JP2010070133A - Car body structure - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To effectively absorb impact energy acting on a side frame while avoiding interface with an engine unit. <P>SOLUTION: A crash can 3 having substantially a cross-shaped section is provided between an end of a side frame 1 extending in a longitudinal direction of a vehicle and a bumper beam 2 extending in a width direction of the vehicle so that four protrusions 3a, 3a, 3b, and 3b of the crash can 3 extend in the longitudinal direction of the vehicle so as to face up, down, left, and right in the vehicle. The side frame 1 includes, at an end thereof, a posture support part 45 having substantially a cross-shaped section corresponding to the crash can 3. An inner belt-like protrusion provided on an inner side 43a of the posture support part 45 in the vehicle width direction is longer in the longitudinal direction of the vehicle than an outer belt-like protrusion 43b provided on an outer side in the vehicle width direction. A recess is formed near an end of the outer belt-like protrusion 43b to provide a bead 87, and a recess is formed near an end of the inner belt-like protrusion 43a to provide a bead 89. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a vehicle body structure of an automobile, and more particularly to a vehicle body structure in which a crash can is provided between a side frame and a bumper.

  Conventionally, a crash can (crash box), which has lower rigidity than the side frame, is provided between the end of the side frame that extends in the longitudinal direction of the vehicle and the bumper that extends in the vehicle width direction. Techniques for absorbing initial collision energy are known.

  In addition, a technique for absorbing collision energy by buckling deformation of the side frame itself without using a crash can has been proposed (Patent Document 1).

  A relatively thin steel plate is used for the side frame to form a closed cross-sectional structure having a cross shape, and convex beads and concave beads are formed on the wall surface.

By doing so, it is possible to make it difficult to bend the side frame while increasing the amount of energy absorption at the 12 corners in the event of a vehicle collision, and to perform stable bellows-like buckling deformation starting from the bead. Yes.
JP-A-8-337183

  Although the collision energy at the initial stage of the collision can be reduced by the crash can, the side frame absorbs the collision energy when the collision can be applied even after the crash can is crushed and does not function.

  At that time, since the engine unit and the tire are located close to both sides of the side frame, when the side frame is bent, depending on how the side frame is bent, it may interfere with the engine unit and cause an unexpected trouble. .

  The present invention has been made in view of such points, and the object of the present invention is to prevent the side frame from interfering with the engine unit when the crash can is crushed and the collision energy acts on the side frame at the time of a vehicle collision. The aim is to effectively absorb the collision energy while avoiding it.

  In order to achieve the above object, according to the present invention, a posture support portion having a substantially cross-sectional shape corresponding to the crash can is formed at the end of the side frame connected to the crash can having a substantially cross-sectional shape. The side frame is set to be bent in a predetermined state so that it is difficult to bend and the portion that easily interferes with the engine unit does not interfere with the engine unit.

  Specifically, it is a vehicle body structure in which a crash can is provided between an end portion of a side frame that extends in the front-rear direction of the vehicle and a bumper beam that extends in the vehicle width direction. It has a cross-section and is connected to the end portion of the side frame so as to extend in the front-rear direction of the vehicle with its four projecting portions directed in the vertical and horizontal directions of the vehicle. A posture support portion having a substantially cross-shaped cross section corresponding to the can, and the protrusion portion on the vehicle width direction inner side of the posture support portion is formed longer in the vehicle front-rear direction than the protrusion portion on the vehicle width direction outer side The configuration is as follows.

  According to such a configuration, at the time of the collision of the vehicle, since the end portion of the side frame connected to the crush can having a substantially cross-sectional shape is provided with the posture support portion having a substantially cross-sectional shape corresponding to the crush can, The crash can is positively supported in the buckling axis direction, and appropriate buckling deformation of the crash can is effectively guided.

  When the crash can is completely crushed and the collision energy directly acts on the side frame, the posture support portion having a substantially cross-shaped cross section is difficult to bend structurally, so the posture support portion itself is bent. The engine unit arranged on the inner side in the vehicle width direction is prevented from interfering with the engine unit.

  Further, since the protruding portion on the vehicle width direction inner side of the posture support portion is formed longer in the vehicle front-rear direction than the protruding portion on the outer side in the vehicle width direction, the side frame is located behind the protruding portion on the outer side in the vehicle width direction. It bends in a “<” shape at the position where the end is located, and the rear portion of the vehicle in the front-rear direction further protrudes outward in the vehicle width direction.

  Accordingly, the side frame is bent while avoiding interference with the engine unit on the inner side in the vehicle width direction, and effectively absorbs collision energy, so that safety can be further improved.

  Furthermore, it is preferable that the protrusions in the vehicle width direction inside and outside the posture support portion have a gradually decreasing amount from the end on the crash can side toward the other end.

  Then, the front and rear intermediate part of the side frame following the posture support part has the advantage that the dimension in the vehicle width direction becomes relatively small and the space on both sides becomes large, and the collision energy is transmitted smoothly. It can be guided to bend in a predetermined direction stably.

  The bead portion may be recessed in the vicinity of the terminal end of the protruding portion on the outer side in the vehicle width direction of the side frame.

  If it does so, it will be guide | induced to a bead part and the above bending of a side frame can be guide | induced more stably.

  Furthermore, if the bead portion is recessed in the vicinity of the terminal end of the side frame in the vehicle width direction, the side frame can be bent more stably as described above.

  As described above, according to the present invention, even when a collision energy acts on the side frame, the side frame can be bent effectively while avoiding interference with the engine unit, so that the energy can be effectively obtained. Since it absorbs, safety can be improved.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. It should be noted that the following description of the preferred embodiment is merely illustrative in nature, and is not intended to limit the present invention, its application, or its use.

  FIG. 1 shows a main part of an automobile (vehicle) to which the vehicle body structure of the present invention is applied. This figure shows a vehicle body structure at the right front portion of the automobile, which is provided with a side frame 1 extending in the front-rear direction on the right side of the automobile, a bumper beam 2 extending in the vehicle width direction on the front side of the automobile, a crash can 3 and the like. ing.

  A side frame (not shown) is also provided at the left front portion of the automobile, and an engine room 5 is formed between them. In the engine room 5, an engine unit 6 composed of auxiliary equipment such as an engine main body and various pumps is mounted in a state of being close to the bumper beam 2 and the side frame 1. The front wheel 7 is located outside the side frame 1 in the vehicle width direction.

  Since the left and right vehicle body structures of the front part of the vehicle are the same except for the point of being symmetrical, the description of the left front part of the vehicle is omitted in the following description. Further, the directions such as front and rear indicate directions such as the front and rear of the automobile shown in FIG. 1 unless otherwise specified.

{Bumper Beam}
As shown in FIG. 2, the bumper beam 2 is formed in a closed cross-sectional structure by joining a beam plate 31 and a beam member 32 in order to enhance rigidity. The beam plate 31 is made of a strip-shaped steel material extending in the vehicle width direction. The beam member 32 is made of a strip material obtained by pressing a steel material, and has a projecting portion 33 that protrudes in a U-shaped cross section and extends in the vehicle width direction.

{Side frame}
As shown in FIGS. 2 to 5, the side frame 1 is formed by pressing a relatively thick steel plate, and an inner member 41 positioned on the inner side in the vehicle width direction and positioned on the outer side in the vehicle width direction. And an outer member 42. The side frames 1 are formed in a closed cross-section structure by joining the flanges formed respectively above and below by spot welding. The side frame 1 has a posture support portion 45 having a substantially cross-shaped cross section at the front end portion thereof.

  Specifically, the side frame 1 includes a strip-shaped upper surface portion 81 and a lower surface portion 82 that are vertically opposed and extend in the front-rear direction, and inner side surface portions that are continuous with both side edges of the upper surface portion 81 and the lower surface portion 82 on the inner side in the vehicle width direction. 83 and a frame body 1a composed of outer surface portions 84 connected to both side edges on the outer side in the vehicle width direction. The cross-sectional shape of the frame body 1a is a vertically long, substantially rectangular shape whose vertical width is slightly longer than the inner and outer width. As the above-described joined flange, the upper flange portion 85 projects from the upper surface portion 81 to the upper side, and the lower flange portion 86 projects from the lower surface portion 82 to the lower side.

  An inner belt-like protrusion 43a having a U-shaped cross section extending in a belt shape in the front-rear direction is formed on the front end side of the inner side surface portion 83, and the front end side of the outer surface portion 84 is provided with the upper and lower sides thereof. An outer belt-like protrusion 43b having a U-shaped cross section that extends in the front-rear direction in the middle of the width direction is formed to protrude, and a posture support portion 45 having a substantially cross-shaped cross section is formed at the front end of the side frame 1. It is.

  FIG. 5 shows a cross section of the posture support portion 45. In cross-sectional view, the top surface portion 100 of the inner belt-like protrusion 43a has substantially the same length as the upper inner surface portion 101 and the lower inner surface portion 102 located above and below the inner belt-like protrusion 43a, and both sides of the inner belt-like protrusion 43a. It is longer than the surface portions 103 and 103. The top surface portion 104, the upper outer surface portion 105, the lower outer surface portion 106, and both side surface portions 107, 107 of the outer belt-like protrusion 43b have the same relationship. On the other hand, the upper surface portion 81 and the lower surface portion 82 are formed longer than the respective surface portions 100,.

  Both the inner belt-like protrusion 43a and the outer belt-like protrusion 43b extend rearward from the front end of the side frame 1, but the inner belt-like protrusion 43a has a rear end located behind the outer belt-like protrusion 43b. The outer belt-shaped protrusion 43b is longer in the front-rear direction.

  Further, each of the inner belt-like protrusion 43a and the outer belt-like protrusion 43b is formed in a tapered shape so that the protrusion amount in the vehicle width direction gradually decreases from the front end toward the rear end. Thereby, the front-rear direction intermediate part of the side frame 1 following the posture support part 45 has an advantage that the dimension in the vehicle width direction becomes relatively small and the space on both sides thereof becomes large.

  As shown in FIG. 4, the side frame 1 has a slightly curved middle in the front-rear direction, and the front end side thereof is slightly shifted outward in the vehicle width direction.

  Specifically, as shown in FIG. 4, in a plan view, the axis passing through the center in the longitudinal direction of the frame body 1a is the axis P1 (also referred to as the first axis P1) of the portion from the front end to the vicinity of the rear end of the outer belt-like protrusion 43b. Is located on the outer side in the vehicle width direction with respect to the axis P2 (also referred to as the second axis P2) of the rear portion of the portion, and the side frame 1 is generally formed by the inner belt-like protrusion 43a and the outer belt-like protrusion 43b. The axis is displaced at the portion between them (also referred to as the axis misalignment portion W).

  As shown in FIG. 2, an outer bead portion 87 extending in the vertical direction is provided in the vicinity of the rear end of the outer belt-shaped protrusion 43b, specifically, at the end portion of the outer surface portion 84 where the outer belt-shaped protrusion 43b is narrowed. Is recessed. A bead 88 extending in the vertical width direction is also provided in the middle in the longitudinal direction of the outer belt-like protruding portion 43b.

  Further, as shown in FIG. 3, an inner bead portion 89 extending in the vertical width direction is provided in the vicinity of the rear end of the inner belt-like protrusion 43a, more specifically, at the end portion of the inner side face 83 where the inner belt-like protrusion 43a is narrowed. Is recessed. Reinforcing grooves 90, 90 extending in the front-rear direction are continuously provided above and below the inner bead portion 89. Note that the front ends of both the reinforcing grooves 90 are located behind the rear end of the inner belt-like protrusion 43a.

  A fixing plate 8 having bolt holes formed at four corners is joined to the front end of the posture support portion 45 of the side frame 1 so as to face forward. On the front surface of the fixed plate 8, a substantially rectangular mounting plate 9 having bolt holes formed at the four corners corresponding to the fixed plate 8 is disposed in an opposing manner. The mounting plate 9 and the fixing plate 8 are fixed by fastening bolts B inserted through the overlapping bolt holes with nuts.

  The crash can 3 is joined to the front surface of the mounting plate 9 so as to absorb and mitigate the impact when the automobile collides from the front.

{Crash Can}
The crash can 3 is formed by abutting and joining two element members having substantially the same shape formed by pressing a relatively thin steel plate, and the posture support portion 45 of the side frame 1. It has a substantially cross-shaped cross section with substantially the same shape and dimensions. And it is arrange | positioned so that the four protrusion parts 3a, 3a, 3b, 3b may each be extended in the front-back direction of a vehicle in the state which faced the up-down left-right direction of the vehicle, The one end is connected to the attachment plate 9, The other end is connected to the end of the bumper beam 2.

  A buckling axis P3 passing through the center in the longitudinal direction of the crash can 3 is set so as to be orthogonal to the flat front surface (mounting surface) of the mounting plate 9 and to overlap the first axis P1 of the side frame 1. This is because the crash can 3 is buckled and deformed in the most balanced manner with respect to the compressive load in the direction of the buckling axis P1 and can effectively absorb the energy.

  The upper and lower protrusions 3a, 3a on the front end side of the crash can 3 extend so as to protrude forward, and the crash can 3 moves the protrusion 33 of the bumper beam 2 up and down as shown in FIG. It is inserted so as to be sandwiched from the direction, and fillet welded along the front edge. Therefore, even if a load acts on the bumper beam 2 from any direction, the energy is appropriately transmitted so that the function of the crash can 3 can be effectively exhibited.

  Further, a plurality (three in this embodiment) of beads 56, 56,... Are formed in the portion near the bumper beam 2 of the crash can 3. These beads 56 lead to stable buckling deformation of the crash can 3.

{Operation of body structure}
Next, the operation of the vehicle body structure when the automobile having the above configuration collides will be described.

  FIG. 6 is a diagram corresponding to FIG. 1, and shows a change when a load is applied to the bumper beam 2 from the front as indicated by an arrow in the figure. The imaginary line represents before the collision, and the solid line represents after the collision.

  At the beginning of the collision, first, the crash energy is absorbed by the buckling deformation of the crash can 3. At this time, since the crash can 3 is firmly supported in the direction of the buckling axis P1 by the attitude support portion 45 of the side frame 1, appropriate buckling deformation of the crash can 3 can be effectively led.

  When the crash can 3 is completely crushed, the crash can 3 can no longer perform its function, and the collision energy thereafter acts directly on the side frame 1.

  In such a case, the side frame 1 can absorb collision energy effectively while avoiding interference with the engine unit 6 on the inner side in the vehicle width direction.

  That is, since the posture support portion 45 of the side frame 1 is formed so as not to be bent structurally, the posture support portion 45 can be effectively prevented from bending and interfering with the engine unit 6.

  Since the front end portion of the side frame 1 constituting the posture support portion 45 is slightly off-axis with respect to the outside in the vehicle width direction, the posture support portion 45 is based on the off-axis portion W in the vehicle width direction. Although it is easy to bend to the outside, it is difficult to bend to the inside in the vehicle width direction.

  Further, the rear end of the outer belt-like protrusion 43b is located at the off-axis portion W to form an outer bead portion 87, and the inner belt-like protrusion 43a is longer in the front-rear direction than the outer belt-like protrusion 43b. Since the rear end is located further forward, the side frame 1 is an axis misalignment portion W (also referred to as an inner folding portion W1), and the folding point is located on the inner side in the vehicle width direction. It is easy to bend into a shape. Since the inner bead portion 89 is formed in a portion near the rear end of the inner belt-like protruding portion 43a (also referred to as the outer bent portion W2) located behind the inner folded portion W1, the side frame 1 is located at the portion. The folding point is easy to bend in a “<” shape that is located on the outer side in the vehicle width direction.

  Moreover, since the inner belt-like protrusion 43a and the outer belt-like protrusion 43b are formed in a tapered shape in which the amount of protrusion gradually decreases toward the rear end, the collision energy is smoothly transmitted and is more stably determined. It is designed to bend in the direction of.

  Since the front end side of the side frame 1 is difficult to be bent by the posture support portion 45, the amount of protrusion of the inner folding portion W1 toward the inner side in the vehicle width direction is relatively small, and the outer folding portion W2 toward the outer side in the vehicle width direction. The amount of protrusion is likely to be relatively large.

  At that time, the engine unit 6 is also displaced rearward due to the deformation due to the collision, but since the outer folding portion W2 is set to be located at the portion of the side frame 1 that easily interferes with the rear end portion of the engine unit 6, Interference between the engine unit 6 and the side frame 1 can be effectively avoided, and an unexpected trouble associated with the damage of the engine unit 6 can be avoided.

  Thus, since the side frame 1 is set to be bent in a predetermined direction at a predetermined portion, the collision energy acting on the side frame 1 can be effectively absorbed by the bending, and the engine unit 6 Can be effectively avoided.

  Even if the posture support portion 45 is bent, the bead 88 is formed on the outer belt-like protruding portion 43b. Therefore, the posture support portion 45 is guided to the bead 88 and the rear side of the posture support portion 45 is outside in the vehicle width direction. In order to avoid the interference with the engine unit 6, every effort has been made to make it easier to bend.

  As described above, according to the vehicle body structure of the present invention, the side frame 1 avoids interference with the engine unit 6 even when a strong impact is applied such that the crash can 3 is completely crushed at the time of a vehicle collision. Since the collision energy is effectively absorbed by bending efficiently, the safety can be further improved.

It is a top view which shows the principal part of the vehicle to which the vehicle body structure of this invention is applied. It is the schematic perspective view seen from the arrow X direction of FIG. It is the schematic perspective view seen from the arrow Y direction of FIG. 1 except a bumper beam. It is a top view which shows the principal part of a side frame. FIG. 5 is a sectional view taken along line ZZ in FIG. 4. It is a conceptual diagram which shows the state in which the side frame was bent.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Side frame 2 Bumper beam 3 Crash can 6 Engine unit 7 Front wheel 33 Projection part 43a Inner belt-like protrusion part 43b Outer belt-like protrusion part 56 Bead 87 Outer bead part 88 Bead 89 Inner bead part

Claims (4)

A vehicle body structure in which a crash can is provided between an end portion of a side frame extending in the longitudinal direction of the vehicle and a bumper beam extending in the vehicle width direction,
The crush can has a substantially cross-shaped cross section, and is connected to the end of the side frame so as to extend in the front-rear direction of the vehicle in a state where the four protrusions are directed in the vertical and horizontal directions of the vehicle,
The side frame has a posture support part having a substantially cross-shaped cross section corresponding to the crush can at an end thereof,
The vehicle body structure characterized in that the protrusion on the vehicle width direction inner side of the posture support portion is formed longer in the vehicle front-rear direction than the protrusion on the vehicle width direction outer side. The vehicle body structure according to claim 1,
The vehicle body structure according to claim 1, wherein each of the projecting portions in the vehicle width direction of the posture support portion has a gradually decreasing amount from the end portion on the crash can side toward the other end portion. The vehicle body structure according to claim 1 or claim 2,
A vehicle body structure characterized in that a bead portion is recessed in the vicinity of the terminal end of the vehicle frame direction outer side protruding portion of the side frame. The vehicle body structure according to claim 3,
A vehicle body structure characterized in that a bead portion is recessed in the vicinity of the terminal end of the protrusion in the vehicle width direction on the side frame.

Images