JP2009269502A - Collision energy absorbing structure of vehicle body - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a collision energy absorbing structure of a vehicle body whereby the load acting on each ridge of a skeleton member to support a bumper in the event of vehicle collision is adjustable for each ridge. <P>SOLUTION: When a collision load is applied to a bumper reinforcement 86 in the direction from ahead of the vehicle body to behind, the collision load shall be transmitted to a front side member 12 through crush boxes 58, 60, 62, 64 and a mount 32. Each crush box 58, 60, 62, 64 is designed so that the collision absorbing performance is adjustable depending upon existence or none of beads 96, and the collision load acting on the ridges 18, 20, 22, 24 of the front side member 12 can be adjusted through compressive deformation of the crush boxes 58, 60, 62, 64. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a collision energy absorption structure for a vehicle body, and more particularly to a collision energy absorption structure for a vehicle body for absorbing collision energy from a bumper of a vehicle such as an automobile.

Conventionally, a collision energy absorbing structure for a vehicle body for absorbing collision energy from a bumper of a vehicle such as an automobile is known (Patent Document 1). In this vehicle body collision energy absorbing structure, the front end portion of the side frame extension attached to the front end of the side frame extending in the front-rear direction of the vehicle body is covered with a bumper face extending in the vehicle width direction. It becomes the cylinder which joined the 1st division object and the 2nd division object which were divided up and down. For this reason, by changing the length of the tip of the second divided body according to the application, it can be attached to various vehicles, and since the first divided body can be shared, the mass production effect is enhanced, and the side frame extension portion Manufacturing costs can be reduced.
JP 9-66785 A

  However, in the above-described prior art, the load input to the upper portion of the side frame via the first divided body and the load input to the lower portion of the side frame via the second divided body are considered. The load input to each ridgeline of the side frame (frame member) whose cross-sectional shape viewed from the front-rear direction is rectangular is not considered.

  In view of the above-described facts, an object of the present invention is to obtain a vehicle body collision energy absorption structure that can adjust the load acting on each ridge line of a skeleton member that supports a bumper in a vehicle collision for each ridge line.

  The collision energy absorbing structure for a vehicle body according to the first aspect of the present invention includes a bumper reinforcement disposed along the vehicle width direction at a longitudinal end portion of the vehicle body, and disposed along the vehicle longitudinal direction. A skeleton member formed with a plurality of ridge lines extending in the front-rear direction, a portion near each tip of the plurality of ridge lines in the skeleton member and the bumper reinforcement are connected to each other, and a load is applied from the bumper reinforcement to each ridge line. A plurality of collision energy absorbing means that transmit and adjust the shock absorbing performance corresponding to each ridgeline.

  Therefore, when a collision load is applied to the bumper reinforcement disposed along the vehicle width direction at the longitudinal end of the vehicle body, the load is a plurality of collision energy absorbing means for connecting the bumper reinforcement and the skeleton member. Via the, it is transmitted to a plurality of ridge lines extending in the front-rear direction of the skeleton member disposed along the front-rear direction of the vehicle body. At this time, in the present invention, a plurality of collision energy absorbing means whose shock absorbing performances are adjusted corresponding to the plurality of ridge lines of the skeleton member are provided. For this reason, the load which acts on the some ridgeline of a frame member can be adjusted for every ridgeline. As a result, the deformation mode (deformation state) of the skeleton member at the time of a vehicle collision can be controlled.

  According to a second aspect of the present invention, there is provided a collision energy absorbing structure for a vehicle body according to the first aspect, further comprising a mounting base for coupling the plurality of collision energy absorbing means to a front end of the skeleton member. A plurality of pedestal portions for attaching the plurality of collision energy absorbing means are formed.

  Therefore, for a configuration in which a mounting base for coupling a plurality of collision energy absorbing means to the front end of the skeleton member is provided, and a plurality of pedestal parts for mounting the plurality of collision energy absorbing means are formed on the mounting base, The number of parts can be reduced by using the mounting base as a common part.

  According to a third aspect of the present invention, in the vehicle body collision energy absorbing structure according to the second aspect, the plurality of pedestal portions are separated by a notch formed between adjacent pedestal portions.

  Accordingly, since the plurality of pedestal portions are separated by the notches formed between the adjacent pedestal portions, the loads acting on the respective ridgelines of the skeleton member influence each other via the respective collision energy absorbing means. Can be suppressed. As a result, load adjustment for each ridge line becomes easy.

  According to the first aspect of the present invention, the load acting on each ridge line of the skeleton member that supports the bumper at the time of a vehicle collision can be adjusted for each ridge line.

  The present invention according to claim 2 can reduce the number of parts by using the mounting base as a common part.

  According to the third aspect of the present invention, load adjustment for each ridge line is facilitated.

  A first embodiment of a vehicle body collision energy absorbing structure according to the present invention will be described with reference to FIGS. In these drawings, an arrow FR appropriately shown indicates the vehicle body front side, an arrow UP indicates the vehicle body upper side, and an arrow IN indicates the vehicle width direction inner side.

  FIG. 1 is a side sectional view showing a vehicle body collision energy absorbing structure according to this embodiment. FIG. 2 is a perspective view of the vehicle body collision energy absorbing structure according to the present embodiment, excluding bumper reinforcement, seen from the obliquely forward inner side of the vehicle body, and FIG. 3 is an exploded perspective view of FIG. The figure is shown. FIG. 4 is a front view of the vehicle body collision energy absorption structure according to the present embodiment excluding bumper reinforcement, and FIG. 5 is a vehicle body collision energy absorption structure according to the present embodiment. The deformed state is shown in a side sectional view. FIG. 6 is a plan view of the collision energy absorbing structure for a vehicle body according to the present embodiment.

  As shown in FIG. 2, in the automobile body of the present embodiment, the front portions of a pair of left and right front side members 12 as vehicle body skeleton members are longitudinal in the lower part of both ends in the vehicle width direction of the engine room 10 that is the front portion of the vehicle body. Are arranged along the longitudinal direction of the vehicle body.

  As shown in FIG. 3, the front side member 12 has a closed cross-sectional structure including a closed cross-sectional portion 13 that extends in the longitudinal direction of the vehicle body.

  2 and 3 show only the front side member 12 on the left side of the vehicle body. In addition, the closed cross-sectional structure is a cross-sectional structure in which the opening outer periphery of the target cross section is substantially continuous and has high strength and high rigidity, and substantially the target cross section is the outer periphery. This means that even if a hole or the like smaller than the length is partially formed, there is no hole on the front side or the back side in the direction perpendicular to the cross section, and a configuration in which members around the opening are continuous is included. .

  As shown in FIG. 3, the front side member 12 includes a front side member inner panel 14 that forms an inner portion in the vehicle width direction, and a front side member outer panel 16 that forms an outer portion in the vehicle width direction. Further, the cross-sectional shape of the front side member inner panel 14 viewed from the front-rear direction of the vehicle body is a hat cross-sectional shape with the opening portion facing outward in the vehicle width direction, and the opening end portion extends upward from the vehicle body. A flange 14A and a lower flange 14B extending downward from the vehicle body are formed. On the other hand, the front side member outer panel 16 has a flat plate shape along the vertical direction of the vehicle body. The upper edge 16A is the upper flange 14A of the front side member inner panel 14 and the lower edge 16B is the front side member inner panel 14. It is joined to the lower flange 14B by welding or the like.

  Accordingly, the front side member 12 has four ridge lines, that is, a ridge line 18 on the outer side in the vehicle width direction, a ridge line 20 on the upper side in the vehicle width direction, a ridge line 22 on the lower side in the vehicle width direction, and a ridge line 24 on the lower side in the vehicle width direction. These are formed along the longitudinal direction of the vehicle body.

  The ridgeline 18 on the outer side in the vehicle width direction is formed along the lower edge of the upper joint flange 12A of the front side member 12, and the outer wall portion 12C and the upper wall portion in the vehicle width direction on the front side member 12 are formed. It is the border with 12D. Further, the ridge line 24 on the lower outer side in the vehicle width direction is formed along the upper edge of the lower joint flange 12B in the front side member 12, and the outer wall portion 12C in the vehicle width direction and the lower wall in the front side member 12 are formed. It is the boundary with the part 12E.

  On the other hand, the ridgeline 20 on the inner side in the vehicle width direction is a boundary between the upper wall portion 12D and the inner wall portion 12F in the vehicle width direction on the front side member 12, and the ridgeline 22 on the inner side in the vehicle width direction is on the front side member 12. It is a boundary between the lower wall portion 12E and the inner side wall portion 12F in the vehicle width direction.

  A mounting plate 28 constituting the front end of the front side member 12 is coupled to the front end 12G of the front side member 12 by welding or the like. The mounting plate 28 is made of a rectangular plate material that is larger than the rectangular cross section of the closed cross section 13, and closes the front end of the closed cross section 13 of the front side member 12. In addition, attachment holes 30 are formed in the vicinity of the four corners which are front portions on the outer peripheral side of the closed cross section 13 in the attachment plate 28.

  A mounting base 32 is superimposed on the front surface 28A of the mounting plate 28 from the front side of the vehicle body. The outer shape of the mounting base 32 viewed from the front-rear direction of the vehicle body is substantially the same rectangle as the mounting plate 28, and mounting holes 34 are formed in the vicinity of the four corners. For example, bolts 36 as fastening members are inserted into the mounting holes 34 from the front side of the vehicle body toward the rear side of the vehicle body. Further, the screw portion 36A of the bolt 36 passes through the attachment hole 30 of the attachment plate 28, and a nut 38 is screwed into the screw portion 36A of the bolt 36 from the rear side of the vehicle body of the attachment plate 28. For this reason, the mounting base 32 is fixed to the mounting plate 28 with bolts 36 and nuts 38.

  As shown in FIG. 4, a cross-shaped notch 40 is formed at the center of the mounting base 32. The upper end 42A of the vertical hole portion 42 extending in the vertical direction of the notch 40 has reached a position in front of the vehicle body of the upper end 13A of the closed cross-section portion 13, and the lower end 42B is positioned at the position in front of the vehicle body of the lower end 13B of the closed cross-section portion 13. Has reached. On the other hand, the vehicle width direction outer side end 44A of the lateral hole portion 44 extending in the vehicle width direction of the notch 40 reaches the vehicle front side position of the vehicle width direction outer side end 13C of the closed cross section 13 and the vehicle width direction inner side end 44B. Has reached the position in front of the vehicle body at the inner end 13D in the vehicle width direction of the closed section 13.

  Note that the vertical hole portion 42 and the horizontal hole portion 44 of the cutout 40 intersect each other at the center portion in the longitudinal direction, and the center P1 of the cutout 40 coincides with the axis of the closed cross section 13. Further, the mounting plate 28 may have a configuration in which a notch having the same shape as the notch 40 is formed, similarly to the mounting base 32.

  As shown in FIG. 3, four pedestal portions 48, 50, 52, 54 are formed to protrude toward the front of the vehicle body on the front surface of the mounting pedestal 32, and each pedestal portion 48, 50, 52, 54 is The shape when viewed from the front of the vehicle body is the same rectangular frame shape.

  As shown in FIG. 4, the pedestal portion 48 provided on the vehicle width direction outer side upper portion of the mounting pedestal 32 is in a region on the mounting pedestal 32 outside the vertical hole portion 42 in the vehicle width direction and above the horizontal hole portion 44. The pedestal portion 50 formed at the upper portion on the inner side in the vehicle width direction of the mounting pedestal 32 is formed in a region on the inner side in the vehicle width direction of the vertical hole portion 42 and on the upper side of the horizontal hole portion 44 in the mounting pedestal 32. ing. In addition, the pedestal portion 52 provided at the lower portion on the inner side in the vehicle width direction of the mounting pedestal 32 is formed in a region on the inner side in the vehicle width direction of the vertical hole portion 42 on the mounting pedestal 32 and below the horizontal hole portion 44. The pedestal portion 54 provided in the vehicle width direction outer lower portion of the mounting pedestal 32 is formed in a region on the outer side of the vertical hole portion 42 in the mounting pedestal 32 in the vehicle width direction and below the horizontal hole portion 44.

  Accordingly, the ridge line 55 at the upper outer side in the vehicle width direction of the pedestal portion 48 is in the vicinity of the front side of the ridge line 18 at the upper outer side in the vehicle width direction of the front side member 12, and the ridge line 57 at the upper inner side in the vehicle width direction of the pedestal portion 50 The member 12 is in the vicinity of the front side of the ridgeline 20 at the upper part in the vehicle width direction. Further, the ridge line 59 at the lower inner side in the vehicle width direction of the pedestal portion 52 is in the vicinity of the front side of the ridge line 22 at the lower inner side in the vehicle width direction of the front side member 12, and the ridge line 61 at the lower outer side in the vehicle width direction of the pedestal portion 54 The member 12 is in the vicinity of the front of the ridge line 24 at the lower part in the vehicle width direction.

  As shown in FIG. 2, crash boxes 58, 60, 62, and 64 are attached to the pedestals 48, 50, 52, and 54, respectively, from the front side of the vehicle body. The crash boxes 58, 60, 62, and 64 are made of, for example, an aluminum extruded material.

  As shown in FIG. 3, the crash boxes 58, 60, 62, 64 have the same rectangular box shape in which an opening 66 is formed on the vehicle body rear side. The shape of the crash boxes 58, 60, 62, 64 viewed from the front of the vehicle body is a rectangular shape that can be mounted within the frame shape of the pedestals 48, 50, 52, 54, and the crash boxes 58, 60, The pedestal portions 48, 50, 52, 54 are welded to the rear end portions 58A, 60A, 62A, 64A in the state where the rear end portions 58A, 60A, 62A, 64A are fitted to the inner peripheral portions of the pedestal portions 48, 50, 52, 54. Is bound to.

  Accordingly, the ridge line 70 at the upper outer side in the vehicle width direction of the crash box 58 is in the vicinity of the front of the ridge line 55 at the upper outer side in the vehicle width direction of the pedestal portion 48, and the ridge line 72 at the upper inner side in the vehicle width direction of the crash box 60 is. It is in the front vicinity part of the ridgeline 57 of the vehicle width direction inner side upper part. Further, the ridge line 74 at the lower inner side in the vehicle width direction of the crash box 62 is in the vicinity of the front of the ridge line 59 at the lower inner side in the vehicle width direction of the pedestal portion 52, and the ridge line 76 at the lower outer side in the vehicle width direction of the crash box 64 is. It is in the front vicinity site | part of the ridgeline 61 of the vehicle width direction outer side lower part.

  A mounting hole 80 is formed in each central portion of the front wall portions 58B, 60B, 62B, and 64B of the crash boxes 58, 60, 62, and 64, and on the rear side of the front wall portions 58B, 60B, 62B, and 64B. The nut 82 is fixed coaxially with the mounting hole 80.

  As shown in FIG. 1, a bumper reinforcement 86 as a front bumper is attached to the front surfaces of the front wall portions 58B, 60B, 62B, and 64B of the crash boxes 58, 60, 62, and 64.

  As shown in FIG. 6, the bumper reinforcement 86 is disposed with its longitudinal direction along the vehicle width direction, and the vehicle width direction outer end 86 </ b> A has an arc shape whose front side on the vehicle body is the outer peripheral side.

  As shown in FIG. 1, the bumper reinforcement 86 has a cross-sectional shape viewed from the vehicle width direction, which is a substantially rectangular closed cross-sectional structure with the vertical direction of the vehicle body as the longitudinal direction, and a central portion in the vertical direction of the front wall portion 86B. A recess 88 is formed from the vehicle body front side toward the vehicle body rear side. Further, the rear wall portion 86C of the bumper reinforcement 86 is formed with mounting holes 90 at portions facing the mounting holes 80 of the crash boxes 58, 60, 62, 64. The bumper reinforcement 86 is fixed to the crash boxes 58, 60, 62, 64 by fastening the bolts 92 inserted into the nuts 82.

  A work hole 94 for fastening the bolt 92 is formed in the front wall portion 86 </ b> A of the bumper reinforcement 86.

  Therefore, as shown in FIG. 5, when a vehicle body collides and a collision load (arrow F in FIG. 5) acts on the bumper reinforcement 86 from the vehicle body front side to the vehicle body rear side, this collision load is applied. F is transmitted to the front side member 12 via the crash boxes 58, 60, 62, and 64 and the mounting base 32, and the crash boxes 58, 60, 62, and 64 are compressed and deformed, respectively. To absorb parts.

  At this time, in the present embodiment, in order to adjust the collision load (arrows F2, F3, F4, F5 in FIG. 3) acting on the ridge lines 18, 20, 22, 24 of the front side member 12, the crash boxes 58, The impact absorption performance (easiness of crushing) of 60, 62, and 64 is individually adjusted.

  For example, on the outer peripheral wall portions 62C and 64C of the lower crash boxes 62 and 64, a plurality of beads 96 are formed in every four walls along the circumferential direction with predetermined intervals in the longitudinal direction of the vehicle body. However, no beads are formed on the outer peripheral wall portions 58C and 60C of the upper crash boxes 58 and 60. For this reason, the lower crash boxes 62 and 64 are more easily deformed than the upper crash boxes 58 and 60 with respect to the collision load F, and the shock absorbing performance is high. As a result, the ridgelines of the front side member 12 corresponding to the lower crash boxes 62 and 64 are compared with the loads F2 and F3 acting on the ridgelines 18 and 20 of the front side member 12 corresponding to the upper crash boxes 58 and 60. The loads F4 and F5 acting on the 22 and 24 can be reduced.

  Of the crash boxes 58, 60, 62, and 64, which of the crash boxes is provided with the bead 96 is determined by considering the front body structure including the front side member 12 and the deformation of the front side member 12 at the time of a vehicle collision. It is determined appropriately depending on how it is controlled. For this reason, the bead 96 is provided in the upper and lower crash boxes 58 and 64 on the outer side in the vehicle width direction, and the bead 96 is not provided on the upper and lower crash boxes 60 and 62 on the inner side in the vehicle width direction. It is good also as other structures, such as the structure which provided the bead 96 only in 62. FIG.

  Further, as a method for adjusting the impact absorbing performance in each of the crash boxes 58, 60, 62, 64, in addition to the configuration in which the presence / absence, number and shape of the beads 96 are changed, a configuration in which strength reducing means such as slits are formed, the crash box There are a configuration in which the plate thicknesses 58, 60, 62, and 64 are changed, and a configuration in which the material of the crash boxes 58, 60, 62, and 64 is changed from aluminum to iron, for example.

  In other words, in this embodiment, the bumper reinforcement 86, the mounting base 32 disposed on the left and right sides of the vehicle body, and the crash boxes 58, 60, 62, and 64 mounted on the left and right mounting bases 32 constitute a front end module. The front end module has a structure capable of adjusting the load input to the ridge lines 18, 20, 22, 24 of the front side member 12.

  Next, the operation of this embodiment will be described.

  When the vehicle body collides and a collision load (arrow F in FIG. 5) acts on the bumper reinforcement 86 from the vehicle body front side to the vehicle body rear side, this collision load F is applied to the crash boxes 58, 60, 62 and 64 are transmitted to the front side member 12 through the mounting base 32, and the crash boxes 58, 60, 62, and 64 are respectively compressed and deformed to absorb part of the collision energy.

  At this time, in this embodiment, the shock absorbing performance of each of the crash boxes 58, 60, 62, and 64 is adjusted.

  For example, the outer crash walls 62C and 64C of the lower crash boxes 62 and 64 are formed with a plurality of beads 96 along the circumferential direction at predetermined intervals in the longitudinal direction of the vehicle body. No beads are formed on the outer peripheral wall portions 58C and 60C of 58 and 60. For this reason, the lower crash boxes 62 and 64 are more easily deformed than the upper crash boxes 58 and 60 with respect to the collision load F, and the shock absorbing performance is high. As a result, the ridgelines of the front side member 12 corresponding to the lower crash boxes 62 and 64 are compared with the loads F2 and F3 acting on the ridgelines 18 and 20 of the front side member 12 corresponding to the upper crash boxes 58 and 60. The loads F4 and F5 acting on the 22 and 24 are reduced.

  Of the crash boxes 58, 60, 62, and 64, which of the crash boxes is provided with the bead 96 is determined by considering the front body structure including the front side member 12 and the deformation of the front side member 12 at the time of a vehicle collision. It is determined as appropriate depending on how it is controlled.

  Therefore, in this embodiment, since the collision loads F2, F3, F4, and F5 acting on the ridge lines 18, 20, 22, and 24 of the front side member 12 can be adjusted, the deformation of the front side member 12 at the time of a vehicle collision is controlled. Thus, damage to the front side member 12 can be reduced. In particular, damage to the front side member 12 at the time of a low-speed collision or an offset collision can be reduced, and repair costs can be suppressed.

  Further, in the present embodiment, by using the mounting base 32 as a common component, the crash boxes 58, 60, 62, and 64 attached to the base portions 48, 50, 52, and 54 of the mounting base 32 are replaced, so that the front side member 12 The collision loads F2, F3, F4, F5 acting on the ridge lines 18, 20, 22, 24 can be adjusted. For this reason, the number of parts can be reduced.

  Moreover, in this embodiment, since the crush boxes 58, 60, 62, and 64 are attached to the pedestals 48, 50, 52, and 54 of the mounting pedestal 32, the mounting pedestal 32 is also a common part, and the number of parts is further reduced. it can. Furthermore, the same front end module can be applied to a vehicle type having a common front side member 12 and a different vehicle body weight, and a vehicle type having a different front side member 12. For this reason, the cost can be reduced.

  Moreover, in this embodiment, the base parts 48, 50, 52, and 54 of the attachment base 32 are separated from each other by a notch 40 formed between adjacent base parts. For this reason, it can suppress that the load which acts on each ridgeline 18,20,22,24 of the front side member 12 mutually influences via each crash box 58,60,62,64. As a result, the load adjustment for each ridgeline 18, 20, 22, 24 is facilitated.

  Next, a second embodiment of the vehicle body collision energy absorbing structure of the present invention will be described with reference to FIG.

  In addition, about the same member as 1st Embodiment, the same code | symbol is attached | subjected and the description is abbreviate | omitted.

  As shown in FIG. 7, in this embodiment, the crash boxes 100, 102, 104, and 106 have a cylindrical shape with front wall portions 100A, 102A, 104A, and 106A, and the crash boxes 100, 102, 104, The pedestal portions 108, 110, 112, and 114 of the mounting pedestal 32 to which the 106 is attached also have a ring shape.

  Further, the outer peripheral wall portions 104B and 106B of the lower crash boxes 104 and 106 are formed with a plurality of ring-shaped beads 120 along the circumferential direction at predetermined intervals in the longitudinal direction of the vehicle body. No bead is formed on the outer peripheral wall portions 100B and 102B of the crash boxes 100 and 102.

  Therefore, this embodiment also has the same operational effects as the first embodiment.

  In the above, the present invention has been described in detail with respect to specific embodiments. However, the present invention is not limited to the above embodiments, and various other embodiments are possible within the scope of the present invention. It will be apparent to those skilled in the art. For example, in each of the above embodiments, the crash box and the pedestal portion are rectangular or circular, but the shape of the crash box and the pedestal portion may be other shapes such as a triangular shape and an elliptical shape.

  Further, in each of the above embodiments, the cross-sectional shape of the front side member 12 viewed from the front-rear direction of the vehicle body is a rectangular shape having four ridge lines, but the cross-sectional shape of the front side member 12 viewed from the front-rear direction of the vehicle body is four. It is not limited to a rectangular shape having a plurality of ridge lines, and may be a hexagonal shape having six ridge lines or a polygonal shape having another number of ridge lines. In this case, the number of crush boxes is the same as each ridge line and corresponds to each ridge line. It is set as the structure provided in each position.

  Moreover, in the said embodiment, although this invention was applied to the front side member as a frame member, this invention is applicable also to the rear side member as a frame member.

It is the sectional side view seen from the vehicle width direction inner side which shows the collision energy absorption structure of the vehicle body which concerns on 1st Embodiment of this invention. It is the perspective view seen from the vehicle body diagonally forward inner side except the bumper reinforcement which shows the collision energy absorption structure of the vehicle body which concerns on 1st Embodiment of this invention. It is the disassembled perspective view seen from the vehicle body diagonally forward inner side except the bumper reinforcement which shows the collision energy absorption structure of the vehicle body which concerns on 1st Embodiment of this invention. It is the front view seen from the vehicle body front except the bumper reinforcement which shows the collision energy absorption structure of the vehicle body which concerns on 1st Embodiment of this invention. It is sectional drawing corresponding to FIG. 1 which shows the deformation | transformation state of the collision energy absorption structure of the vehicle body which concerns on 1st Embodiment of this invention. It is the top view seen from the vehicle body upper part which shows a part of collision energy absorption structure of the vehicle body which concerns on 1st Embodiment of this invention. It is the perspective view seen from the vehicle body diagonally forward inner side except the bumper reinforcement which shows the collision energy absorption structure of the vehicle body which concerns on 2nd Embodiment of this invention.

Explanation of symbols

12 Front side member (body frame member)
13 Closed section 18 Edge line 20 Edge line 22 Edge line 24 Edge line 28 Mounting plate 32 Mounting base 40 Notch 48 Base part 50 Base part 52 Base part 54 Base part 58 Crash box (collision energy absorbing means)
60 Crash box (impact energy absorbing means)
62 Crash box (collision energy absorption means)
64 Crash box (impact energy absorbing means)
86 Bumper reinforcement 96 Bead 100 Crash box (impact energy absorbing means)
102 Crash box (impact energy absorbing means)
104 Crash box (impact energy absorbing means)
106 Crash box (impact energy absorbing means)
108 Pedestal 110 Pedestal 112 Pedestal 114 Pedestal 120 Bead

Claims (3)

Bumper reinforcement arranged along the vehicle width direction at the longitudinal end of the vehicle body,
A skeleton member that is arranged along the front-rear direction of the vehicle body, and formed with a plurality of ridge lines extending in the front-rear direction of the vehicle body;
Each of the plurality of ridge lines in the skeleton member is connected to the vicinity of each tip and the bumper reinforcement to transmit the load from the bumper reinforcement to the respective ridge lines, and each shock absorbing performance corresponding to each of the ridge lines. A plurality of impact energy absorbing means with adjusted,
A vehicle body collision energy absorbing structure having   There is a mounting base for coupling the plurality of collision energy absorbing means to the front end of the skeleton member, and a plurality of base parts for mounting the plurality of collision energy absorbing means are formed on the mounting base. The collision energy absorption structure for a vehicle body according to claim 1.   The collision energy absorption structure for a vehicle body according to claim 2, wherein the plurality of pedestal portions are separated by a notch formed between adjacent pedestal portions.

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