JP2017047780A - Vehicle skeleton structure - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicle skeleton structure suppressing stress transmission due to interference between a projection part and a load receiving part when a load is input to a vehicle width direction inner side than a side member of a bumper reinforcement.SOLUTION: A vehicle skeleton structure S10 comprises: a pair of left and right side rails 14 extending along a vehicle longitudinal direction; a bumper reinforcement 20 disposed on the vehicle front side of the side rails 14 and extending in a vehicle width direction; and load receiving parts 40 provided on outside surfaces of the side rails 14 in the vehicle width direction. The bumper reinforcement 20 is provided with curved parts 20A curved more to the vehicle rear side toward the vehicle width direction outer sides at the vehicle width direction outside portions from the side rails 14. A brace 42 protruding to the vehicle rear side and disposed with a gap from the load receiving part 40 is coupled to a rear surface 20C of the curved part 20A. A roller 48 in which a rotary shaft 48A is arranged in a vehicle vertical direction is provided at a rear end part 42B of the brace 42.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a vehicle skeleton structure.

  The following Patent Document 1 discloses a bumper structure including an extended portion extending from the outside in the vehicle width direction of the bumper reinforcement to the rear of the vehicle. A stopper is provided on the outer side in the vehicle width direction of the side member that supports the bumper reinforcement. In this bumper structure, at the time of a so-called minute lap collision in which a load from the front of the vehicle is input to the outside in the vehicle width direction from the side member, the extension portion rotates inward in the vehicle width direction, and the extension portion and the stopper come into contact with each other, The collision energy is absorbed. In addition, during a normal collision in which a load from the front of the vehicle is input to the inner side in the vehicle width direction from the side member (for example, a full lap collision or an offset collision on either side of the vehicle), Since it hardly rotates inward in the width direction, interference between the extended portion and the stopper is suppressed, and collision energy is absorbed by the side member.

JP 2008-213739 A

  In the structure described in Patent Document 1, there is room for improvement in order to suppress stress transmission due to interference between the extended portion and the stopper during a normal collision, rather than a micro lap collision.

  In view of the above facts, the present invention provides a vehicle skeleton structure capable of suppressing stress transmission due to interference between a protruding portion and a load receiving portion when a load is input inward in the vehicle width direction from a side member of a bumper reinforcement. Is the purpose.

  The vehicle skeleton structure according to the invention of claim 1 is disposed on the vehicle width direction outer side, and is disposed on the vehicle front-rear direction front side of the pair of left and right side rails extending along the vehicle front-rear direction, A bumper reinforcement extending in the vehicle width direction, a load receiving portion provided on an outer side surface of the side rail in the vehicle width direction, and provided in the bumper reinforcement, the vehicle at an outer portion in the vehicle width direction from the side rail. A curved portion that curves toward the vehicle rear side toward the outer side in the width direction, and a rear surface of the curved portion in the bumper reinforcement, protrudes toward the vehicle rear side, and a rear end portion in the vehicle front-rear direction leaves a gap with the load receiving portion. And is engaged with the load receiving portion when a load is input from the vehicle front end portion to the vehicle width direction outside of the side rail in the curved portion. And arranged protrusions as provided at a position opposed to the load receiving portion in the rear end portion of the protrusion has a rotating mechanism rotating shaft is disposed along the vehicle vertical direction.

  According to the first aspect of the present invention, the pair of left and right side rails extending along the vehicle front-rear direction is provided on the outer side in the vehicle width direction, and a load on the outer side surface of the side rail in the vehicle width direction is provided. A receiving part is provided. A bumper reinforcement extending in the vehicle width direction is arranged on the front side of the side rail in the vehicle front-rear direction. The bumper reinforcement is located on the vehicle width direction outer side from the side rail toward the vehicle width direction outside the vehicle rear side. A bending portion that is curved is provided. A protrusion is coupled to the rear surface of the curved portion of the bumper reinforcement, and the protrusion protrudes toward the rear of the vehicle, and the rear end of the protrusion in the vehicle front-rear direction is disposed with a gap from the load receiving portion. Has been. As a result, in the case of a collision in which a load from the front end of the vehicle is input to the outer side in the vehicle width direction from the side rail in the curved portion (hereinafter, sometimes referred to as “micro lap collision”), the curved portion is coupled to the rear surface of the curved portion. The rear end of the protruding portion engages with the load receiving portion, and the load is transmitted from the protruding portion to the side rail.

  Also, in the case of a collision (for example, a full lap collision or an offset collision on either the left or right side of the vehicle) in which a load from the front end of the vehicle is input inward in the vehicle width direction from the side rail of the bumper reinforcement, the curved portion Is deformed so as to open toward the front end of the vehicle. At that time, a rotation mechanism in which the rotation shaft is arranged along the vehicle vertical direction is provided at a position facing the load receiving portion at the rear end portion of the protruding portion. Even in the case of contact with the portion, the rear end portion of the protruding portion moves outward in the vehicle width direction by the rotation of the rotation mechanism. For this reason, load transmission due to interference between the rear end portion of the protruding portion and the load receiving portion is suppressed. Therefore, it is possible to secure the amount of energy absorption on the front side of the side rail.

  According to the vehicle skeleton structure of the present invention, it is possible to suppress stress transmission due to interference between the protruding portion and the load receiving portion when a load is input inward in the vehicle width direction from the side member of the bumper reinforcement.

1 is a plan view showing a vehicle skeleton structure according to a first embodiment. It is a top view shown in the state where the composition of the load receiving part and brace of the side rail provided in the vehicle frame structure shown in Drawing 1 was expanded. FIG. 3 is a plan view showing a configuration in the vicinity of a roller provided at a rear end portion of the brace shown in FIG. 2. FIG. 4 is a side cross-sectional view (a cross-sectional view taken along line 4-4 in FIG. 3) showing a configuration in the vicinity of a roller provided at the rear end portion of the brace shown in FIG. FIG. 2 is a plan view showing a state in which a brace is in contact with a load receiving portion when a load from a vehicle front end portion is input to a vehicle width direction outer side than a side rail in a curved portion in the vehicle skeleton structure shown in FIG. 1. FIG. 2 is a plan view showing a state in which the brace and the load receiving portion do not interfere with each other when the load from the vehicle front end portion is input inward in the vehicle width direction from the bumper reinforcement side rail in the vehicle skeleton structure shown in FIG. 1. It is a top view shown in the state where the composition of the load receiving part and brace of a side rail provided in the vehicle frame structure concerning a 2nd embodiment was expanded.

  Hereinafter, a first embodiment of a vehicle skeleton structure according to the present invention will be described with reference to FIGS. In these drawings, an arrow FR appropriately shown indicates the vehicle front side, an arrow UP indicates the vehicle upper side, and an arrow OUT indicates the vehicle width direction outer side. Further, in the following description, when using front / rear, up / down, and left / right directions unless otherwise specified, front / rear in the vehicle front / rear direction, up / down in the vehicle up / down direction, and left / right in the vehicle left / right direction (vehicle width direction).

  FIG. 1 is a plan view showing a front portion 13 of a vehicle (vehicle with a frame) 12 to which the vehicle skeleton structure S10 according to the present embodiment is applied. As shown in FIG. 1, the front portion 13 of the vehicle 12 is provided with a pair of left and right side rails 14 extending along the vehicle longitudinal direction on both sides in the vehicle width direction. A front wheel (not shown) is disposed on the outer side in the vehicle width direction on the front portion 14A side of the side rail 14. For this reason, on the side of the front portion 14A of the side rail 14, in consideration of the interference with the front wheel, the dimension in the vehicle width direction is shorter than the side of the intermediate portion 14B located in the middle in the vehicle longitudinal direction of the side rail 14. Is set.

  Between the front portion 14A and the intermediate portion 14B of the side rail 14 in the vehicle front-rear direction, a bent portion 16 that bends outward in the vehicle width direction from the front of the vehicle toward the rear of the vehicle is provided. The bent portion 16 connects the front portion 14 </ b> A and the intermediate portion 14 </ b> B of the side rail 14. In addition, the front portion 14A of the side rail 14 is disposed above the vehicle with respect to the intermediate portion 14B in consideration of the arrangement of the suspension unit and the like. For this reason, the bent portion 16 is inclined downward as it goes from the front portion 14A of the side rail 14 toward the vehicle rear side.

  On the front side of the front portion 14A of the pair of left and right side rails 14, a crash box 18 is provided for absorbing energy in the event of a collision. A bumper reinforcement (front bumper reinforcement) 20 is stretched over the front end portions of the pair of left and right crash boxes 18 along the vehicle width direction. In other words, in the vehicle skeleton structure S10, the bumper reinforcement 20 extending in the vehicle width direction is provided on the front side in the vehicle front-rear direction of the front portion 14A of the pair of left and right side rails 14. In addition, it is good also as a structure which does not provide the crash box 18 between the front-end part of the side rail 14, and the bumper reinforcement 20, and bridges the bumper reinforcement 20 to the front-end part of a pair of left and right side rails 14. That is, the vehicle skeleton structure of the present invention includes both a structure in which the crash box 18 is provided between the front portion 14A of the side rail 14 and the bumper reinforcement 20 and a structure in which the crash box 18 is not provided.

  The bumper reinforcement 20 includes a curved portion 20 </ b> A that curves toward the vehicle rear side toward the vehicle width direction outer side at the vehicle width direction outer side portion than the side rail 14. In other words, the bumper reinforcement 20 is configured such that the curved portion 20A on the outer side in the vehicle width direction is curved toward the rear of the vehicle toward the outer side in the vehicle width direction with respect to the intermediate portion 20B in the vehicle width direction. As will be described in detail later, in the vehicle skeleton structure S10 of the present embodiment, a frontal collision (for example, a full wrap collision or an offset collision) in which a load from the front end of the vehicle is input to the inner side in the vehicle width direction from the side rail 14 of the bumper reinforcement 20. ), The bending portion 20A opens to the vehicle front end side (see FIG. 6).

  A plurality of cross members 22, a cross member 24, and a cross member 26 extend along the vehicle width direction between the pair of left and right side rails 14 on the vehicle rear side of the bumper reinforcement 20. That is, the plurality of cross members 22, cross members 24, and cross members 26 are bridged in the vehicle width direction on the pair of left and right side rails 14 in order from the vehicle front side. Thereby, a ladder-shaped frame is configured in the front portion 13 of the vehicle 12 of the present embodiment. The cross member 22 and the cross member 24 are bridged over the front portion 14A of the side rail 14, and the cross member 26 is bridged over a connecting portion between the bent portion 16 and the intermediate portion 14B of the side rail 14. Yes. A front connection portion 28 is bridged in the vehicle width direction on the front end portion of the side rail 14 on the front side of the cross member 22 in the vehicle front-rear direction. In FIG. 1, only a part of the front portion 14 </ b> A and the intermediate portion 14 </ b> B of the side rail 14 is illustrated, but the cross member is bridged between the side rails 14 on the rear side.

  This vehicle (vehicle with frame) 12 has a structure different from a monocoque vehicle in which a cabin and a skeleton are integrally formed.

  Between the cross member 22 and the cross member 24 in the front portion 14A of the side rail 14, a metal suspension mount bracket 32 that protrudes outward in the vehicle width direction of the side rail 14 is disposed. A suspension mount (not shown) is attached to the suspension mount bracket 32, and the suspension unit can be connected to the side rail 14 via the suspension mount and the suspension mount bracket 32.

  A cab mount bracket 34 is disposed on the bent portion 16 of the side rail 14. The cab mount bracket 34 protrudes outward in the vehicle width direction from the bent portion 16, and a cab mount (not shown) is attached to the cab mount bracket 34. A cab (body) (not shown) can be connected to the side rail 14 via the cab mount and the cab mount bracket 34. A cab mount bracket 35 that protrudes outward from the side rail 14 in the vehicle width direction is disposed on the front end portion side of the front portion 14 </ b> A of the side rail 14. A cab (body) (not shown) can be connected to the side rail 14 by the cab mount bracket 35.

  The side rails 14 are made of steel and have a closed cross-sectional structure in which the cross-sectional shape when cut along the vehicle width direction is a substantially rectangular shape. Although illustration is omitted, the side rail 14 includes a side rail outer that forms an outer portion in the vehicle width direction and a side rail inner that forms an inner portion in the vehicle width direction. It is comprised by the substantially rectangular shape by joining upper and lower terminal parts.

  As shown in FIGS. 1 and 2, the vehicle skeleton structure S <b> 10 includes a load receiving portion 40 provided on the vertical wall portion 14 </ b> C as an outer side surface of the side rail 14 in the vehicle width direction, and a curved portion in the bumper reinforcement 20. And a brace 42 as a protrusion coupled to the rear surface 20C of 20A. Further, the vehicle skeleton structure S10 includes a roller 48 as a rotation mechanism that is rotatably supported at a rear end portion 42B of the brace 42 in the substantially vehicle front-rear direction. In the present embodiment, the vehicle skeleton structure S <b> 10 is configured symmetrically on both sides of the vehicle 12 in the width direction.

  As shown in FIG. 2, the load receiving portion 40 is provided in the vicinity of a joint portion between the side rail 14 and the front cross member 22. The vertical wall portion 14 </ b> C on the outer side in the vehicle width direction of the side rail 14 is disposed along the substantially vertical direction of the vehicle and the substantially longitudinal direction of the vehicle. The load receiving portion 40 includes a recess 40A that is recessed inward in the vehicle width direction from the vertical wall portion 14C of the side rail 14, and a protrusion 40B that is disposed at a position adjacent to the vehicle rear side of the recess 40A and protrudes outward in the vehicle width direction. And.

  More specifically, the load receiving portion 40 includes an inclined portion 41A inclined from the vertical wall portion 14C of the side rail 14 toward the vehicle rear side and the vehicle width direction inner side, and the rear end portion of the inclined portion 41A in the vehicle width direction. A rear side wall portion 41B disposed on the outer side, an outer wall portion 41C extending from the vehicle width direction outer side end portion of the rear side wall portion 41B toward the vehicle rear side and bent in an oblique direction toward the vehicle width direction inner side and the vehicle rear side; It has. The rear end portion of the outer wall portion 41C is connected to the vertical wall portion 14C. That is, the concave portion 40A is configured by the inclined portion 41A and the inner side portion in the vehicle width direction of the rear side wall portion 41B, and the convex portion 40B is configured by the outer side portion in the vehicle width direction of the rear side wall portion 41B and the outer side wall portion 41C. Has been.

  The brace 42 is coupled to the rear surface 20C of the curved portion 20A of the bumper reinforcement 20, and protrudes toward the load receiving portion 40 on the substantially vehicle rear side. More specifically, the front end portion 42A of the brace 42 is coupled to the rear surface 20C of the curved portion 20A, the rear end portion 42B of the brace 42 is disposed with a gap from the load receiving portion 40, and the brace 42 is cantilevered. It is structured. The brace 42 is disposed in an oblique direction from the rear surface 20C of the curved portion 20A in the vehicle plan view toward the vehicle rear side and the vehicle width direction inner side. That is, the brace 42 is disposed in a direction that intersects the axial direction of the side rail 14.

  The brace 42 has a closed cross-sectional structure with a substantially rectangular cross-sectional shape when cut along the vehicle width direction. The brace 42 has a shape in which the dimension in the vehicle width direction gradually decreases from the front end portion 42A toward the rear end portion 42B in a vehicle plan view. In the present embodiment, the dimensions of the brace 42 are set to be approximately the same in the vehicle vertical direction from the front end portion 42A to the rear end portion 42B in a vehicle side view.

  The front end portion 42A of the brace 42 is provided with an extending portion 42C that extends toward the bending portion 20A of the bumper reinforcement 20 and is superimposed on the upper wall of the bending portion 20A. The extending portion 42C is joined to the upper wall of the bending portion 20A by a plurality of rivets 44. Further, the front end portion 42A of the brace 42 is provided with an extending portion (not shown) that extends to the curved portion 20A side of the bumper reinforcement 20 and is superimposed on the lower wall of the curved portion 20A. The lower wall of the curved portion 20A is joined by a plurality of rivets (not shown). That is, the brace 42 is coupled to the bending portion 20A in a state where the bending portion 20A is sandwiched between the upper extending portion 42C and the lower extending portion (not shown) of the brace 42. Further, a pair of left and right bent portions (not shown) bent at both sides in the vehicle width direction may be provided at the front end portion 42A of the brace 42, and the bent portions may be joined to the rear surface 20C of the curved portion 20A. Note that the brace 42 may be joined to the curved portion 20A by bolts and nuts, welding, or the like instead of the rivets 44.

  As shown in FIGS. 3 and 4, the rear end portion 42B of the brace 42 includes an upper wall portion 46A disposed substantially along the vehicle front-rear direction and the vehicle width direction, and an outer end in the width direction of the upper wall portion 46A. An outer wall 46B disposed obliquely in the vehicle up-down direction and the vehicle front outer side from the portion, and an inner wall disposed in the vehicle vertical direction and the vehicle front-rear direction from the inner end in the width direction of the upper wall portion 46A. 46C. Furthermore, the rear end portion 42B of the brace 42 connects the lower end portion of the outer wall portion 46B and the lower end portion of the inner wall portion 46C and has a lower wall portion 46D disposed along the substantially vehicle longitudinal direction and the substantially vehicle width direction. (See FIG. 4).

  As shown in FIGS. 2 and 3, the rear end portion of the inner wall portion 46C is substantially in the vehicle up-down direction and substantially in the vehicle front-rear direction at a position facing the recess 40A (see FIG. 2) of the load receiving portion 40 with a space therebetween. Arranged in the direction. The front part side from the rear end part of the inner wall part 46C is disposed in an oblique direction substantially outside the front of the vehicle via a bent part 46E that is bent on the front side of the vehicle with respect to the recess 40A. The rear end edge 46F of the upper wall portion 46A is disposed substantially along the vehicle width direction so as to face the rear side wall portion 41B (see FIG. 2) of the load receiving portion 40 with a space therebetween.

  As shown in FIGS. 3 and 4, the roller 48 includes a rotation shaft 48 </ b> A disposed substantially along the vehicle vertical direction, and a peripheral surface portion 48 </ b> B provided around the rotation shaft 48 </ b> A. The rotation shaft 48A is inserted through through holes 46G formed in the upper wall portion 46A and the lower wall portion 46D of the brace 42, respectively. At this time, the outer diameter of the rotating shaft 48A is set smaller than the inner diameter of the through hole 46G, so that the rotating shaft 48A is rotatably supported by the rear end portion 42B of the brace 42. A flange 48C having an outer diameter larger than the inner diameter of the through hole 46G is provided at the lower end of the rotating shaft 48A in the vehicle vertical direction. In addition, a cotter pin 50 is fixed in a direction perpendicular to the axial direction of the rotating shaft 48A in the hole at the upper end of the rotating shaft 48A in the vehicle vertical direction. The length of the cotter pin 50 is set to be longer than the inner diameter of the through hole 46G, and prevents the cotter pin 50 from coming off from the upper wall portion 46A of the rotating shaft 48A.

  As shown in FIG. 2, a gap is provided between the rear end portion 42B of the brace 42 and the inclined portion 41A and the rear side wall portion 41B of the load receiving portion 40. Further, the peripheral surface portion 48B on the rear side of the roller 48 faces the rear side wall portion 41B of the load receiving portion 40 on the rear side of the vehicle and is disposed with a gap from the rear side wall portion 41B.

  In the vehicle skeleton structure S10, when a load from the vehicle front end (front of the vehicle) is input inward in the vehicle width direction from the side rail 14 of the bumper reinforcement 20, the curved portion 20A is deformed so as to open toward the vehicle front end. To do. At this time, even when the vicinity of the rear end portion 42B of the brace 42 contacts the load receiving portion 40, the peripheral surface portion 48B of the roller 48 contacts the rear side wall portion 41B of the load receiving portion 40, and the roller 48 The peripheral surface portion 48B of the brace 42 rotates in the vehicle width direction, so that the frictional force between the rear end portion 42B of the brace 42 and the load receiving portion 40 is reduced.

  In the present embodiment, the thickness of the brace 42 is substantially constant from the front end portion 42A to the rear end portion 42B, but the thickness of the brace 42 may be changed. In the present embodiment, the brace 42 is formed of a metal such as a steel material, but may be formed of other materials such as a resin.

  In addition, a reinforcing member such as a bulkhead interposed between the load receiving portion 40 and the front cross member (front cross member) 22 may be provided inside the side rail 14. For example, the reinforcing member can be joined to the inner wall surface in the vehicle width direction inside the side rail 14 or the outer wall surface in the vehicle width direction inside the side rail 14.

  Next, the operation and effect of the vehicle skeleton structure S10 of this embodiment will be described.

  As shown in FIG. 1 and the like, in the vehicle skeleton structure S10, a pair of left and right side rails 14 extending along the vehicle front-rear direction are provided on the outer side in the vehicle width direction. A load receiving portion 40 is provided in the vertical wall portion 14C (see FIG. 2). A bumper reinforcement 20 extending in the vehicle width direction is disposed on the front end portion side of the front portion 14A of the side rail 14, and the bumper reinforcement 20 is disposed at an outer portion in the vehicle width direction from the side rail 14. A bending portion 20A that is curved toward the rear side of the vehicle toward the outer side in the vehicle width direction is provided. A brace 42 is coupled to the rear surface 20C of the curved portion 20A of the bumper reinforcement 20. The brace 42 protrudes rearward of the vehicle, and the rear end portion 42B of the brace 42 is disposed with a gap from the load receiving portion 40. The rear end portion 42B of the brace 42 is provided with a roller 48 having a rotation shaft 48A arranged along the vehicle vertical direction (see FIG. 2).

  FIG. 5 shows a state of the vehicle skeleton structure S10 in the case of a minute lap collision in which the curved portion 20A of the bumper reinforcement 20 on the outer side in the vehicle width direction from the side rail 14 collides with the barrier 60 on the diagonally forward side of the vehicle. . In the case of such a minute lap collision, a reaction force in the vehicle rearward oblique direction (see arrow A in FIG. 1) acts on the curved portion 20A of the bumper reinforcement 20 from the barrier 60. That is, as shown in FIG. 5, a load from the vehicle front end (vehicle front) is input to the outer side in the vehicle width direction from the side rail 14 in the curved portion 20 </ b> A. At that time, the rear end portion 42B of the brace 42 and the roller 48 coupled to the rear surface 20C of the bending portion 20A are deformed toward the vehicle rear side of the bending portion 20A so that the vicinity of the inclined portion 41A and the rear side wall portion 41B of the load receiving portion 40 (See FIG. 2), the rear end portion 42B of the brace 42 and the load receiving portion 40 are engaged (engaged). As a result, as shown by an arrow B in FIG. 5, the load is efficiently transmitted from the side rail 14 provided with the load receiving portion 40 to the side rail 14 opposite to the vehicle width direction via the cross member 22. The

  Accordingly, it is possible to efficiently generate a lateral force from the brace 42 to the vehicle 12 through the cross member 22 at the time of a minute lap collision, and to reduce an impact at the time of the collision between the barrier 60 and the vehicle 12. That is, by moving the vehicle 12 in a direction that passes through the barrier 60, input to the cab (not shown) can be relaxed.

  On the other hand, FIG. 6 shows a state of the vehicle skeleton structure S10 at the time of a frontal collision in which the inner side in the vehicle width direction collides with the barrier 60 from the side rail 14 of the bumper reinforcement 20. In this case, a load from the front end of the vehicle (vehicle front) is input to the inner side in the vehicle width direction from the side rail 14 of the bumper reinforcement 20. Here, as a frontal collision in which a load from the front end of the vehicle is input to the inner side in the vehicle width direction from the side rail 14 of the bumper reinforcement 20, an offset collision (ODB collision) on either the left or right side of the front part 13 of the vehicle. : Offset deformable barrier) or full wrap collision. In FIG. 6, the case of the offset collision to the vehicle width direction right side of the front part 13 of the vehicle 12 by vehicle front view is shown.

  As shown in FIG. 6, when a load from the front end of the vehicle (vehicle front) is input to the inner side in the vehicle width direction from the side rail 14 of the bumper reinforcement 20, the curved portion 20 </ b> A opens toward the front end of the vehicle. Transforms into That is, the angle of the axis of the bending portion 20A with respect to the line along the vehicle width direction after the collision is smaller than the angle of the axis of the bending portion 20A with respect to the line along the vehicle width direction before the collision. At that time, even if the vicinity of the rear end portion 42B of the brace 42 contacts the load receiving portion 40, the peripheral surface portion 48B of the roller 48 contacts the rear side wall portion 41B (see FIG. 2) of the load receiving portion 40. As the peripheral surface portion 48B of the roller 48 rotates in the vehicle width direction at the contact portion, the frictional force between the rear end portion 42B of the brace 42 and the load receiving portion 40 is reduced. For this reason, the rear end portion 42B of the brace 42 is suppressed from being caught by the load receiving portion 40, and the rear end portion 42B of the brace 42 moves outward in the vehicle width direction by the rotation of the roller 48. As a result, the rear end portion 42B of the brace 42 moves away from the load receiving portion 40 of the side rail 14 to the outside in the vehicle width direction, whereby load transmission due to interference between the rear end portion 42B of the brace 42 and the load receiving portion 40 is performed. It is suppressed. Therefore, the front portion 14A side of the side rail 14 (in this embodiment, the front end portion of the side rail 14 and the crash box 18) can be axially compressed and deformed, and an energy absorption amount can be ensured.

  In such a vehicle skeleton structure S10, it is possible to achieve both performance against collisions in the case of a minute lap collision and in the case of a full lap collision or an offset collision.

  Next, a second embodiment of the vehicle skeleton structure according to the present invention will be described with reference to FIG. Note that in the second embodiment, the same components and members as those in the first embodiment are denoted by the same reference numerals, and detailed description thereof is omitted.

  As shown in FIG. 7, in the vehicle skeleton structure S90 of the present embodiment, a load receiving portion 92 is provided on the vertical wall portion 14C on the outer side in the vehicle width direction of the side rail 14. The load receiving portion 92 is a recess 92A that is recessed inward in the vehicle width direction from the vertical wall portion 14C. The concave portion 92A is disposed on the rear side in the vehicle front-rear direction when viewed in a plan view of the vehicle, and is bent from the vertical wall portion 14C to the inner side in the vehicle width direction, and the inner end portion in the vehicle width direction of the rear side wall portion 93A. A bottom wall portion 93B extending from the vehicle front side to the vehicle front side, and an inclined portion 93C inclined from the front end portion of the bottom wall portion 93B toward the vehicle front side and the vehicle width direction outside.

  The concave portion 92A of the side rail 14 in a plan view of the vehicle has a shape that matches the outer shape of the rear end portion 42B of the brace 42. The rear end edge 46F of the brace 42 and the peripheral surface portion 48B of the roller 48 are arranged to face the rear side wall portion 93A of the recess 92A with a gap. The inner wall portion 46C of the brace 42 is disposed so as to face the bottom wall portion 93B and the inclined portion 93C of the concave portion 92A with a gap before and after the bent portion 46E.

  In such a vehicle skeleton structure S90, although not shown in the case of a micro lap collision, the rear end portion 42B of the brace 42 and the roller 48 coupled to the rear surface 20C of the curved portion 20A of the bumper reinforcement 20 are loaded. Engages with (engages with) the recess 92 </ b> A of the receiving portion 92. Thereby, the load is efficiently transmitted from the side rail 14 provided with the load receiving portion 92 to the side rail 14 side opposite to the vehicle width direction via the cross member 22.

  On the other hand, in the case of a frontal collision (full lap collision or offset collision) in which a load from the vehicle front end is input to the inner side in the vehicle width direction from the side rail 14 of the bumper reinforcement 20, although not shown, the curved portion 20A is not shown. It is deformed so as to open to the vehicle front end side. At this time, even if the vicinity of the rear end portion 42B of the brace 42 abuts on the load receiving portion 92, the peripheral surface portion 48B of the roller 48 abuts on the rear side wall portion 93A of the load receiving portion 92 and rotates. The frictional force between the rear end portion 42B of the brace 42 and the load receiving portion 40 is reduced, and the rear end portion 42B of the brace 42 is suppressed from being caught by the load receiving portion 40. That is, the rear end portion 42B of the brace 42 moves outward in the vehicle width direction by the rotation of the roller 48, and the rear end portion 42B of the brace 42 moves away from the load receiving portion 40 of the side rail 14 in the vehicle width direction outer side. The load transmission due to the interference between the rear end portion 42B of the brace 42 and the load receiving portion 40 is suppressed. Therefore, the front portion 14A side of the side rail 14 (in this embodiment, the front end portion of the side rail 14 and the crash box 18) can be axially compressed and deformed, and an energy absorption amount can be ensured.

  In such a vehicle skeleton structure S90, the performance with respect to the collision can be made compatible in the case of the minute lap collision and the case of the full lap collision or the offset collision.

  Further, in the vehicle skeleton structure S90, the load receiving portion 92 is a concave portion 92A that is recessed inward in the vehicle width direction from the vertical wall portion 14C of the side rail 14, and the rear end portion 42B of the brace 42 in the case of a minute lap collision. And the roller 48 is engaged with the recess 92A. Therefore, the load is easily transmitted to the vehicle rear side of the side rail 14 and the side rail 14 side (see FIG. 1) on the opposite side in the vehicle width direction from the side rail 14 via the cross member 22. In addition, since the load receiving portion 92 does not protrude outward in the vehicle width direction from the vertical wall portion 14C of the side rail 14, it is possible to suppress an influence on the rotation trajectory of the front wheels (not shown) in the vehicle width direction in a plan view of the vehicle. can do.

  In the vehicle skeleton structure, the shape of the brace 42 and the shape of the load receiving portions 40 and 92 are not limited to the first and second embodiments, and can be changed.

  In the vehicle skeleton structure, the configuration in which the brace 42 is coupled to the bumper reinforcement 20 is not limited to the first and second embodiments, and can be changed.

  In the first and second embodiments, the peripheral surface portion 48B of the roller 48 is disposed so as to oppose the rear side wall portions of the load receiving portions 40 and 92 on the vehicle rear side. The attachment position to the rear end portion 42B can be changed.

S10 Vehicle skeleton structure 12 Vehicle 13 Front portion 14 Side rail 14A Front portion 20 Bumper reinforcement (Bumper reinforcement)
20A Curved portion 20C Rear surface 40 Load receiving portion 42 Brace (protruding portion)
42B Rear end 48 roller (rotating mechanism)
48A Rotating shaft S90 Vehicle frame structure 92 Load receiving portion

Claims (1)

A pair of left and right side rails arranged on the vehicle width direction outer side and extending along the vehicle front-rear direction;
Bumper reinforcement arranged on the front side in the vehicle front-rear direction of the side rail and extending in the vehicle width direction,
A load receiving portion provided on an outer side surface of the side rail in the vehicle width direction;
A curved portion that is provided in the bumper reinforcement and curves toward the vehicle rear side toward the vehicle width direction outer side at the vehicle width direction outer side portion than the side rail;
The bumper reinforcement is coupled to the rear surface of the curved portion, protrudes toward the vehicle rear side, and the rear end portion in the vehicle front-rear direction is disposed with a gap from the load receiving portion, and from the side rail in the curved portion A protrusion disposed so as to engage with the load receiving portion when a load from the vehicle front end is input to the vehicle width direction outside;
A rotation mechanism provided at a position facing the load receiving portion at the rear end portion of the protruding portion, and a rotation shaft disposed along the vehicle vertical direction;
A vehicle skeleton structure.

Images