the flat strip of the outer plate 2a are joined by spot welding or the like, cross-sectional rectangular It is constructed as closed cross section shape.
【0019】 [0019]
また、前記補強部分Aは、インナープレート2bに補強板を接合し、またはインナープレート2bの肉厚を部分的に厚肉化する等によって形成することができる。 Further, the reinforcing portion A can be formed by such bonding a reinforcing plate to the inner plate 2b, or partially thickened wall thickness of the inner plate 2b.
【0020】 [0020]
前記剛性調整部材21は、図4に示すように、車体前方から後方に向かって車幅方向の幅が漸増する平面略三角形状に形成した上・下面21a,21bと、これら上・下面21a,21bの車幅方向内側を繋ぐ傾斜面21cと、によって断面略コ字状に形成し、前記上・下面21a,21bの外側部分21dを、断面矩形状に形成した外殻部材20の外側壁としてのアウタープレート2aに、レーザ溶接などにより接合してある。 The rigid adjustment member 21, as shown in FIG. 4, upper and lower surface 21a which is formed in a planar substantially triangular for increasing the width in the vehicle width direction from the vehicle front toward the rear, 21b and these upper and lower surface 21a, the inclined surface 21c connecting the vehicle width direction inner side of 21b, the formed in a substantially U-shaped cross section, the upper and lower surface 21a, 21b of the outer portion 21d of the outer wall of the outer shell member 20 formed in a rectangular cross section to the outer plate 2a, they are joined by laser welding or the like.
【0021】 [0021]
この場合、前記外側部分21dの接合位置は、外殻部材20が軸圧潰した際に蛇腹状に変形する圧潰ビードと干渉しない位置が選択される。 In this case, the bonding position of the outer portion 21d, the position of the outer shell member 20 does not interfere with the crush bead to deform like bellows upon axial crushing is selected.
【0022】 [0022]
前記剛性調整部材21の車体前後方向の不連続な剛性部分は、この剛性調整部材21の上・下面21a,21bに車体前後方向に所定間隔をもって形成した複数の第1脆弱部分としてのスリット22により構成してある。 Body discontinuous rigid portion in the longitudinal direction of the rigidity adjusting member 21, upper and lower surface 21a of the rigidity adjusting member 21, the slit 22 as a plurality of first weak portion formed at predetermined intervals in the longitudinal direction of the vehicle body to 21b configure and Aru.
【0023】 [0023]
前記スリット22は、上・下面21a,21bに車幅方向に形成してあり、各スリット22は上・下面21a,21bの幅変化に伴って、車体前方から車体後方に行くに従って徐々に長くなっており、各スリット22はフロントサイドメンバ2の圧潰モードピッチの1/2の間隔で形成してある。 The slit 22, upper and lower surface 21a, Yes formed in the vehicle width direction 21b, the slits 22 with a width change of the upper and lower surface 21a, 21b, gradually lengthened toward the front of the vehicle body to the rear of the vehicle body and which, each slit 22 is formed at half the spacing of the crushing mode pitch of the front side member 2.
【0024】 [0024]
また、前記剛性調整部材21の内側部分となる傾斜面21cの車体後方端部21eを、外殻部材20の内側壁としてのインナープレート2bの内壁2cにプラグ溶接などにより接合してある。 Further, the vehicle rear end portion 21e of the inclined surface 21c which becomes an inner portion of said rigidity adjusting member 21, are joined by such plug welding to the inner wall 2c of the inner plate 2b as the inner wall of the outer shell member 20.
【0025】 [0025]
この場合、剛性調整部材21の車体後方端部21eは、フロントサイドメンバ2の補強部分Aに接合している。 In this case, the body rear end portion 21e of the rigidity adjusting member 21 is bonded to the reinforcing portion A of the front side member 2.
【0026】 [0026]
更に、この実施形態では前記外殻部材20の前端部、詳細にはインナープレート2bの内壁2cの前端部に、軸方向の衝突荷重の入力時にフロントサイドメンバ2の軸圧潰を誘発する第2脆弱部分としてのビード部23を設けてある。 Further, the front end portion of the outer shell member 20 in this embodiment, the front end portion of the inner wall 2c of the inner plate 2b in particular, the second weak to induce axial collapse of the front side member 2 when the input in the axial direction of the collision load the bead portion 23 of the part is provided. この場合、前記ビード部23は軸圧潰モードの谷部に沿う上下方向に形成してある。 In this case, the bead portion 23 is formed in the vertical direction along the axis crush mode valley.
【0027】 [0027]
以上の構成によりこの第1実施形態の車体前部骨格構造によれば、図5に示すように前面衝突により衝突荷重F1が直進方向からフロントサイドメンバ2の前端部に作用した場合、外殻部材20の前端部に設けたビード部23によりフロントサイドメンバ2の前端部から軸圧潰が始まる。 According the above structure in the front part of the vehicle body framework structure in the first embodiment, when a collision load F1 by frontal collision as shown in FIG. 5 acts from straight ahead to the front end portion of the front side member 2, the outer shell member axial crush starts from the front end portion of the front side member 2 by the bead portion 23 provided at the front end portion of 20.
【0028】 [0028]
すると、剛性調整部材21にも衝突荷重F1が入力し、この衝突荷重F1の入力により剛性調整部材21はスリット22が潰れて上・下面21a,21bが軸方向に短縮するように変形し、これに伴って剛性調整部材21の外側部分12dを接合した外殻部材20は、各スリット22の潰れに誘起されて図6(a)に示すように軸圧潰する。 Then, also enter the collision load F1 in rigidity adjusting member 21, upper and lower surface 21a, 21b is deformed so as to shorten the axial stiffness adjustment member 21 is slit 22 is crushed by the input of the impact load F1, which outer shell member 20 formed by joining the outer portion 12d of the rigidity adjusting member 21 with the is induced collapse of each of the slits 22 axially collapsed as shown in Figure 6 (a).
【0029】 [0029]
尚、前記剛性調整部材21を設けていない場合は、フロントサイドメンバ2が潰れていく過程でこのフロントサイドメンバ2全体に入力荷重F1が加わるため、フロントサイドメンバ2が変形する起点は特定されずに後端側にも発生し易くなり、このようにフロントサイドメンバ2の後端側に変形が発生すると、図6(b)に示すようにその後端側の折れを助長し、十分に衝突エネルギーを吸収できなくなる。 In the case where the not provided rigid adjustment member 21, since the input load F1 throughout the front side member 2 is applied in the course of the front side member 2 is gradually crushed, the starting point where the front side member 2 is deformed is not identified also likely to occur in the rear end side, if such deformation at the rear end of the front side member 2 is occurring, to facilitate the bending of the rear end side as shown in FIG. 6 (b), enough impact energy It can not be absorbed.
【0030】 [0030]
これに対して、本実施形態では外殻部材20の車幅方向内側の剛性を外側よりも大きくしてあることと、この外殻部材20の内側に剛性調整部材21を設けたことにより、フロントサイドメンバ2を入力荷重F1によって内側への曲げ変形を抑制して軸圧潰させることができるとともに、外殻部材20自体に複数の脆弱部分を設けていないことにより、大きな圧潰反力を確保して衝突エネルギーを効率よく吸収することができる。 In contrast, the fact that the vehicle width direction inner side of the rigid outer shell member 20 is made larger than the outer in the present embodiment, by providing the rigidity adjusting member 21 inside the outer shell member 20, a front with the bending deformation of the side members 2 to the inside by the input load F1 can be axially collapsed to suppress, by not providing a plurality of weakened portions in the outer shell member 20 itself, to ensure a greater crushing reaction force it is possible to absorb the collision energy efficiently.
【0031】 [0031]
従って、図7のエネルギー吸収特性に示すように、同図中破線に示す剛性調整部材が無い場合に比較して、同図中実線に示す剛性調整部材21を設けた本実施形態の場合は、フロントサイドメンバ2による衝突エネルギーの吸収量を拡大することができる。 Accordingly, as shown in the energy absorption characteristics of FIG. 7, as compared with the case rigidity adjusting member shown in a broken line in the figure is not the case of the present embodiment in which a rigid adjustment member 21 shown in solid line in the figure, it is possible to increase the absorption of collision energy by the front side member 2.
【0032】 [0032]
次に、図5および図8(a)に示すように、斜め前方衝突により衝突荷重F2が斜め前方外方からフロントサイドメンバ2の前端部に作用した場合、この場合にあっても剛性調整部材21を設けたことにより、フロントサイドメンバ2の前方領域2Fの潰れていく過程の軸中心の傾き変化角度θ1は、図8(c)に示すように剛性調整部材21を設けていない場合の変化角度θ2と比較して、小さく(θ1<θ2)なる。 Next, as shown in FIG. 5 and FIG. 8 (a), the case where the collision load F2 by the oblique forward collision is applied from the obliquely front outside the front end portion of the front side member 2, rigidity adjusting member even in this case by providing a 21, change in inclination angle θ1 of the axial center of the course of collapse of the front side member 2 in the front region 2F, the change in the case provided with no rigidity adjusting member 21 as shown in FIG. 8 (c) compared to the angle .theta.2, decreases (θ1 <θ2).
【0033】 [0033]
このため、図8(b)に示すように剛性調整部材21を設けた場合は、図8(d)の剛性調整部材21を設けていない場合に比較して、安定した圧潰モードを発生させることができる。 Therefore, the case of providing the rigidity adjusting member 21 as shown in FIG. 8 (b), as compared with the case provided with no rigidity adjusting member 21 in FIG. 8 (d), the possible to generate a stable collapsed mode can.
【0034】 [0034]
つまり、この斜め前方衝突の場合にあっても、剛性調整部材21を設けていない場合は、フロントサイドメンバ2が潰れていく過程でフロントサイドメンバ2が変形する起点は特定されずに後端側にも発生し易くなり、図8(d)に示すようにその後端側の内側への折れを助長し、十分に衝突エネルギーを吸収できなくなる。 That is, even when the frontal oblique impact collision, if not provided with rigid adjustment member 21, the rear end side to the starting point of the front side member 2 in the course of the front side member 2 is gradually crushed to deform is not identified also liable to occur, conducive to bending to the rear end side of the inner as shown in FIG. 8 (d), it can not be sufficiently absorb the collision energy.
【0035】 [0035]
これに対して、本実施形態では剛性調整部材21を設けたことにより、フロントサイドメンバ2を入力荷重F2によって軸圧潰させることができるとともに、外殻部材20自体に複数の脆弱部分を設けていないことにより、大きな圧潰反力を確保して衝突エネルギーを効率よく吸収することができる。 In contrast, by providing the rigidity adjusting member 21 in the present embodiment, the front side member 2 by the input load F2 it is possible to axial collapse, not a plurality of weakened portions in the outer shell member 20 itself it is thereby possible to efficiently absorb collision energy by securing a large crushing reaction force.
【0036】 [0036]
従って、図9のエネルギー吸収特性に示すように、同図中破線に示す剛性調整部材が無い場合に比較して、同図中実線に示す剛性調整部材21を設けた本実施形態の場合は、フロントサイドメンバ2による衝突エネルギーの吸収量を同等以上とすることができるとともに、潰れストロークを増加させることができる。 Accordingly, as shown in the energy absorption characteristics of Fig. 9, as compared with the case rigidity adjusting member shown in a broken line in the figure is not the case of the present embodiment in which a rigid adjustment member 21 shown in solid line in the figure, with the absorption of collision energy may be equivalent or more by the front side member 2, it is possible to increase the collapse stroke.
【0037】 [0037]
.
【0038】 [0038]
ところで、この第1実施形態の車体前部骨格構造は前記作用効果に加えて、上・下面21a,21bを車体前方から後方に向かって車幅方向の幅が漸増する平面略三角形状に形成し、これら上・下面21a,21bの外側部分21dを、断面矩形状に形成した外殻部材20のアウタープレート2aに接合したので、前面衝突時に車幅方向の剛性バランスを崩すことなくフロントサイドメンバ2を軸圧潰し、また、斜め前方衝突時に外殻部材20に接合した剛性調整部材21がこの外殻部材20の圧潰モードをコントロールすることができ、安定した高効率の衝突エネルギー吸収効果を得ることができる。 Incidentally front vehicle body structure the first embodiment in addition to the operational effect, formed on the upper and lower surface 21a, flat, substantially triangular width in the vehicle width direction gradually increases 21b from the front of the vehicle body toward the rear these upper and lower surface 21a, 21b of the outer portion 21d of the so joined to the outer plate 2a of the outer shell member 20 formed in a rectangular cross section, the front side member 2 without losing the rigidity balance of the vehicle width direction at the time of frontal collision the axially collapse, also the rigidity adjusting member 21 bonded to the outer shell member 20 during a frontal oblique impact collision is able to control the collapse mode of the outer shell member 20 to obtain the impact energy absorption effect of the stable high efficiency can.
【0039】 [0039]
また、前記剛性調整部材21の車体前後方向の不連続な剛性部分は、この剛性調整部材21の上・下面21a,21bに車体前後方向に所定間隔をもって形成した複数の第1脆弱部分としてのスリット22により構成したので、外殻部材20の前端部が変形したときに、外殻部材20の変形モードに加えて剛性調整部材21のスリット22を形成した上・下面21a,21bの内側を繋ぐ傾斜面21cが容易に変形し、その後、この変形に誘起されて外殻部材20のアウタープレート2aの変形を促進することができる。 Further, the vehicle body discontinuous rigid portion in the longitudinal direction of the rigid adjustment member 21, slits as a plurality of first weakened portion of the upper and lower surface 21a, in the vehicle longitudinal direction 21b is formed at a predetermined interval of the rigidity adjusting member 21 since it is configured by 22, when the front end portion of the outer shell member 20 is deformed, deformation mode in addition on the formation of the slit 22 of the rigid adjustment member 21, the lower surface 21a of the outer shell member 20, the inclined connecting the inner 21b surface 21c is easily deformed, then, can promote deformation of the outer plate 2a of the outer shell member 20 is induced in this variant. 従って、外殻部材20の折れを発生することなく安定した高効率の衝突エネルギー吸収効果を得ることができる。 Therefore, it is possible to obtain impact energy absorption effect of the stable high efficiency without causing the breakage of the outer shell member 20.
【0040】 [0040]
更に、第1脆弱部分として車幅方向に延びる前記スリット22としたことにより、剛性調整部材21の傾斜面21cの変形を確実に発生させることができ、ひいては、外殻部材20の圧潰モードを効率よく発生させることができる。 Furthermore, the efficiency by which the said slit 22 extending in the vehicle width direction as the first weakened portions, it is possible to reliably generate the deformation of the inclined surface 21c of the rigid adjustment member 21, thus, the crush mode of the outer shell member 20 well it can be generated. 尚、第1脆弱部分としてはスリット22に限ることなく、他の部分よりも剛性が低下する部分、例えば凹凸ビードとして構成することができる。 The portion not limited to the slit 22 as the first weakened portions, which is stiffer than the other portion decreases, can be configured, for example as unevenness bead.
【0041】 [0041]
更にまた、剛性調整部材21の傾斜面21cの車体後方端部21eを、外殻部材20のインナープレート2bの内壁2cに接合したので、衝突時に外殻部材20を前端から効率よく安定してエネルギー吸収させることができる。 Furthermore, the vehicle rear end portion 21e of the inclined surface 21c of the rigid adjustment member 21, since the bonding to the inner wall 2c of the inner plate 2b of the outer shell member 20, and efficiently and stably the outer shell member 20 from the front end at the time of collision energy it can be absorbed.
【0042】 [0042]
特に、この剛性調整部材21の車体後方端部21eを、フロントサイドメンバ2の補強部分Aに接合したので、剛性調整部材21は衝突荷重F1,F2を確実に受け止めて、外殻部材20を前端から効率よく安定してエネルギー吸収させることができる。 In particular, the front end of the vehicle body rear end 21e of the rigidity adjusting member 21, since the bonding to the reinforcing portion A of the front side member 2, rigidity adjusting member 21 is received to ensure a collision load F1, F2, the outer shell member 20 efficiently stably it can be energy absorption from.
【0043】 [0043]
更に、外殻部材20の前端部に、軸方向の衝突荷重が入力した際にフロントサイドメンバ2の軸圧潰を誘発する第2脆弱部分としてのビード部23を設けたので、衝突時に外殻部材20を前端から効率よく安定して軸圧潰させることができる。 Further, the front end portion of the outer shell member 20, is provided with the bead portion 23 of the second weakened portions of inducing axial collapse of the front side member 2 when the collision load in the axial direction is input, outer shell member at the time of a collision 20 can be axially collapsed from the front end efficiently stably a.
【0044】 [0044]
ところで、この第1実施形態では剛性調整部材21を外殻部材20に固定するにあたって、図4に示すように、上・下面21a,21bの外側部材21dをアウタープレート2aに接合したが、これに限ることなく図10に示すように、前記外側部分21dの車体外側縁部を全長に亘って折曲してフランジ部24を形成し、このフランジ部24を前記外殻部材20のアウタープレート2aにスポット溶接などにより接合することができる。 Meanwhile, in order to secure the rigidity adjusting member 21 to the outer shell member 20 in the first embodiment, as shown in FIG. 4, the upper and lower surface 21a, it has been joined to the outer member 21d to the outer plate 2a of 21b, to as shown in FIG. 10 without being limited to form a flange portion 24 by folding the outboard edge of the outer portion 21d along the entire length, the flange portion 24 to the outer plate 2a of the outer shell member 20 it can be joined by spot welding or the like.
【0045】 [0045]
このように、フランジ部24を介して剛性調整部材21を外殻部材20に固定することにより、本例のように外殻部材20のインナープレート2b形状を多角形とした場合は、フロントサイドメンバ2の車両内側角部が増加することにより剛性が大きくなり、アウタープレート2aとの剛性バランスに差が生じてフロントサイドメンバ2に横折れが発生し易くなるが、前記フランジ部24がアウタープレート2aの補強部分となって外殻部材20の内・外壁の剛性バランスを均等に近づけることができる。 By thus through the flange portion 24 to secure the rigidity adjusting member 21 to the outer shell member 20, when the inner plate 2b the shape of the outer shell member 20 as in this example was a polygon, the front side member rigidity is increased by the vehicle inner corner portions of the two is increased, but the lateral bending to the front side member 2 difference in the rigidity balance between the outer plate 2a occurs is likely to occur, the flange portion 24 is the outer plate 2a it can be equally close the rigidity balance of the inner and outer walls of the outer shell member 20 is a reinforcing portion.
【0046】 [0046]
また、前記フランジ24を設けたことにより、剛性調整部材21をアウタープレート2aに固定する場合の位置決めを容易かつ正確に行うことができるとともに、その際の固定にスポット溶接を用いることができるため、剛性調整部材21の固定作業を簡素化することができる。 Further, by providing the flange 24, it is possible to easily and accurately position the case of fixing the rigidity adjusting member 21 to the outer plate 2a, it is possible to use a spot welding to the fixing of the time, it is possible to simplify the work of fixing the rigid adjustment member 21.
【0047】 [0047]
更に、剛性調整部材21と外殻部材20との固定は、図11に示すようにスリット22によって分断したフランジ部24aを設け、その分断したフランジ部24aをスポット溶接によりアウタープレート2aに接合することもできる。 Furthermore, fixing of the rigidity adjusting member 21 and the outer shell member 20 is provided with a flange portion 24a which is separated by the slit 22, as shown in FIG. 11, joining the split flanges unit 24a by spot welding to the outer plate 2a It can also be.
【0048】 [0048]
この場合にあっても、前記図10に示した剛性調整部材21と同様に安価で作り勝手のよい構造とすることができる。 Also in this case, it is possible to freely good structure made similarly inexpensive and rigidity adjusting member 21 shown in FIG. 10.
【0049】 [0049]
図12〜図14は本発明の第2実施形態を示し、前記第1実施形態と同一構成部分に同一符号を付して重複する説明を省略して述べるものとし、図12は車体前部右側のフロントサイドメンバの前方領域を示す拡大斜視図、図13は剛性調整部材の展開図、図14は剛性調整部材の取付け状態の平面図である。 12-14 show a second embodiment of the present invention, and those described by omitting duplicated description are denoted by the same reference numerals in the first embodiment and the same components, FIG. 12 is a vehicle body front portion right enlarged perspective view showing the front region of the front side member, and FIG. 13 is a developed view of the rigidity adjusting member, FIG. 14 is a plan view of the mounting state of the rigidity adjusting member.
【0050】 [0050]
この第2実施形態の車体前部骨格構造が前記第1実施形態と主に異なる点は、図12に示すように剛性調整部材21を、車体前後方向に亘って曲率を略一定とする半円筒形状に形成したことにあり、この場合、上・下面21a,21bに形成した複数のスリット22の長さは、車体前方から車体後方に向かって除々に短くしてある。 The second and the front vehicle body framework structure in the first embodiment of the embodiment is distinguished from the semi-cylinder of rigidity adjusting member 21 as shown in FIG. 12, a substantially constant curvature over the longitudinal direction of the vehicle body located to the formation of a shape, in this case, the length of the plurality of slits 22 formed upper and lower surface 21a, and 21b are, are shortened from the front of the vehicle body gradually toward the rear of the vehicle body.
【0051】 [0051]
即ち、この実施形態の剛性調整部材21は、図13に示すように全体的に車体前後方向に長辺となる矩形状の板材25の両側部に、長さが車体前方(図中下方)から車体後方(図中上方)に向かって段階的に短くなるスリット22を櫛歯状に形成しておき、この板材25を半円筒状に幅方向(図中左右方向)に丸めることにより形成する。 That is, the rigidity adjusting member 21 of this embodiment, on both sides of the rectangular plate 25 made of a long side in the overall longitudinal direction of the vehicle body as shown in FIG. 13, from the front of the vehicle body length (in the figure downwards) the vehicle rear slit 22 formed stepwise shorter toward (upward in the drawing) previously formed in a comb shape is formed by rounding the plate 25 in the width direction into a semi-cylindrical shape (in the horizontal direction).
【0052】 [0052]
また、前記スリット22は車体前後方向に一定間隔をもって複数形成してあるが、その間隔はフロントサイドメンバ2の圧潰モードピッチの1/2に設定してある。 Further, the slit 22 is are plurality formed with a predetermined interval in the longitudinal direction of the vehicle body, the interval is set at 1/2 of the crushing mode pitch of the front side member 2.
【0053】 [0053]
そして、剛性調整部材21の車体後方端部21eは、図14にも示すように、車体前後方向(図中上下方向)に対して車幅方向に傾斜する傾斜部26aを有する反力支持部材26を介して外殻部材20の補強部分Aに連結してある。 Then, the vehicle rear end portion 21e of the rigidity adjusting member 21, as shown in FIG. 14, the reaction force supporting member has an inclined portion 26a inclined in the vehicle width direction with respect to the longitudinal direction of the vehicle body (in the vertical direction in the figure) 26 It is connected to the reinforcing portion a of the outer shell member 20 through.
【0054】 [0054]
更に、この実施形態にあっても外殻部材20には、インナープレート2bの内壁2cの前端部に第2脆弱部分としてのビード部23を設けてある。 Further, the outer shell member 20 even in this embodiment, are the bead portion 23 of the second weak portion provided at the front end portion of the inner wall 2c of the inner plate 2b.
【0055】 [0055]
以上の構成によりこの第2実施形態の車体前部骨格構造によれば、前記第1実施形態と同様にフロントサイドメンバ2は前端部のビード部23から変形が始まり、剛性調整部材21がスリット22から変形して、これに誘発されて外殻部材20に軸圧潰が促進するため、フロントサイドメンバ2に安定した軸圧潰モードを発生させることができる。 According the above structure in the front part of the vehicle body framework structure of the second embodiment, the front side member 2 as in the first embodiment starts deformation from the bead portion 23 of the front end portion, the rigidity adjusting member 21 is slit 22 deformed from the being induced for axial crush promotes the outer shell member 20 which, stable axial crush mode in the front side member 2 can be generated.
【0056】 [0056]
尚、剛性調整部材21の半円筒の大きさは外殻部材20が変形するときの軸圧潰部分と干渉しないように予め設定してある。 Incidentally, the semi-cylindrical size of the rigidity adjusting member 21 is previously set so as not to interfere with the axial crush portion when the outer shell member 20 is deformed.
【0057】 [0057]
また、この実施形態では剛性調整部材21の車体後方端部21eを、傾斜部26aを有する反力支持部材26を介して外殻部材20の補強部分Aに連結したので、傾斜部25aがフロントサイドメンバ2の後端部に発生した変形を受け止める働きをして、フロントサイドメンバ2の圧潰モードの安定化を図ることができ、ひいては、衝突エネルギーの吸収効率を高めることができる。 Further, the vehicle rear end portion 21e of the rigidity adjusting member 21 in this embodiment, since the connection reinforcing portion A of the outer shell member 20 via a reaction force supporting member 26 having an inclined portion 26a, the inclined portion 25a is the front side and it serves to receive the deformation generated in the rear end portion of the member 2, the stabilization of the crushing mode of the front side member 2 can be achieved, thus, it is possible to enhance absorption efficiency of the collision energy.
【0058】 [0058]
ところで、本発明の車体前部骨格構造は前記第1,第2実施形態を例にとって説明したが、これに限ることなく本発明の要旨を逸脱しない範囲内で他の実施形態を各種採ることができる。 Incidentally, the vehicle body front skeletal structure of the first invention, although the second embodiment described as an example, to adopt various other embodiments without departing from the scope and spirit of the present invention not limited to this it can.
【図面の簡単な説明】 BRIEF DESCRIPTION OF THE DRAWINGS
【図1】本発明の車体前部骨格構造を適用した自動車の外観斜視図。 Figure 1 is an external perspective view of an automobile to which the vehicle body front skeletal structure of the present invention.
【図2】本発明の第1実施形態における車体前部の骨格構造を示す斜視図。 Figure 2 is a perspective view showing a front portion of the vehicle body framework structure in the first embodiment of the present invention.
【図3】本発明の第1実施形態における車体前部の骨格構造を略示的に示す平面図。 Plan view illustrating the substantially expressly the front portion of the vehicle body framework structure in the first embodiment of the present invention; FIG.
【図4】本発明の第1実施形態における車体前部右側のフロントサイドメンバの前方領域を示す拡大斜視図。 Figure 4 is an enlarged perspective view illustrating a front region of the front side member of the vehicle body front right side in the first embodiment of the present invention.
【図5】本発明の第1実施形態における車体前部に直進方向および斜め方向の衝突荷重が入力される状態を略示的に示すイメージ図。 [5] image diagram showing a substantially expressly states that the collision load straight direction and the oblique direction in the front part of the vehicle body is inputted to the first embodiment of the present invention.
【図6】本発明の第1実施形態における直進方向の衝突荷重入力によるフロントサイドメンバの前方領域の変形態様を剛性調整部材が有る場合と無い場合とを比較して(a),(b)に略示的に示す平面図。 [6] The variant of the front region of the front side members due to the collision load input of the rectilinear direction in the first embodiment of the present invention by comparing the case and without rigidity adjusting member there is (a), (b) plan view in substantially the express.
【図7】本発明の第1実施形態における直進方向の衝突荷重入力時のエネルギー吸収特性図。 [7] the energy absorption characteristic diagram of collision load input of the rectilinear direction in the first embodiment of the present invention.
【図8】本発明の第1実施形態における斜め前方の衝突荷重入力によるフロントサイドメンバの前方領域の変形態様を剛性調整部材が有る場合と無い場合とを比較して(a)〜(d)に略示的に示す平面図。 [8] The variant of the front region of the front side members due to the oblique front collision load input in the first embodiment of the present invention by comparing the case and without rigidity adjusting member there is (a) ~ (d) plan view in substantially the express.
【図9】本発明の第1実施形態における斜め前方の衝突荷重入力時のエネルギー吸収特性図。 [9] the energy absorption characteristic diagram at the time of oblique front collision load input in the first embodiment of the present invention.
【図10】本発明の第1実施形態の1つの変形例である車体前部右側のフロントサイドメンバの前方領域を示す拡大斜視図。 Figure 10 is an enlarged perspective view illustrating a front region of the front side member of the vehicle front portion right is one modification of the first embodiment of the present invention.
【図11】本発明の第1実施形態の他の変形例である車体前部右側のフロントサイドメンバの前方領域を示す拡大斜視図。 Figure 11 is an enlarged perspective view illustrating a front region of the vehicle body front right of the front side member which is another modification of the first embodiment of the present invention.
【図12】本発明の第2実施形態にける車体前部右側のフロントサイドメンバの前方領域を示す拡大斜視図。 Figure 12 is an enlarged perspective view illustrating a front region of the front side member of the vehicle body front right kick to the second embodiment of the present invention.
【図13】本発明の第2実施形態における剛性調整部材の展開図。 [13] developed view of the rigidity adjusting member in a second embodiment of the present invention.
【図14】本発明の第2実施形態における剛性調整部材の取付け状態の平面図。 Figure 14 is a plan view of the mounting state of the rigidity adjusting member in a second embodiment of the present invention.
【符号の説明】 DESCRIPTION OF SYMBOLS
1 車両2 フロントイドメンバ(骨格メンバ) 1 vehicle 2 front Ido member (skeletal member)
2F フロントサイドメンバの前方領域2R フロントサイドメンバの後方領域20 外殻部材21 剛性調整部材22 スリット(第1脆弱部分) 2F front side members of the front region 2R front side members of the rear region 20 outer shell member 21 rigidity adjusting member 22 slits (first weak portion)
23 ビード部(第2脆弱部分) 23 bead portion (second weak portion)
24,24a フランジ部26 反力支持部材26a 傾斜部A 補強部分 24,24a flange 26 reaction force supporting member 26a inclined portion A reinforcing portion

Claims (9)

  1. 車体前後方向に延在して車体前部の車体骨格を成す骨格メンバを、 Skeletal member forming a front body of the vehicle body frame extending in the longitudinal direction of the vehicle body,
    剛性が車体前後方向に亘って略均一となり、かつ、車幅方向内側の剛性を外側よりも大きくした閉断面構造の外殻部材と、 Rigidity becomes substantially uniform over the longitudinal direction of the vehicle body, and an outer shell member of closed cross section that the inboard stiffness is larger than the outer,
    この外殻部材の内部に配設し、剛性が車体前方から車体後方に向けて不連続に漸増する剛性調整部材と、 Disposed inside the outer shell member, and the rigidity adjusting member rigidity gradually increases discontinuously toward the front of the vehicle body to the rear of the vehicle body,
    で構成したことを特徴とする車体前部骨格構造。 Front vehicle body framework structure characterized by being configured in.
  2. 外殻部材を断面矩形状に形成する一方、剛性調整部材はその上・下面を車体前方から後方に向かって車幅方向の幅が漸増する略三角形状に形成し、この剛性調整部材の外側部分を外殻部材の外側壁に接合したことを特徴とする請求項1に記載の車体前部骨格構造。 While forming the outer shell member to a rectangular cross section, rigidity adjusting member is formed in a substantially triangular shape which gradually increases the width in the vehicle width direction toward the rear of the upper and lower surface from the front of the vehicle body, the outer portion of the rigidity adjusting member front vehicle body structure according to claim 1, characterized in that the joined outside wall of the outer shell member.
  3. 剛性調整部材の車体前後方向の不連続な剛性部分は、この剛性調整部材の上・下面に車体前後方向に所定間隔をもって形成した複数の第1脆弱部分であることを特徴とする請求項1または2に記載の車体前部骨格構造。 Rigid body discontinuous rigid portion in the longitudinal direction of the adjusting member, or claim 1, characterized in that the upper and lower surface of the rigid adjustment member is a plurality of first weak portion formed at predetermined intervals in the longitudinal direction of the vehicle body front vehicle body structure according to 2.
  4. 第1脆弱部分は、車幅方向に延びるスリットであることを特徴とする請求項3に記載の車体前部骨格構造。 The first fragile portion, front vehicle body structure according to claim 3, characterized in that the slits extending in the vehicle width direction.
  5. 剛性調整部材の内側部分の車体後方端部を、外殻部材の内側壁に接合したことを特徴とする請求項1〜4のいずれか1つに記載の車体前部骨格構造。 Front vehicle body structure according to the vehicle rear end portion of the inner portion of the rigidity adjusting member, any one of claims 1 to 4, characterized in that joined to the inner wall of the outer shell member.
  6. 外殻部材の前記剛性調整部材の車体後方端部に対応する部位に補強部分を設け、この補強部分に剛性調整部材の車体後方端部を接合したことを特徴とする請求項1〜5のいずれか1つに記載の車体前部骨格構造。 A reinforcing portion at positions corresponding to the vehicle rear end portion of said rigidity adjusting member of the outer shell member is provided, any of the preceding claims, characterized in that joining the vehicle rear end portion of the rigidity adjusting member in this Reinforcements front vehicle body structure according to one or.
  7. 剛性調整部材は、車体前後方向に亘って曲率を略一定とする半円筒形状を成し、かつ、その上・下面に形成した複数の第1脆弱部分の車幅方向長さは、車体前方から車体後方に向かって徐々に短くしたことを特徴とする請求項1または3〜6のいずれか1つに記載の車体前部骨格構造。 Rigidity adjusting member, forms a semi-cylindrical shape and substantially constant curvature over the longitudinal direction of the vehicle body, and the vehicle width direction length of the plurality of first weakened portion formed in the upper and lower surface, from the front of the vehicle body front vehicle body structure according to any one of claims 1 or 3-6, characterized in that it has gradually shorter toward the rear of the vehicle body.
  8. 剛性調整部材の車体後方端部は、車体前後方向に対して車幅方向に傾斜する傾斜部を有する反力支持部材を介して外殻部材の補強部分に連結したことを特徴とする請求項6または7に記載の車体前部骨格構造。 Vehicle rear end portion of the rigidity adjusting member claims, characterized in that coupled to the reinforcing portion of the outer shell member through the reaction force supporting member having an inclined portion inclined in the vehicle width direction with respect to the longitudinal direction of the vehicle body 6 front vehicle body structure according to or 7.
  9. 外殻部材の前端部に、軸方向の過大荷重の入力時に骨格メンバの軸圧潰を誘発する第2脆弱部分を設けたことを特徴とする請求項1〜8のいずれか1つに記載の車体前部骨格構造。 The front end portion of the outer shell member, the vehicle body according to any one of the preceding claims, characterized in that a second weakened section to induce axial collapse of skeletal members during the input in the axial direction of the excessive load front skeletal structure.
JP2003143786A 2003-05-21 2003-05-21 Vehicle body front part skeleton structure Pending JP2004345466A (en)

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JP2006182317A (en) * 2004-12-28 2006-07-13 Mitsubishi Automob Eng Co Ltd Vehicle front body structure
JP2007055344A (en) * 2005-08-23 2007-03-08 Toyota Motor Corp Vehicle body structure
JP2010505694A (en) * 2006-10-12 2010-02-25 マグナ オートモーティヴ サーヴィシーズ ゲゼルシャフト ミット ベシュレンクテル ハフツング In particular energy absorption device for a non-axial load
JP2011063191A (en) * 2009-09-18 2011-03-31 Kobe Steel Ltd Crash box
CN102490789A (en) * 2011-12-20 2012-06-13 东风汽车公司 Car front longitudinal beam structure capable of improving collision performance
JP5218649B2 (en) * 2009-10-23 2013-06-26 トヨタ自動車株式会社 Body structure
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JP2016533939A (en) * 2013-10-09 2016-11-04 オートテック エンジニアリング エー.アイ.イー. The shock absorber system for a vehicle
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JP4496956B2 (en) * 2004-12-28 2010-07-07 三菱自動車エンジニアリング株式会社 Front portion of the vehicle body structure
JP2006182317A (en) * 2004-12-28 2006-07-13 Mitsubishi Automob Eng Co Ltd Vehicle front body structure
JP2007055344A (en) * 2005-08-23 2007-03-08 Toyota Motor Corp Vehicle body structure
JP4730020B2 (en) * 2005-08-23 2011-07-20 トヨタ自動車株式会社 Vehicle body structure
JP2010505694A (en) * 2006-10-12 2010-02-25 マグナ オートモーティヴ サーヴィシーズ ゲゼルシャフト ミット ベシュレンクテル ハフツング In particular energy absorption device for a non-axial load
JP2011063191A (en) * 2009-09-18 2011-03-31 Kobe Steel Ltd Crash box
CN102985313B (en) 2009-10-23 2014-05-21 丰田自动车株式会社 Body structure
JP5218649B2 (en) * 2009-10-23 2013-06-26 トヨタ自動車株式会社 Body structure
US8523273B2 (en) 2009-10-23 2013-09-03 Toyota Jidosha Kabushiki Kaisha Vehicle body structure
CN102490789A (en) * 2011-12-20 2012-06-13 东风汽车公司 Car front longitudinal beam structure capable of improving collision performance
CN102490789B (en) 2011-12-20 2014-03-12 东风汽车公司 Car front longitudinal beam structure capable of improving collision performance
US9951836B2 (en) 2013-10-09 2018-04-24 Autotech Engineering A.I.E. Shock absorber system for a vehicle
JP2016533939A (en) * 2013-10-09 2016-11-04 オートテック エンジニアリング エー.アイ.イー. The shock absorber system for a vehicle
JP2015077610A (en) * 2013-10-16 2015-04-23 トヨタ自動車株式会社 Laser joining structure and laser joining method
EP2894066A1 (en) * 2014-01-09 2015-07-15 Ford Otomotiv Sanayi Anonim Sirketi Vehicle with bumper mounted on crash box
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JP2017056760A (en) * 2015-09-14 2017-03-23 トヨタ自動車株式会社 Vehicle body skeleton structure
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