JP3796803B2 - Car body frame structure - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
  The present invention relates to a frame structure for an automobile body having a frame with a closed cross-section composed of a plurality of planar portions extending in a predetermined direction and corner portions which are connecting portions between adjacent planar portions. The present invention relates to a frame structure such as a frame or a rear frame.
[0002]
[Prior art]
  When a compressive load is applied in the axial direction (longitudinal direction) from the outer end of the vehicle body in the case of a vehicle collision, the frame such as the front frame and rear frame of the automobile body is axially moved with a load that is not so large at the initial stage of load input. By starting to collapse, a large load is prevented from acting on the vehicle body part located on the inner side of the frame through the frame, and once it starts to collapse, the entire frame is regularly and stably stabilized without bending. It is desirable to maintain a large crushing load as much as possible by crushing, thereby sufficiently absorbing the collision energy.
[0003]
  A suitable crushing mode capable of maintaining a crushing load as large as possible in a regular and stable crushing manner in the axial direction of the frame is, for example, a single-hat type frame (a frame comprising a cross-sectional hat-shaped panel and a cross-sectional linear panel). 39 is a perspective view, FIG. 40 is a sectional view taken along line XXXX-XXXX in FIG. 39, FIG. 41A is a sectional view taken along line XXXXIA-XXXXIA in FIG. 39, and is a sectional view taken along line XXXXIB-XXXXIB in FIG. As shown in FIG. 41 (B), each of the four flat portions 1, 2, 3, 4 extending in the axial direction of the frame is crushed and deformed by repeating irregularities alternately in the axial direction at the crushing pitch P inherent to the frame. In addition, two adjacent flat portions forming the corner portions 5, 6, 7, and 8, for example, the flat portion 1 and the flat portion 2 forming the corner portion 5 are concave in each of the axial crushing pitch regions. If so, the other is crushed and deformed This is the crushing mode that this mode is aimed at.
[0004]
  The target crushing mode in the case of a double hat type frame (a frame composed of two cross-section hat-shaped panels) is the same as that in the case of the single hat type frame. In other words, in this case, the cross section in the crushing pitch area is deformed as shown in FIG. 42A, and the cross section in the crushing pitch area adjacent to the crushing pitch area in the axial direction is deformed as shown in FIG. This is the target crushing mode.
[0005]
  40 to 42, the broken line indicates the position of the reference cross section (the cross section before deformation) of the frame, and in the cross section shown in each figure, each plane portion is deformed from the position indicated by the broken line toward the position indicated by the solid line. To do.
[0006]
  Conventionally, there has been proposed a body frame of an automobile in which various crushed guide beads are formed on the frame so that the frame is crushed in a desired manner.
[0007]
  For example, in Japanese Patent Laid-Open No. 4-231268, as shown in FIG. 43, in a frame having a quadrangular cross section, a concave line extending in the circumferential direction on three plane portions 10, 11, 12 having a U-shaped cross section and There has been proposed a ridge-shaped bead (in which the flat portions 10 and 12 are concave beads and the flat portion 11 is a convex bead) 13. According to such a configuration, when an axial load is applied at the time of a collision, the bead 13 portion of the concave and convex ridges extending in the circumferential direction is first crushed, thereby preventing the crushed load at the initial stage of load input from rising, The maximum crushing load (initial maximum proof stress) at the initial stage of input can be suppressed to a certain level.
[0008]
  Further, in Japanese Patent Laid-Open No. 61-287871, as shown in FIG. 44, in a frame having a quadrangular cross section, within a range where it does not reach one flat surface portion 20 and corner portions 21 and 22 on both sides thereof. A plurality of concave beads 23 and convex beads 24 are alternately and repeatedly formed at predetermined intervals. According to such a configuration, it is possible to guide the collapsed state of the frame at the time of collision so that it is regularly and stably collapsed to some extent in the axial direction, thereby maintaining a relatively large collapse load (average proof stress). it can.
[0009]
  In addition, as shown in FIG. 45, Japanese Patent Laid-Open No. 5-305877 discloses a wavy bead that repeats irregularities at a predetermined pitch in the axial direction on two plane portions 30, 30 facing each other in a frame having a square cross section. The one that formed 31 has been proposed. Such a configuration can also guide the collapsed state of the frame at the time of collision so as to be regularly and stably collapsed in a certain axial direction to a certain extent, thereby maintaining a relatively large collapse load (average proof stress).
[0010]
  In addition, as shown in FIG. 46, Japanese Utility Model Laid-Open No. 2-2777 has a bead 44 provided at a predetermined pitch in the axial direction at each corner 40, 41, 42, 43 in a frame having a square cross section. Things have been proposed. Such a configuration can also guide the collapsed state of the frame at the time of collision so as to be regularly and stably collapsed in a certain axial direction to a certain extent, thereby maintaining a relatively large collapse load (average proof stress).
[0011]
[Problems to be solved by the invention]
  As described above, in the frame structure of an automobile body, it is required to reduce the initial maximum proof strength and increase the average proof strength in the event of a vehicle collision. In these respects, there is room for further improvement in the conventional technology. Exists.
[0012]
  That is, in the first prior art, the bead 13 is provided only at the two corners 14 and 15 of the four corners 14, 15, 16 and 17, and is provided at the remaining corners 16 and 17. Absent. Therefore, the absorption of collision energy at the time of a vehicle collision is approximately 6.7: 1.5 between the corner and the plane of the frame, and the energy due to the collapse of the corner is larger than the energy absorption due to the collapse of the plane. The amount of absorption is much greater. That is, the corner portion is much less crushed than the flat portion, and bears a large crushed load. Therefore, in this first conventional example, two corners 16 and 17 out of four corners carrying a large crushing load remain in a state that is not easily crushed without providing beads. The initial maximum proof stress is increased by the two corner portions 16 and 17, and as a result, there is room for further reducing the initial maximum proof strength by making the remaining corner portions 16 and 17 easy to collapse.
[0013]
  In the second prior art, the width of the beads 23, 24 in the frame axis direction is small, and a predetermined plane area exists between the beads 23, 24. Therefore, the portions where the beads 23, 24 exist. Then, even if the crushing can be led to the desired mode to some extent, it is uncertain what the crushing state will be in the plane area between each bead 23, 24. As a result, this plane area also has the desired crushing mode. There is room for further increasing the average yield strength by reliably leading to
[0014]
  Further, in the third prior art, the beads 31 formed on the two plane portions 30 facing each other reach the corner portions 32 on both sides of the plane portion 30 respectively, so that a large crushing load is applied as described above. All of the corners 32 to be carried are easily crushed. As a result, a sufficiently large average yield strength cannot be ensured, and there is room for further increasing the average yield strength by making these corners 32 less likely to be crushed. .
[0015]
  Further, in the fourth prior art, since the beads 44 are formed in all the corners 40, 41, 42, 43, all the corners that should bear a large crushing load are easily crushed. There is room for further increasing the average yield strength by making the corners 44 less likely to collapse. In addition, each flat portion 45, 46, 47, 48 is a crushing mode that aims to be crushed and deformed alternately in the axial direction, but in the case of this prior art, all the beads 44 of each flat portion are concave beads. Therefore, only the deformation (movement) control in the concave direction is performed, it is uncertain whether or not the portion to be deformed in the convex direction is actually deformed in the convex direction, and adjacent planar portions, for example, the planar portion 45 And the flat part 46 is a crushing mode aimed at crushing and deforming so that if one is concave at the same axial position, the other is convex. Whether or not to do so is uncertain, and since an extreme bead 44 is provided only in one portion of one crushing pitch, there is a possibility that the crushing mode may be destroyed due to unbalance of the stress distribution. Even in the conventional technology, the correct crushing mode is assured. Is room to further increase the average yield strength there by leading to.
[0016]
  In view of the above circumstances, the object of the present invention is to reduce the initial maximum proof stress at the time of a vehicle collision, and to improve the average proof stress sufficiently by collapsing in an axially crushed mode so that there is no crushed residue regularly and stably. An object of the present invention is to provide a frame structure of an automobile body that can achieve the above.
[0017]
[Means for Solving the Problems]
  In order to achieve the above object, a frame structure of a first automobile body according to the present invention has a closed cross-sectional shape composed of a plurality of flat portions extending in a predetermined direction and a plurality of corner portions which are connecting portions of adjacent flat portions. A frame structure of an automobile body provided with a frame,Two plane parts facing each otherIn addition, a continuous concavo-convex shape is formed in a range that does not cover the corners on both sides of the flat portion, and the concave and convex portions over the entire length of the substantially crushed pitch are alternately and repeatedly positioned along the predetermined direction. The first bead for improving the average yield strength, and the frame on the outer end side of the frame body with respect to the first bead of the frame is formed over substantially the entire circumference including all corners of the frame. A second bead for reducing the initial maximum proof stress, wherein one of the two adjacent flat portions forming each corner is a concave line, the other is a convex line, and the width in the predetermined direction is shorter than the crushing pitch. Completing withIn other words, the first beat formed on the two flat portions facing each other is formed continuously with the second bead in the predetermined direction, or is an integer of the crushing pitch with respect to the second bead in the predetermined direction. It is formed with an intermediate plane portion having a double length, and when one first bead is a recess at each position in the predetermined direction, the other first bead is formed as a projection.It is characterized by that.
[0018]
  the aboveFormed on two flat parts facing each otherThe first bead can be formed in the remaining range obtained by subtracting at least the amount of movement of the corner when the frame is crushed from the corner on both sides of the flat surface where the first bead is formed.
[0019]
  the aboveFormed on two flat parts facing each otherThe first bead can be formed in the remaining range obtained by subtracting a length corresponding to approximately ½ of the crushing pitch from the corners on both sides of the flat surface where the first bead is formed.
[0020]
  The second bead can be formed so that the depth of one concave line of the two adjacent flat surfaces forming each corner is substantially the same as the height of the other convex line.
[0021]
  In order to achieve the above object, a frame structure of a second automobile body according to the present invention has a closed cross-sectional shape composed of a plurality of planar portions extending in a predetermined direction and a plurality of corner portions which are connecting portions of adjacent planar portions. A frame structure of an automobile body comprising a frame and a reinforcing plate having a reinforcing flat portion provided in a closed cross section of the frame and extending in the predetermined direction so as to face at least one flat portion of the frame. In order to improve the average yield strength, the concave and convex portions over the entire length of the substantially crushed pitch are alternately and repeatedly formed at the substantially crushed pitch along the predetermined direction. The first bead and the corners formed on the frame over substantially the entire circumference including all corners of the frame at a position closer to the outer side of the frame body than the first bead. Next to One of the two flat portions has a concave stripe, the other has a convex stripe, and includes a second bead for reducing the initial maximum proof stress, the width of the predetermined direction being shorter than the crushing pitch. .
[0022]
  The reinforcing plate is configured to have two reinforcing flat portions provided to face two mutually facing flat portions of the frame, and the first bead is formed on the two reinforcing flat portions. be able to.
[0023]
  The first beads formed on the two reinforcing flat surface portions can be formed such that when one first bead is a concave portion at each position in the predetermined direction, the other first bead is a convex portion.
[0024]
  The reinforcing plate is formed to have the reinforcing flat part and reinforcing corners on both sides of the reinforcing flat part, and the first bead has reinforcing angles on both sides of the reinforcing flat part on which the first bead is formed. It can be formed in the remaining range obtained by subtracting at least the movement of the reinforcing corner when the reinforcing plate is crushed.
[0025]
  The reinforcing plate is formed to have the reinforcing flat part and reinforcing corners on both sides of the reinforcing flat part, and the first bead has reinforcing angles on both sides of the reinforcing flat part on which the first bead is formed. It can be formed in the remaining range obtained by subtracting the length corresponding to approximately ½ of the crushing pitch from the portion.
[0026]
  The second bead can be formed so that the depth of one concave line of the two adjacent flat surfaces forming each corner is substantially the same as the height of the other convex line.
[0027]
【The invention's effect】
  As described above, the frame structure of the first automobile body according to the present invention has a recess extending over the entire length of the substantially crushed pitch at a substantially crushed pitch along the predetermined direction, that is, the axial direction of the frame. Since the first bead for improving the average yield strength is formed by alternately repeating the convex portions, the frame is not bent and deformed by the first bead at the time of a vehicle collision, and is regularly stabilized at a substantially crushed pitch in the axial direction. Therefore, it can be guided to be crushed and deformed in a target crushing mode without remaining crushing, thereby ensuring a larger crushing average yield strength, that is, maintaining a higher crushing strength stably. Further, in this case, since the first bead is not formed at the corner portion, it is possible to prevent a decrease in the average collapse strength due to the corner portion being easily crushed, and also in this respect, it is possible to secure a larger average collapse strength. it can.
[0028]
  Further, as described above, the second bead for reducing the initial maximum proof stress is formed over the substantially entire circumference including all corners of the frame at a position closer to the outer side of the frame body than the first bead of the frame. Therefore, all of the corner portions that are not easily crushed are easily crushed by the second bead, and thus the initial maximum proof stress can be reduced sufficiently. In addition, since the second bead has a width in the frame axial direction shorter than the collapse pitch as described above, the inclination angle of the concave and convex beads in the cross section along the axial direction with respect to the axial direction is large. As a result, the ease of crushing of the concave stripe and the convex bead due to the axial load is increased, and thereby the initial maximum yield strength of the collapse can be further reduced.
[0029]
  Further, as described above, since the second bead forms a concave line on one of the two adjacent flat surface portions forming the corners, and a convex line on the other side, the second bead is crushed when the second bead is crushed. In each corner of the bead, both compression due to the deformation of the concave stripe and tension due to the deformation of the convex stripe act, and they cancel each other, and eventually the surplus due to breakage and compression due to tension at each corner is suppressed, As a result, it is possible to avoid adverse effects on the crushing deformation due to the breakage and the surplus thickness, and thus it is possible to reliably realize the crushing mode as intended to be guided by the first bead, and to ensure a sufficiently large crushing average yield strength.
[0030]
  As described above, the frame structure of the first automobile body according to the present invention is formed by combining the first bead for improving the average yield strength as described above and the second bead for reducing the initial maximum yield strength. Both a sufficient reduction in the initial maximum yield strength and a sufficient improvement in the average yield strength can be realized efficiently and effectively.
[0031]
  Since the 1st bead is formed in two plane parts which counter the mutually above-mentioned frame, crushing deformation guidance by this 1st bead can be performed more certainly.
[0032]
  the aboveFormed on two flat parts facing each otherThe first bead is continuous with the second bead in the axial direction.FormedOrIn the predetermined directionThe second bead is formed by interposing an intermediate plane portion having a length that is an integral multiple of the crushing pitch.BecauseThe crushing deformation of the intermediate plane portion between the second bead and the first bead is performed at the crushing pitch, and as a result, the second bead side end region of the first bead smoothly and reliably according to the first bead. The crushing deformation can be started in the crushing mode as intended at the crushing pitch.
[0033]
  If the first bead is formed in two plane portions facing each other of the frame and the first bead of one plane portion is a recess at each of the axial positions, the first bead of the other plane portion is a projection. Both first beads are formed so thatBecauseWhen the frame is crushed and deformed in the axial direction, there is no tension or compression in the cross-section at each position in the axial direction, and therefore breakage or surplus due to the tension or compression can be avoided. It is possible to prevent the crushing deformation guide by the first bead from being hindered by the surplus meat.
[0034]
  the aboveFormed on two flat parts facing each otherWhen the first bead is formed in the remaining range obtained by subtracting at least the amount of movement of the corner when the frame is crushed from the corners on both sides of the flat surface where the first bead is formed, There is no risk that the corner (ridgeline) moves to the first bead portion when entering the first bead portion, so that the deformed first bead portion is deformed by entering the first bead portion. Disturbance can be avoided, and as a result, it is possible to prevent the deformation of the first bead from being hindered by the movement of the corners.
[0035]
  Since the frame is crushed at each crushing pitch, the amount of movement of the corner is at most ½ of the crushing pitch.Formed on two flat parts facing each otherIn the case where the first bead is formed in the remaining range obtained by subtracting the length corresponding to approximately ½ of the crushing pitch from the corners on both sides of the flat surface where the first bead is formed, the frame is There is no risk of the corner portion moving to the first bead portion when it is crushed and deformed in the axial direction. Therefore, the deformation of the first bead portion caused by the moved corner portion entering the first bead portion is prevented. As a result, it is possible to prevent the deformation of the first bead from being hindered by the movement of the corners.
[0036]
  In the case where the second bead is formed such that the depth of one concave line of the two adjacent flat surfaces forming each corner is substantially the same as the height of the other convex line, When the second bead is crushed, the amount of compression due to deformation of the concave stripe acting on each corner of the second bead can be made equal to the amount of tension due to deformation of the convex stripe, whereby the second bead It is possible to completely suppress the surplus due to breakage and compression due to the tension at each corner, and as a result, it is possible to surely prevent the crushing deformation guide caused by the first bead from being hindered by the breakage and surplus.
[0037]
  As described above, the second vehicle body frame structure according to the present invention includes the reinforcing plate provided in the closed cross section of the frame, and the first bead in the first vehicle body frame structure is provided. Since the same first bead is formed on the reinforcing plate, when the frame is crushed and deformed in the axial direction, the reinforcing plate is crushed and deformed according to the first bead, and the frame is deformed through the crushed deformation of the reinforcing plate. It can be guided so as to be crushed and deformed in a desired crushing mode, and as a result, a large crushing average yield strength can be ensured as in the first frame structure.
[0038]
  Also, since the second bead similar to the second bead of the frame structure of the first automobile body is formed on the frame, the initial maximum collapse strength when the frame is crushed and deformed in the axial direction is set to the first frame. As well as the structure, it can be sufficiently reduced, and it is possible to suppress the breakage and the surplus in the second bead portion, and thereby the second due to the breakage and the surplus in the second bead portion as in the first frame structure. It is possible to avoid an adverse effect on the crushing deformation to be guided by one bead.
[0039]
  The reinforcing plate is configured to have two reinforcing flat portions provided to be opposed to two opposing flat portions of the frame, and the first bead is formed on the two reinforcing flat portions. If it is, the crushing deformation guide by the first bead can be more reliably performed as in the case of the first frame structure.
[0040]
  When the first bead formed on the two reinforcing flat portions is formed such that when one first bead is a concave portion at each position in the axial direction, the other first bead is a convex portion. Since the frame itself is crushed and deformed according to the first bead formed on the reinforcing flat surface portion, as in the case of the first frame structure, when the frame is crushed and deformed in the axial direction, each position in the axial direction is changed. It is possible to avoid breakage and surplus due to tension or compression within the cross section, and as a result, it is possible to prevent the crushing deformation guide caused by the first bead from being hindered by this breakage or surplus.
[0041]
  The reinforcing plate is formed to have the reinforcing flat part and reinforcing corners on both sides of the reinforcing flat part, and the first bead has reinforcing angles on both sides of the reinforcing flat part on which the first bead is formed. If the reinforcing plate is formed in the remaining range after subtracting the amount of movement of the reinforcing corner portion when the reinforcing plate is crushed, the reinforcing corner portion reaches the first bead portion when the reinforcing plate is crushed and deformed in the axial direction. There is no risk of moving and entering, and therefore, the disturbance of deformation of the first bead portion due to the moved reinforcing corner portion entering the first bead portion can be avoided. It is possible to prevent troubles in the crushing deformation guide by the first bead.
[0042]
  When the reinforcing plate is formed so as to have the reinforcing flat portion and reinforcing corner portions on both sides of the reinforcing flat portion, the reinforcing plate is crushed at each crushing pitch. Is ½ of the crushing pitch at the maximum, so that the first bead is approximately half the crushing pitch from the reinforcing corners on both sides of the reinforcing flat surface where the first bead is formed. When the reinforcing plate is formed in the remaining range after subtracting, there is no possibility that the reinforcing corner moves to the first bead portion when the reinforcing plate is crushed and deformed in the axial direction. Disturbance of deformation of the first bead portion due to the portion entering the first bead portion can be avoided, and as a result, the movement of the reinforcing corner portion prevents the crush deformation guide by the first bead from being hindered. be able to.
[0043]
  When the second bead is formed such that the depth of one concave stripe of the two adjacent flat portions forming each corner of the frame is substantially the same as the height of the other convex stripe. As in the case of the first frame structure, it is possible to completely suppress the breakage due to tension and compression at each corner of the second bead, and as a result, the breakage and surplus cause the first bead. It is possible to reliably prevent troubles in the crushing deformation guide.
[0044]
DETAILED DESCRIPTION OF THE INVENTION
  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.
[0045]
  <First Embodiment of First Frame Structure>
  1 is a perspective view showing a first embodiment of a frame structure of a first automobile body according to the present invention, FIG. 2 is a sectional view taken along line II-II in FIG. 1, and FIG. 3 is a sectional view taken along line III-III in FIG. It is. 2 and 3 indicate a reference cross section that is an original cross section of the frame, that is, a cross section of the frame in a state where the first bead or the second bead is not formed. This also applies to the broken lines in FIGS. 5, 7 to 9, 11 to 14, 23, 26, 27, 29, and 30.
[0046]
  In the illustrated embodiment, the present invention is applied to, for example, a front frame disposed in the front part of an automobile body and extending in the longitudinal direction of the vehicle body. Behind, that is, inside the car body.
[0047]
  This frame is a double hat type frame in which the first panel 50 and the second panel 52 having a cross-sectional hat shape extending in the longitudinal direction of the vehicle body are opposed to each other and the flanges 50a and 52a are joined to each other, and extends in the longitudinal direction of the vehicle body. Eight plane parts 54, 56, 58, 60, 62, 64, 66, 68 (the plane part 54 and the plane part 62 are composed of two flanges 50a and 52a) and adjacent plane parts A frame 86 having a closed cross-sectional shape having a quadrangular cross-section composed of eight corner portions 70, 72, 74, 76, 78, 80, 82, and 84, which are the connecting portions.
[0048]
  A first bead 90 for improving the average yield strength is formed on the flat portions 58 and 66 of the frame facing each other. The first bead 90 is formed in the two flat portions 58 and 66 facing each other so as not to cover the corner portions 72, 74, 80 and 82 on both sides of the flat portions 58 and 66, and further on both sides. The corners 72, 74, 80, 82 are respectively in a range that is inward in the vertical direction by a predetermined length H = P / 2 (P is a crushing pitch described below), that is, the corners 72, 74, 80, 82 are formed in the remaining ranges obtained by subtracting the length of H = P / 2 from 82 respectively.
[0049]
  As shown in FIG. 2, the first beads 90 formed on the two flat portions 58 and 66 have a collapse pitch P full length at the collapse pitch P along the longitudinal direction of the vehicle body, that is, along the axial direction of the frame 86, respectively. Similarly to the concave portions 90a extending over the same length, the convex portions 90b extending over the entire length of the crushing pitch P are formed so as to form a continuous concave-convex shape that is alternately and repeatedly positioned. Further, the first beads 90 formed on these two flat portions 58 and 66 have the same phase in the axial direction, that is, one first bead in each of the crushing pitch regions A1, A2,. When is a recess 90a, the other first bead is formed to be a protrusion 90b.
[0050]
  The crushing pitch P is a value specific to the frame determined by the cross-sectional shape, thickness, material, etc. of the frame. For example, “Int. J. Impact Engng Vol. 4 No. 4” published in England in 1986 On page 243 and page 244 of “DYNAMICPROGRESSIVE BUCKLING OF CIRCULAR AND SQUARE TUBES” described on page 243 to page 270, it is defined as “2H” (2H is 1 squashed pitch).
[0051]
  All corners 70, 72, 74, 76, 78, 80 of the frame 86 are located on the frame body outer end side (the left end side in the figure in the present embodiment) of the frame 86 than the first bead 90. , 82, 84, the second bead 92 for reducing the initial maximum yield strength is formed over the entire circumference. The second bead 92 has a concave streak 92a on one of the two adjacent flat portions forming the corners, and a convex streak 92b on the other. More specifically, as shown in FIG. 3, in the plane portions 54 and 56 forming the corner portion 70, the plane portion 54 has a protrusion (the bead in the plane portion 54 is a protrusion when viewed from the corner 70. ) And the flat portion 56 forms a concave stripe, and the flat portions 56 and 58 forming the corner portion 72 are concave in the flat portion 56, so the flat portion 58 forms a convex stripe and the corner portion 74 is formed. In the plane portions 58 and 60, the flat portions 58 are convex, so the flat portions 60 are concave, and the flat portions 60 and 62 that form the corners 76 are concave in the flat portions 60. The flat portion 62 forms a ridge (beads in the flat portion 62 are ridges when viewed from the corner portion 76), and the flat portions 62 and 64 forming the corner portion 78 have a concave stripe (corner portion). 78, the bead in the flat portion 62 is a concave stripe), so that the flat portion 64 has a convex stripe, and the flat portions 64 and 66 forming the corner portion 80 have a flat surface. In 64, since it is a ridge, it forms a groove on the flat surface 66, and in the flat portions 66, 68 forming the corner 82, the flat surface 66 is a ridge, so that the flat surface 68 forms a ridge, In the plane portions 68 and 54 forming 84, the plane portion 68 is a ridge, so that the plane portion 54 has a ridge (beads viewed from the corner portion 84 are beads on the plane portion 54).
[0052]
  The axial width L2 of the second bead 92 is set sufficiently shorter than the crushing pitch P. Further, the second bead 92 is formed such that the depth Si of one concave stripe of the two adjacent flat portions forming each corner is the same as the height So of the other convex stripe. ing. Further, the second bead 92 is formed continuously with the first bead 90 in the axial direction.
[0053]
  The second bead 92 is formed at a position away from the front end (the outer end of the vehicle body) of the frame 86 by a predetermined length Lf = {P / 2 (P is an integral multiple of the crushing pitch)}. Further, in the first bead 90, the rear end of the first bead 90 is a predetermined length Lr = {an integer multiple of P / 2 (where P is the crushing pitch)} from the rear end (vehicle body inner end) of the frame 86. It is formed so as to be separated from the front. The rear end of the frame 86 means a portion that is straight in the axial direction of the frame 86 and has a substantially identical cross section, that is, a rear end of a portion that tries to crush the frame 86 for absorbing a collision load. To do.
[0054]
  In the frame structure of the first embodiment, when a load W is applied from the front end of the frame toward the rear in the axial direction as shown in FIG. 2, it is a sectional view taken along line VV in FIGS. As shown, the second bead 92 portion is crushed and deformed. The crushing deformation of the second bead 92 is deformed so that the concave stripe 92a becomes more concave as shown and the convex stripe 92b becomes more convex. When the second bead 92 is first crushed in this way, the frame portion on the rear side of the second bead 92 is then led to the first bead 90, and the lines VII-VII and VIII in FIGS. As shown in FIGS. 7, 8 and 9, which are cross-sectional views taken along the lines -VIII and IX-IX, they are crushed and deformed. That is, each of the flat portions 54, 56, 58, 60, 62, 64, 66, 68 extending in the axial direction is crushed and deformed by repeating unevenness alternately in the axial direction for each crushing pitch region A1, A2, A3. In addition, two adjacent flat portions forming the corner portions 70, 72, 74, 76, 78, 80, 82, 84, for example, the flat portion 56 and the flat portion 58 forming the corner portion 72 are in the same crushing pitch region. If one is a recess, the other is deformed to be a projection.
[0055]
  <Second and Third Embodiments of First Frame Structure>
  Next, a second embodiment of the frame structure of the first automobile body will be described. 10 is a perspective view showing the second embodiment, FIG. 11 is a sectional view taken along line XI-XI in FIG. 10, and FIG. 12 is a sectional view taken along line XII-XII in FIG.
[0056]
  The second embodiment is a single hat type frame as compared with the first embodiment described above, which is a cross hat extending in the longitudinal direction of the vehicle body (the axial direction of the frame) as shown in the figure. The first panel 50 and the second panel 52 having a straight cross section face each other, and the flange 50a of the first panel is joined to the upper and lower edges of the second panel 52 and extends in the longitudinal direction of the vehicle body. Four flat portions 56, 58, 60, 66 (the two flanges 50a of the first panel are also flat portions 66) and four corner portions 70, 72, 74 which are connecting portions of adjacent flat portions. , 76 and a frame 86 having a quadrangular cross section and a closed cross section.
[0057]
  The second embodiment is different from the first embodiment only in the double hat type or the single hat type, and the other structures are the same. In other words, also in the second embodiment, the first bead 90 and the second bead 92 similar to those in the first embodiment are formed in the same manner as in the first embodiment. Numbers or symbols are attached, and detailed description is omitted.
[0058]
  The second bead 92 has a shape as shown in FIG. 12 because this embodiment is a single hat type. That is, in the flat portions 66 and 56 forming the corner portion 70, the flat portion 66 has a ridge (the bead in the flat portion 66 is a ridge when viewed from the corner 70) and the flat portion 56 has a ridge. None, in the plane portions 56 and 58 forming the corner portion 72, the plane portion 56 is concave, so the plane portion 58 forms a protrusion, and in the plane portions 58 and 60 forming the corner portion 74, the plane portion In 58, since it is a ridge, it forms a concave line in the plane part 60, and in the plane parts 60, 66 forming the corner part 76, it is a ridge in the plane part 60, so in the plane part 66 it is a ridge (from the corner part 76). As can be seen, the bead in the plane portion 66 is a ridge).
[0059]
  Also in the second embodiment, when a load W acts from the front end of the frame toward the rear in the axial direction, the frame is crushed and deformed in the same manner as in the first embodiment. That is, first, the second bead 92 portion is crushed and deformed in the same manner as in the first embodiment, and then the frame portion behind the second bead 92 is guided to the first bead 90 in the first embodiment. It is crushed and deformed in the same manner as the form. 13 is a cross-sectional view (a cross-sectional view corresponding to FIG. 8 in the first embodiment) showing a collapsed state of the crushing pitch area A1 in FIG. 11, and FIG. 14 is a crushing of the crushing pitch area A2 in FIG. FIG. 10 is a sectional view showing a state (a sectional view corresponding to FIG. 9 in the first embodiment).
[0060]
  FIG. 15 is a perspective view showing a third embodiment of the frame structure of the first automobile body. This third embodiment is different from the second embodiment in that each corner 70, 72, 74 and 76 are chamfered, and the length of the first bead 90 is an integral multiple of the crushing pitch P with respect to the second bead 92 along the axial direction of the frame 86 (in this embodiment, a length of 1 time). The only difference is that the intermediate flat portion 91 of L3 is interposed, and the rest is configured in exactly the same way as in the second embodiment.
[0061]
  In the first and second embodiments of the frame structure of the first automobile body, the first bead 90 is formed continuously with the second bead 92 along the axial direction of the frame 86. Also in the embodiment, the first bead 90 can be formed by interposing an intermediate plane portion having a length that is an integral multiple of the crushing pitch P with respect to the second bead 92 in the axial direction of the frame 86.
[0062]
  <Operational effect of first frame structure>
  In the frame structure of the first automobile body configured as described above, the first bead 90 for improving the average yield strength is formed on each of the two plane portions 58 and 66 facing each other, and the first bead 90 is Since the concave portions 90a and the convex portions 90b over the entire length of the crushed pitch P are alternately formed at the crushed pitch P along the axial direction of the frame, the first concave portion is formed at the time of a vehicle collision. By the bead 90, the frame 86 can be guided to be deformed in the desired crushing mode without crushing in the axial crushing pitch P without causing the frame 86 to be bent and deformed in a desired crushing mode. Yield strength can be secured, that is, higher crush strength can be stably maintained.
[0063]
  In this case, the first bead 90 is within a range that does not cover the corners 72, 74 and 80, 82 (70, 76 in the case of the second and third embodiments) on both sides of the flat part 58 and the flat part 66, respectively. Since it is formed, it is possible to prevent a decrease in the crushing average proof stress due to the corners being easily crushed, and in this respect as well, a larger crushing average proof stress can be secured.
[0064]
  In the frame structure, a second bead 92 for reducing the initial maximum yield strength is formed on the frame 86, and the second bead 92 is continuous with the first bead 90 and is closer to the front end side of the frame than the first bead 90. Is formed over the entire circumference including all corners 70, 72, 74, 76, 78, 80, 82, 84 of the frame 86, so that all the corners that are not easily crushed are formed in the second bead. 92 makes it easy to be crushed, thereby sufficiently reducing the initial maximum yield strength.
[0065]
  Further, since the second bead 92 has a width L2 in the frame axis direction shorter than the crushing pitch P as described above, as shown in FIG. 16, the concave stripe 92a and the projection in the cross section along the frame axis direction are provided. The inclination angle α1 of the strip 92b with respect to the axial direction is larger than the inclination angle α2 when the axial width indicated by the broken line is the collapse pitch P, and as a result, when the axial load W acts on the second bead 92 portion, The component perpendicular to the axial direction of the acting load W is increased, and the concave ridge 92a and the ridge 92b are liable to be crushed, whereby the crushed initial maximum proof stress can be further reduced. In this sense, the width L2 of the second bead 92 should be sufficiently small.
[0066]
  Further, in the frame structure, the second bead 92 forms the corners 70, 72, 74, 76, 78, 80, 82, and 84, adjacent one of the two flat portions, and the other is a convex strip 92a. 92b, when the second bead 92 is crushed, both corners of the second bead 92 are subjected to both compression due to the deformation of the recess 92a and tension due to the deformation of the protrusion 92b. Are offset each other, and the amount of deformation due to tension or compression at each corner is reduced, thereby suppressing the breakage due to the tension or compression at each corner of the second bead 92 and suppressing the surplus due to this breakage or surplus. Therefore, the crushed mode can be reliably realized as intended, and a sufficiently large crushed average yield strength can be ensured.
[0067]
  That is, if the second beads 92 of two adjacent flat portions are both concave, the cross-section (the cross section perpendicular to the axial direction of the second bead portion) is deformed in a direction that becomes smaller, and the meat due to compression at the corner portions If there is a remainder and both are convex, the above-mentioned cross-section becomes larger and breaks due to pulling at the corners, thereby adversely affecting the frame deformation of the rear part, and the rear part is in the desired crushing mode However, if one flat part is a concave line as described above, if the other flat part is a convex line, the amount of deformation at each corner during crushing deformation It is offset and becomes smaller, thereby avoiding surplus or breakage.
[0068]
  In particular, in the present embodiment, in the second bead 92, the depth of one recess 92a of the two adjacent flat portions forming the respective corners and the height of the other protrusion 92b are the same. Therefore, when the second bead 92 is crushed, the amount of compression and the amount of tension acting on each corner of the second bead 92 can be made equal to each other. It is possible to completely suppress a surplus due to breakage or compression due to pulling at the corners, and to reliably avoid an adverse effect on crushing deformation due to this breakage or surplus.
[0069]
  In addition, since the first bead 90 is formed continuously to the second bead 92 in the axial direction, the pitch of the first bead 90 is smoothly and reliably crushed in accordance with the first bead 90 in the front end side region. At P, crushing deformation can be started in a crushing mode as intended.
[0070]
  Further, since the first bead 90 is formed on the two flat portions 58 and 66 facing each other in the frame, the first bead 90 is crushed as compared with the case where it is formed on only one flat portion. Deformation guidance can be performed more reliably.
[0071]
  The first bead 90 is formed on the two flat portions 58 and 66 facing each other of the frame. If the first bead of one flat portion is the recess 90a in each of the axial crushing pitch regions, the other flat surface is provided. Since the first bead of the portion is formed to be a convex portion 90b, when the frame 86 is crushed and deformed in the axial direction, no tension or compression occurs in the cross section perpendicular to the axial direction of each crushed pitch region, Therefore, it is possible to avoid breakage and surplus due to the tension and compression, and as a result, it is possible to prevent the crushing deformation guide by the first bead 90 from being hindered by the breakage and surplus.
[0072]
  That is, if the first beads 90 of the two flat portions 58 and 66 are both concave in each crushing pitch area, the area perpendicular to the axial direction in that area is deformed in a direction that becomes smaller, and the compression in that section is performed. If both of them are convex and both are convex, the above-mentioned cross-section will be deformed in the direction of enlargement and breakage will occur due to pulling in the cross-section, thereby adversely affecting the deformation of the rear frame part, and the rear part as intended However, if the first bead of one flat surface portion is a concave portion in each of the axial crushing pitch regions as described above, the first bead of the other flat surface portion is a convex portion. If it is in the relationship which becomes, the tension | pulling and compression in the said cross section at the time of crushing deformation | transformation will be suppressed, and the surplus and fracture | rupture by it can be avoided. In particular, in each of the above embodiments, since the two first beads 90 are formed so that the circumferential length is the same at each position in the axial direction, the above-mentioned surplus and breakage can be avoided more reliably. Can do.
[0073]
  Further, the first bead 90 is in the remaining range obtained by subtracting a length corresponding to ½ of the crushing pitch P from the corners on both sides of the flat portions 58 and 66 on which the first bead 90 is formed. Therefore, when the frame 86 is crushed and deformed in the axial direction, there is no fear that each corner portion moves to the first bead 90 portion, and therefore, the moved corner portion becomes the first bead 90 portion. Disturbance of deformation of the first bead portion due to entering can be avoided, and as a result, it is possible to prevent the crush deformation guide by the first bead 90 from being hindered by the movement of the corner portion. This is because the axial crushing of the frame 86 is performed at every crushing pitch P, so that the amount of movement of the corner is P / 2 at the maximum, and therefore, the second portion remains P / 2 from the corner as described above. This is because if one bead 90 is formed, it is possible to reliably prevent the corner portion from moving to the first bead 90 portion and entering during the crushing deformation.
[0074]
  FIG. 17 shows the amount of collapse and load when the second embodiment frame shown in FIG. 10 and the fourth conventional example frame shown in FIG. 46, which are formed of the same material and have the same dimensions and shape, are crushed under the same conditions. The relationship is shown. In the figure, the solid line indicates the result of the second embodiment frame, and the alternate long and short dash line indicates the result of the fourth conventional example frame. As can be seen from the test results, by providing the first bead 90 and the second bead 92 of the present invention, the initial maximum proof stress can be further reduced and the average proof strength can be achieved even with the same material, the same size and the same shape. Can be further increased. In the case of a frame in which no bead is provided, the initial maximum proof stress rises greatly as shown by the broken line in the figure, and the average proof strength may be significantly reduced, for example, by bending in the middle.
[0075]
  <Fourth Embodiment of First Frame Structure>
  Next, a fourth embodiment of the frame structure of the first automobile body will be described with reference to FIGS. In this embodiment, the first bead 90 and the second bead 92 are formed on a bumper mounting bracket 120 as a frame. FIG. 18 is a perspective view showing an arrangement of the bumper mounting bracket 120 as a frame on which the first bead 90 and the second bead 92 are provided in the present embodiment, and FIG. 19 shows the first bead 90 and the first bead 90 on the bumper mounting bracket 120. FIG. 20 is a perspective view showing a state where the two beads 92 are formed, and FIG. 20 is a side view showing how the bumper mounting bracket 120 is connected.
[0076]
  As shown in FIG. 18, a bumper mounting bracket 120 is attached to the front end portion of the front frame 86 of the automobile, and the bumper 130 may be attached to the bumper mounting bracket 120 in some cases. The bumper mounting bracket 120 in this embodiment is formed by facing the first panel 122 and the second panel 124 having a hat-shaped cross section, and the cross-sectional shape forms the same closed cross-sectional shape as the front frame 86. It is attached to the front end portion of the front frame 86 in such a manner that it extends toward the front of the vehicle body along the axial direction. As shown in FIG. 20, the front frame 86 and the bumper mounting bracket 120 are connected to each other by bringing the front end flange of the front frame 86 and the rear end flange of the bumper mounting blanket 120 into contact with each other as shown in FIG. The bumper mounting bracket 120 and the bumper 130 are connected to each other by tightening the nut with a bolt provided in the bumper 130 on the flange at the front end of the bumper mounting bracket 120.
[0077]
  The bumper mounting bracket 120 is formed with a first bead 90 and a second bead 92 as shown in FIGS. 19 and 20 in particular. The first bead 90 and the second bead 92 are connected to the first panel 122 and the second panel 124 in exactly the same manner as the first bead 90 and the second bead 92 formed in the first embodiment shown in FIG. Therefore, description of the specific configuration is omitted. In the present embodiment, the first bead 90 is also formed on the first panel 50 and the second panel 52 of the front frame 86 as shown in the figure, but the first bead 90 and the second bead are provided on the bumper mounting bracket 120. When 92 is formed, the formation of such a first bead 90 on the front frame 86 can be omitted.
[0078]
  When the bumper mounting bracket 120 having a closed cross-section frame is provided on the front side of the front frame 86 as in the present embodiment, the bumper mounting bracket 120 is also crushed and absorbs energy in the event of a vehicle collision. In addition, it is desirable that the bumper mounting bracket 120 fully exhibits the energy absorbing ability by being crushed and deformed in a regular crushed mode without being bent when crushed. In addition, since the bumper mounting bracket 120 is located on the front side of the front frame 86, if the bumper mounting bracket 120 is bent, the input to the front frame 86 is not only the axial direction of the frame 86 but also the input in the vertical and horizontal directions. As a result, the crushing mode of the front frame 86 is disturbed, and the part that is originally compressed in the axial direction is broken or only a part is crushed, leading to an increase in the remaining crushing, and the energy that the front frame 86 has It will not be possible to extract the absorption capacity sufficiently.
[0079]
  However, in this embodiment, since the first bead 90 and the second bead 92 are formed on the bumper mounting bracket 120 as described above, the bumper mounting bracket 120 can be regularly crushed in the desired crushing mode. Thus, the energy absorbing ability of the bracket 120 can be sufficiently exerted, and further, the bumper mounting bracket 120 can be regularly crushed in the axial direction to prevent the bracket 120 from being bent, so that the bracket 120 can be bent backward. The input to the located front frame 86 can be made only in the axial direction so that the frame 86 can also be crushed without being crushed in the axial direction, and the energy absorption capability of the frame 86 can be fully exhibited. Since the first bead 90 and the second bead 92 similar to those of the first embodiment shown in FIG. 1 are formed on the bumper mounting bracket 120, the operational effects of the first frame structure described above are not changed. This is also demonstrated in the embodiment.
[0080]
  <Fifth Embodiment of First Frame Structure>
  Next, a fifth embodiment of the frame structure of the first automobile body will be described with reference to FIG. In the present embodiment, only the second bead 92 is formed on the bumper mounting bracket 120, and only the first bead 90 is formed on the front frame 86. In this case, the first bead 90 and the second bead 92 are the same as the first bead 90 and the second bead 92 in the first embodiment shown in FIG. , 124.
[0081]
  In general, when the front frame 86 is crushed at the time of a collision, that is, when the vehicle body is crushed, the repair is troublesome and the cost is high. Therefore, considering the repairability in the event of a collision, it is preferable to crush the bumper 130 and the bumper mounting bracket 120, which are members that can be easily replaced at the time of the collision, because the repair cost is reduced.
[0082]
  However, if only the second bead 92 is formed on the bumper mounting bracket 120 and only the first bead 90 is formed on the front frame 86 as in the present embodiment, the initial maximum collapse strength of the front frame 86 is not reduced. The initial maximum proof stress of the bumper mounting bracket 120 can be reduced, so that the bumper mounting bracket 120 is crushed earlier than the front frame 86, and only the bumper mounting bracket 120 is crushed if it is not a big impact. And repair costs can be reduced.
[0083]
  In this embodiment, only the second bead 92 is formed on the bumper mounting bracket 120. However, the second bead 92 and the first bead 90 are formed on the bumper mounting bracket 120, and only the first bead 90 is formed on the front frame. Even if it carries out, the same effect can be acquired.
[0084]
  Also in the present embodiment, if the bumper mounting bracket 120 and the front frame 86 are considered as one frame, the first bead 90 and the second bead 92 similar to those in the first embodiment shown in FIG. Since it is formed, the operational effects of the first frame structure described above are exhibited as they are.
[0085]
  <Sixth Embodiment of First Frame Structure>
  Next, a sixth embodiment of the frame structure of the first automobile body will be described with reference to FIGS. In the present embodiment, the first bead 90 and the second bead 92 are formed on the front frame 86 in the same manner as the first embodiment described above, and the apron panel 140 to which the front frame 86 is attached and the front frame A first lower bead 90 and a second bead 92 are also formed on a frame lower panel 150 formed by extending downward at the front end of the second panel 124.
[0086]
  The first bead 90 and the second bead 92 formed on the apron panel 140 and the frame lower panel section 150 have the same structure as the first bead 90 and the second bead 92 formed on the front frame 86. That is, the first bead 90 and the second bead 92 are formed on the front frame 86 in the same manner as in the first embodiment shown in FIG. 1, and the first bead 90 and the second bead 92 of the front frame 86 are matched. The first bead 90 and the second bead 92 are formed in the same manner as those of the front frame 86 on the upper and lower surfaces 142, the horizontal surface 144, and the lower panel portion 150 of the apron panel 140.
[0087]
  The second bead 92 of the apron panel 140 and the lower panel section 150 is formed at the same position in the axial direction of the front frame 86 with the same width L2, and the unevenness thereof is a sectional view taken along line XXIII-XXIII in FIG. As shown in 23. In FIG. 23, a solid line is a cross section of the second bead 92, and a broken line is a reference cross section when the second bead 92 is not formed.
[0088]
  The first bead 90 of the apron panel 140 and the lower panel portion 150 is formed by repeatedly forming irregularities at the crushing pitch P of the front frame 86 along the axial direction of the front frame 86, and these irregularities are shown in FIGS. FIG. 24 is a sectional view taken along line XXIV-XXIV, and FIG. 25 is a sectional view taken along line XXV-XXV.
[0089]
  26 and 27 are diagrams showing a deformed state when the front frame 86, the apron panel 140, and the lower panel unit 150 are crushed, FIG. 26 is a deformed state of the cross section shown in FIG. 24, and FIG. It is a figure which shows the deformation | transformation state of the cross section shown in FIG. Moreover, the broken line in a figure shows the reference | standard cross section before a deformation | transformation. This deformation is basically the same as the collapse deformation of the first embodiment shown in FIG.
[0090]
  The lower panel 150 is designed to prevent mud and dust from entering the engine room from the wheel house, and to resist the input from tie-down hooks and tow hooks that are used to fix the vehicle to the floor when transporting it by freight trains. It is provided for holding and supplementary mounting in the engine room.
[0091]
  As described above, when the lower panel portion 150 is formed at the front end portion of the front frame 86, when the front frame 86 is crushed in the axial direction, the lower panel portion 150 may be crushed in a mode different from the crushed mode of the front frame 86. In this case, the crushing mode of the front frame 86 is disturbed, and the crushing average yield strength may be reduced by about 10%. However, in the present embodiment, since the first bead 90 and the second bead 92 are formed in the lower panel portion 150 in the same manner as the front frame 96 as described above, the lower panel portion 150 is also formed in the front frame at the time of a vehicle collision. It can be guided so as to be crushed in the same crushing mode as 86, thereby avoiding the disturbance of the crushing mode of the front frame 86 by the lower panel part 150, and the front frame 86 can be crushed in the crushing mode as intended. .
[0092]
  In this case, as described above, since energy is absorbed mainly at the corners, the first bead 90 formed on the lower panel portion 150 is formed only in the plane of the lower panel portion 150 as shown, and the front frame 86 It is preferable not to cover the corners.
[0093]
  FIG. 28 is a view showing another aspect in the case where the first bead 90 and the second bead 92 are provided in the lower panel portion 150. When a locking hole 152 for locking a tie-down hook or a traction hook is formed in the lower panel portion 150, a range in which a hook input entering the locking hole 152 acts (a range affected by the hook input). It is preferable not to form the first bead 90 and the second bead 92. Specifically, for example, as shown in FIG. 28, a tie-down locking hole 152 is formed in the lower panel portion 150, and a tie-down hook input acts on the locking hole 152 obliquely downward toward the front of the vehicle body. Thus, it is preferable not to form the first bead 90 and the second bead 92 in the range 154 (the range sandwiched between two two-dot chain lines in the figure) where the tie-down hook input acts.
[0094]
  If the first bead 90 or the second bead 92 is formed in the range 154 in which the tie-down hook input acts, when the tie-down hook input acts, the first bead 90 or the second bead 92 is caused by the input. As a result, the wavy bead portion extends and becomes flat, and the rigidity (strength) of the lower panel portion 150 decreases. Accordingly, the first bead 90 and the second bead 92 are not formed in the range 154 where the tie-down hook input acts as described above, thereby reducing the rigidity (strength) of the lower panel portion 150 due to the tie-down hook input. Can be prevented.
[0095]
  In the present embodiment, the first bead 90 and the second bead 92 are also formed on the apron panel 140 in the same manner as the front frame 86 as described above. That is, when the front frame 86 is crushed in the axial direction, the apron panel 140 may be crushed in a mode (mode) different from the crushed mode of the front frame 86 as in the case of the lower panel portion 150. The crushing mode is disturbed and the average crushing strength is reduced. In particular, since the apron panel 140 has corner portions 146, 148, and 150, the influence on the front frame 86 when the crushing modes are different is greater than that of the lower panel portion 150. However, in the present embodiment, since the first bead 90 and the second bead 92 are formed on the apron panel 140 in the same manner as the front frame 86 as described above, the apron panel 140 is also formed in the front frame at the time of a vehicle collision. It can be guided to collapse in the same crushing mode as 86, thereby avoiding disruption of the crushing mode of the front frame 86 by the apron panel 140, so that the front frame 86 can be crushed in the desired crushing mode. .
[0096]
  Since energy is absorbed mainly at the corners as described above, the first bead 90 formed on the apron panel 140 is also formed only in the plane of the apron panel 140 as shown in the figure. It is preferable not to cover the corners 146, 148, 150.
[0097]
  In the present embodiment, the first bead 90 and the second bead 92 are formed on both the upper and lower surfaces 142 and the horizontal plane 144 of the apron panel 140. The first bead 90 is one of the upper and lower surfaces 142 and the horizontal plane 144. However, in this case, it is preferable to form on the surface close to the front frame 86, that is, on the horizontal plane 144. The formation of the second bead 92 on the apron panel 140 can be omitted, and when it is formed, it may be formed only on one of the upper and lower surfaces 142 and the horizontal surface 144.
[0098]
  <Example of change of first frame structure>
  The first bead 90 according to each of the above embodiments is formed so as to repeat unevenness with respect to the reference cross section as shown in FIG. 2 or 11 when the concave portion 92a and the convex portion 92b are repeated in the axial direction. However, the first beads 90 need only have irregularities in the axial direction, and the irregularities do not necessarily have to be irregularities from the reference cross section. For example, the first bead 90 has an embodiment shown in FIGS. It may be uneven.
[0099]
  In FIG. 29, the first bead 90 formed on the flat portion 58 has a concave portion 90a that is concave with respect to the reference cross section, and the convex portion 90b is located on the reference cross section. In one bead 90, the convex portion 90b has a convex shape with respect to the reference cross section, and the concave portion 90a is located on the reference cross section. The first bead 90 shown in FIG. 30 is an example in which the first bead 90 of the flat portion 58 shown in FIG. 29 is formed on the flat portion 66 and the first bead 90 of the flat portion 66 shown in FIG. .
[0100]
  Moreover, in the said embodiment, although the 1st bead 90 and the 2nd bead 92 were formed continuously in the axial direction, these do not necessarily need to be formed continuously. However, when a predetermined interval (intermediate plane portion) is placed between the beads 90, 92, the length of the intermediate plane portion in the frame axis direction is an integral multiple of the crushing pitch P, preferably 1 or The length should be doubled. In this way, even if the beads 90 and 92 are formed apart for some reason, the intermediate plane portion between them is an integral multiple of the collapse pitch P, so the collapse deformation of the intermediate plane portion is the above-mentioned collapse pitch. As a result, in the end region of the first bead 90 on the second bead 92 side, the deformation can be started in the desired crushing mode at the crushing pitch P smoothly and reliably according to the first bead 90. .
[0101]
  Moreover, in the said embodiment, the 1st bead 90 is the remaining range which deducted the length of 1/2 of said crushing pitch P, respectively from the corner | angular part of the both sides of the plane part in which this 1st bead 90 is formed. This is to prevent the corners from moving into the first bead 90 portion and entering when the frame 86 is crushed and deformed in the axial direction. Is not necessarily formed in the remaining range obtained by subtracting the ½ length of the crushing pitch P. In short, the remaining range obtained by subtracting at least the movement of the corner when the frame is crushed from the corner. What is necessary is just to form.
[0102]
  In the frame structure of the first automobile body, the number of the planar portions of the frame 86 may be other than the number of the planar portions in the above embodiment. In the above embodiment, the first bead is also included. 90 has a crushing pitch P peculiar to the frame, and the concave portion 90a and the convex portion 90b are repeated. The repetition pitch of the concave portion 90a and the convex portion 90b may be substantially the crushing pitch P, and the second bead 92 is a frame. Although it is provided on the entire circumference of 86, it may be provided on substantially the entire circumference including at least all corners.
[0103]
  Further, when the first bead 90 and the second bead 92 are provided as described above, the initial maximum proof stress (Pmax) is changed by changing the shape of the second bead 92, thereby controlling the collapse of the frame. Anyway.
[0104]
  For example, as shown in FIG. 31, the frame is divided into three parts from the front of the vehicle body: A part of the bumper mounting bracket 120, B part which is the front half of the front frame 86, and C part which is the latter half of the front frame 86. The second bead 92 is provided in each of the parts B and B, and the shape of the second bead 92 in both parts is changed so that the bending strength of the part A Pmax <the part B Pmax <the part C is obtained, so that the frame can be You can control to collapse in order.
[0105]
  The control of Pmax by the shape of the second bead 92 can be performed by changing the angle θ and the curvature R of the second bead 92 as shown in FIG. That is, if the curvature R is increased, the degree of stress concentration decreases, so Pmax is increased. If the curvature R is decreased, the angle R is perpendicular to the axial direction acting on the second bead 92 when an axial load is input. Since the component becomes smaller, Pmax can be increased. Note that the frame collapse control can also be performed by changing the shape of the first bead 90 in the same manner as changing the shape of the second bead 92.
[0106]
  <Embodiment of Second Frame Structure>
  Next, an embodiment of a frame structure of a second automobile body will be described.
[0107]
  33 is a perspective view showing an embodiment of a frame structure of a second automobile body according to the present invention, FIG. 34 is a sectional view taken along line XXXIV-XXXIV in FIG. 33, and shows only a reinforcing plate described below, FIG. Is a perspective view showing the first reinforcing plate, FIG. 36 is a perspective view showing the second reinforcing plate, FIG. 37 is a sectional view taken along line XXXVII-XXXVII in FIG. 34, and FIG. 38 is a sectional view taken along line XXXVIII-XXXVIII in FIG. Note that the broken lines in FIG. 34 indicate the reference cross section that is the original cross section of the reinforcing plate, that is, the reinforcing plate cross section in a state where the first bead is not formed.
[0108]
  The illustrated embodiment also applies the present invention to, for example, a front frame 86 disposed in the front part of a vehicle body and extending in the longitudinal direction of the vehicle body. Is behind, that is, inside the car body.
[0109]
  As shown in the figure, the frame 86 has a first panel 50 having a hat-shaped cross section extending in the longitudinal direction of the vehicle body and a second panel 52 having a straight section facing each other so that the flange 50a of the first panel 50 is connected to the second panel 52. It is a single hat type frame joined to the upper edge and the lower edge, and has four plane portions 56, 58, 60, 66 extending in the longitudinal direction of the vehicle body (the two flanges 50a of the first panel are also plane portions 66). ), And a frame 86 having a quadrangular cross-sectional shape composed of four corner portions 70, 72, 74, and 76, which are connecting portions of adjacent flat portions, and a first frame disposed in the frame 86. The first reinforcing plate 96 and the second reinforcing plate 98 are provided.
[0110]
  The first reinforcing plate 96 has a U-shaped cross section composed of three reinforcing flat portions 100, 102, 104 extending in the longitudinal direction of the vehicle body (the axial direction of the frame 86) and corner portions 106, 108 which are connecting portions between adjacent reinforcing flat portions. It consists of a panel, and is disposed in the frame 86 with the reinforcing flat portion 102 facing the flat portion 58 of the frame 86. The second reinforcing plate 98 is composed of a panel having a linear cross section having one reinforcing flat portion 110 extending in the longitudinal direction of the vehicle body, and the frame 86 with the reinforcing flat portion 110 facing the flat portion 66 of the frame. It is arranged in the inside.
[0111]
  A first bead 90 for improving the average yield strength is formed on the reinforcing flat surface portion 102 of the first reinforcing plate. The first bead 90 is formed in the reinforcing flat surface portion 102 in a range that does not cover the reinforcing corner portions 106 and 108 on both sides of the reinforcing flat surface portion 102 and further has a predetermined length H = P / from the reinforcing corner portions 106 and 108 on both sides. 2 (P is the above-mentioned crushing pitch), it is formed in a range that is inward in the vertical direction, that is, in the remaining range obtained by subtracting the length of H = P / 2 from the reinforcing corners 106 and 108 on both sides. A first bead 90 for improving the average yield strength is also formed on the reinforcing flat surface portion 110 of the second reinforcing plate. In the first bead 90, the reinforcing flat surface portion 110 is joined to the flat surface portion 66 of the frame. Therefore, a predetermined length H = P / 2 (from the corner portions 70, 76 on both sides of the flat surface portion 66). P is formed in a range which is inward in the vertical direction by the above-mentioned crushing pitch), that is, in the remaining range obtained by subtracting the length of H = P / 2 from the corner portions 70 and 76 on both sides. This crushing pitch P is also a value unique to the main frame composed of the frame 86 and the reinforcing plates 96, 98.
[0112]
  Further, the first bead 90 formed on the two reinforcing flat portions 102 and 110 has the crushing pitch P at the crushing pitch P along the longitudinal direction of the vehicle body, that is, along the axial direction of the frame 86 as shown in FIG. The concave portions 90a over the entire length and the convex portions 90b over the entire length of the crushing pitch P are formed so as to form a continuous concavo-convex shape that is alternately and repeatedly positioned. Further, the first beads 90 formed on the two reinforcing flat portions 102 and 110 have the same phase in the axial direction, that is, one first bead is in each of the crushing pitch regions A1, A2,. In the case of the concave portion 90a, the other first bead is formed to be the convex portion 90b.
[0113]
  In the first reinforcing plate 96, the reinforcing flat portions 100 and 104 are joined to the flat portions 56 and 60 of the frame, respectively, and the top of the convex portion 90b of the first bead is joined to the flat portion 58 of the frame. In the second reinforcing plate 98, the upper edge and the lower edge of the reinforcing flat surface portion 110 are joined to the flat surface portion 66 of the frame.
[0114]
  The entire circumference of the frame 86 including all corners 70, 72, 74, 76 of the frame 86 at a position on the frame vehicle body outer end side (in the present embodiment, left end side in the drawing) from the first bead 90. A second bead 92 for reducing the initial maximum proof stress is formed. The second bead 92 has a concave streak 92a on one of the two adjacent flat portions forming the corners 70, 72, 74, 76 and a convex streak 92b on the other. More specifically, in the flat surface portions 66 and 56 forming the corner portion 70, the flat surface portion 66 forms a ridge (beads viewed from the corner portion 70 are beads on the flat surface portion 66) and the flat surface portion 56. In the flat portions 56 and 58 forming the corners 72, the flat portions 56 and 58 form the concave portions in the flat portions 56. Therefore, the flat portions 58 are formed in the convex portions and the flat portions 58 and 60 forming the corner portions 74 in the flat portions 58 and 60. Is a ridge in the plane portion 58, and thus has a ridge in the plane portion 60. In the plane portions 60 and 66 forming the corner portions 76, the plane portion 60 is in a ridge shape, and thus in the plane portion 66, a ridge ( When viewed from the corner portion 76, the bead in the flat portion 66 is a ridge).
[0115]
  The axial width L2 of the second bead 92 is set to be sufficiently shorter than the crushing pitch P. In addition, the second bead 92 is formed so that the depth of one concave stripe of the two adjacent flat portions forming each corner is the same as the height of the other convex stripe.
[0116]
  The second bead 92 is formed at a position away from the front end of the frame 86 by a predetermined length Lf = (an integer multiple of P / 2). Although not shown, the first bead 90 is positioned such that the rear end of the first bead 90 is separated from the rear end of the frame 86 by a predetermined length Lr = (an integral multiple of P / 2). Is formed.
[0117]
  In the frame structure of the above embodiment, when a load W is applied from the front end of the frame toward the rear in the axial direction, first, the second bead 92 portion is crushed and deformed in the same manner as in the case of the frame structure of the first automobile body. Subsequently, the frame portion on the rear side of the second bead 92 is guided by the deformation of the reinforcing plates 96 and 98 that are crushed and deformed in accordance with the first bead 90, and is similar to the case of the frame structure of the first automobile body. Crush and deform in a manner.
[0118]
  <Effect of Embodiment of Second Frame Structure>
  In the embodiment of the frame structure of the second automobile body, since the first bead 90 similar to the first bead in the first frame structure is formed on the reinforcing plates 96 and 98, the frame is arranged in the axial direction. When crushed and deformed, the reinforcing plates 96 and 98 are crushed and deformed according to the first bead 90, and the frame 86 is guided to be crushed and deformed in the desired crushed mode via the crushed deformation of the reinforcing plates 96 and 98. Thus, as in the first frame structure, a large crushing average yield strength can be ensured.
[0119]
  Further, since the second bead 92 similar to the second bead of the frame structure of the first automobile body is formed on the frame 86, the initial maximum collapse strength when the frame is crushed and deformed in the axial direction is set to the first bead. The frame structure can be sufficiently reduced as in the case of the frame structure, and the adverse effect on the crushing deformation to be guided by the first bead 90 due to the breakage at each corner of the second bead 92 or the excess of the meat can be avoided. it can.
[0120]
  Further, the second bead 92 is formed such that the depth of one concave stripe 92a and the height of the other convex stripe 92b of the two adjacent flat portions forming each corner are substantially the same. Therefore, as in the case of the first frame structure, the breakage due to the tension and the surplus due to the compression at each corner of the second bead 92 can be completely suppressed, and the first bead 90 due to the breakage and the surplus can be suppressed. Thus, it is possible to reliably avoid the adverse effect on the crushing deformation to be guided.
[0121]
  Further, since the first bead 90 is formed on the two reinforcing flat portions 102 and 110 provided to face the two opposing flat portions of the frame, respectively, as in the case of the first frame structure. In addition, the crushing deformation guide by the first bead 90 can be performed more reliably.
[0122]
  When the first bead 90 formed on the two reinforcing flat portions 102 and 110 is in the crushing pitch region in the axial direction and one of the first beads is the concave portion 90a, the other first bead is the convex portion 90b. In this case, the frame 86 itself is crushed and deformed in accordance with the first beads 90 formed on the reinforcing flat portions 102 and 110, so that the frame is axially formed in the same manner as in the first frame structure. In the case of deformation, it is possible to avoid breakage and surplus due to tension or compression within the cross-section of each crush pitch region in the axial direction. As a result, this breakage or surplus causes troubles in the crush deformation guide by the first bead 90. Can be prevented from occurring.
[0123]
  Further, the first bead 90 is approximately half the length (H in FIG. 35) of the crushing pitch P from the reinforcing corner portions 106 and 108 on both sides of the reinforcing flat surface portion 102 where the first bead 90 is formed. As in the case of the first frame structure, when the reinforcing plate 96 is crushed and deformed in the axial direction, the reinforcing corners 106 and 108 move to the first bead 90 portion. Therefore, the deformation of the first bead 90 portion due to the moved reinforcing corner portions 106 and 108 entering the first bead 90 portion can be avoided. As a result, the movement of the reinforcing corner portions 106 and 108 It is possible to prevent the crushing deformation guide by the first bead 90 from being hindered.
[0124]
  Further, the frame structure of the second automobile body is configured to control the collapse of the frame 86 by forming the first beads 90 on the reinforcing plates 96 and 98 disposed inside the frame 86 as described above. Therefore, it is not necessary to provide the concave portion 90a or the convex portion 90b on the surface of the frame 86 itself. Therefore, for example, when the frame is a frame in the engine room, the engine room space is reduced by forming the convex portion in the frame 86. The problem that the component mounting surface (flat surface of the frame) on the frame 86 is significantly reduced by forming irregularities on the frame 86 can also be avoided.
[0125]
  <Example of change of second frame structure>
  The uneven shape of the first bead 90 in the second frame structure is not necessarily limited to that shown in the above-described embodiment. In short, it is sufficient that the unevenness is repeated in the axial direction. An uneven shape as shown in FIG. 29 or FIG. 30 can also be adopted.
[0126]
  The first bead 90 does not necessarily have to be formed on two reinforcing flat portions, but has a function of leading to a crushing mode aiming at sufficient crushing deformation even if formed on only one reinforcing flat portion. Can demonstrate.
[0127]
  Further, in the first reinforcing plate 96, the first bead 90 is formed in the remaining range obtained by subtracting the length corresponding to 1/2 of the crushing pitch P from the reinforcing corner portions 106, 108. This is the first reinforcing plate. This is to prevent the reinforcing corners 106 and 108 from moving into and entering the first bead 90 portion when the plate 96 is crushed and deformed. Therefore, the first bead 90 is essentially at least from the reinforcing corner portions 106 and 108. What is necessary is just to form in the remaining range which deducted the moving part of the said reinforcement corner | angular part 106,108 at the time of the 1st reinforcement board 96 being crushed.
[0128]
  Further, the number of plane portions of the frame 86 is not limited to the number of embodiments, the repetition pitch of the concave portions 90a and the convex portions 90b of the first bead 90 may be a substantially crushed pitch P, and second The bead 92 is the same as the frame structure of the first vehicle body described above in that the bead 92 only needs to be provided on the entire circumference including all corners of the frame 86. In the frame structure, the reinforcing plate can be variously changed.
[Brief description of the drawings]
FIG. 1 is a perspective view showing a first embodiment of a frame structure of a first automobile body according to the present invention.
FIG. 2 is a cross-sectional view taken along line II-II in FIG.
3 is a cross-sectional view taken along line III-III in FIG.
4 is a perspective view showing a deformed state of the frame shown in FIG.
5 is a cross-sectional view taken along line VV in FIG.
6 is a perspective view showing a deformed state of the frame shown in FIG. 1;
7 is a sectional view taken along line VII-VII in FIG.
8 is a cross-sectional view taken along line VIII-VIII in FIG.
9 is a cross-sectional view taken along line IX-IX in FIG.
FIG. 10 is a perspective view showing a second embodiment of the frame structure of the first automobile body according to the present invention.
11 is a sectional view taken along line XI-XI in FIG.
12 is a cross-sectional view taken along line XII-XII in FIG.
13 is a cross-sectional view showing a deformed state of the frame shown in FIG.
14 is a sectional view showing a deformed state of the frame shown in FIG.
FIG. 15 is a perspective view showing a third embodiment of the frame structure of the first automobile body according to the present invention.
FIG. 16 is a diagram for explaining the influence of the width of the second bead on the initial maximum proof stress.
FIG. 17 is a diagram showing the magnitude of the proof stress at each crushing amount.
FIG. 18 is a perspective view showing an arrangement of a bumper mounting bracket that is an example of a frame.
FIG. 19 is a perspective view showing a fourth embodiment of the frame structure of the first automobile body according to the present invention.
FIG. 20 is a side view showing a connection mode of the bumper mounting bracket.
FIG. 21 is a perspective view showing a fifth embodiment of the frame structure of the first automobile body according to the present invention.
FIG. 22 is a perspective view showing a sixth embodiment of the frame structure of the first automobile body according to the present invention.
23 is a sectional view taken along line XXIII-XXIII in FIG.
24 is a sectional view taken along line XXIV-XXIV in FIG.
25 is a sectional view taken along line XXV-XXV in FIG.
26 is a cross-sectional view showing a deformed state of the cross section shown in FIG. 24.
27 is a cross-sectional view showing a deformed state of the cross section shown in FIG.
FIG. 28 is a side view showing another example of the first and second beads of the frame lower panel section.
FIG. 29 is a cross-sectional view showing another embodiment of the first bead.
FIG. 30 is a cross-sectional view showing another embodiment of the first bead.
FIG. 31 is a schematic diagram of a frame for explaining crushing control by the shape of the second bead.
FIG. 32 is a cross-sectional view showing the shape of the second bead
FIG. 33 is a perspective view showing an embodiment of a frame structure of a second automobile body according to the present invention.
34 is a sectional view taken along line XXXIV-XXXIV in FIG.
FIG. 35 is a perspective view showing the first reinforcing plate.
FIG. 36 is a perspective view showing a second reinforcing plate.
FIG. 37 is a sectional view taken along line XXXVII-XXXVII in FIG.
38 is a sectional view taken along line XXXVIII-XXXVIII in FIG.
FIG. 39 is a perspective view showing a crushing mode targeted by the frame.
40 is a sectional view taken along line XXXX-XXXX in FIG.
41 is a sectional view taken along line XXXXIA-XXXXIA and XXXXIB-XXXXIB in FIG.
FIG. 42 is a cross-sectional view showing a crushing deformation mode aimed at a double-hat frame.
FIG. 43 is a perspective view showing a first conventional example of a frame structure.
FIG. 44 is a perspective view showing a second conventional example of a frame structure.
FIG. 45 is a perspective view showing a third conventional example of a frame structure.
FIG. 46 is a perspective view showing a fourth conventional example of a frame structure.
[Explanation of symbols]
      54,56,58,60,62,64,66,68 Plane section
      70,72,74,76,78,80,82,84 Corner
      86 frame (front frame)
      90 1st bead
      90a recess
      90b Convex
      92 Second bead
      92a concave
      92b ridge
      96,98 Reinforcing plate
      100,102,104,110 Reinforcement plane
      106,108 Reinforcing corner
      120 frame (bumper mounting bracket)

Claims (10)

A frame structure of an automobile body including a frame having a closed cross section composed of a plurality of planar portions extending in a predetermined direction and a plurality of corner portions which are connecting portions of adjacent planar portions,
A concave portion and a convex portion that are formed in two flat portions facing each other in the frame in a range that does not cover the corners on both sides of the flat portion , and that extend over the entire length of the substantially crushed pitch along the predetermined direction. A first bead for improving the average yield strength, which is formed in a continuous concavo-convex shape alternately positioned,
Two adjacent planes that form each of the corners at a position closer to the outer side of the frame body than the first bead of the frame and extend over substantially the entire circumference including all corners of the frame. while in concave stripes are parts, without the ridges on the other hand, the predetermined width is shorter than the collapse pitch, Ri formed and a second bead for initial maximum strength reduction,
The first beat formed on the two plane portions facing each other is formed continuously with the second bead in the predetermined direction or is an integral multiple of the crushing pitch with respect to the second bead in the predetermined direction. It is formed with an intermediate flat portion of length, and when one first bead is a recess at each position in the predetermined direction, the other first bead is formed to be a protrusion. The frame structure of the car body. The first bead formed on the two plane portions opposed to each other is a remaining portion obtained by subtracting at least the amount of movement of the corner portion when the frame is crushed from the corner portions on both sides of the plane portion on which the first bead is formed. 2. The frame structure of an automobile body according to claim 1 , wherein the frame structure is formed in a range. The first bead formed on the two flat portions facing each other is the remainder obtained by subtracting the length of approximately ½ of the crushing pitch from the corners on both sides of the flat portion on which the first bead is formed. 3. The frame structure of an automobile body according to claim 2 , wherein the frame structure is formed in a range of. 4. The second bead is characterized in that the depth of one concave stripe of the two adjacent flat portions forming each corner is substantially the same as the height of the other convex stripe. The frame structure of an automobile body according to any one of the above. A closed cross-sectional frame composed of a plurality of flat portions extending in a predetermined direction and a plurality of corner portions which are connecting portions of adjacent flat portions, and at least one flat surface of the frame provided in the closed cross section of the frame A frame structure of an automobile body comprising a reinforcing plate having a reinforcing flat surface portion facing the portion and extending in the predetermined direction,
A first concavo-convex shape is formed on the reinforcing flat surface portion, and the concave portion and the convex portion over the entire length of the substantially crushed pitch are alternately and repeatedly positioned along the predetermined direction. 1 bead,
Two adjacent planes that form each of the corners formed on the frame over the entire circumference including all corners of the frame at a position on the outer side of the frame vehicle body from the first bead. A vehicle body frame comprising a second bead for reducing the initial maximum proof stress, wherein one of the portions is a concave stripe, the other is a convex stripe, and the width in the predetermined direction is shorter than the crushing pitch. Construction. The reinforcing plate has two reinforcing flat portions provided to face the two opposing flat portions of the frame, and the first bead is formed on the two reinforcing flat portions. 6. The frame structure of an automobile body according to claim 5 . The first bead formed on the two reinforcing flat portions is formed such that when one first bead is a concave portion at each position in the predetermined direction, the other first bead is a convex portion. The frame structure of an automobile body according to claim 6, characterized in that: The reinforcing plate has the reinforcing flat portion and reinforcing corner portions on both sides of the reinforcing flat portion, and the first bead has reinforcing corner portions on both sides of the reinforcing flat portion on which the first bead is formed. The vehicle body frame structure according to any one of claims 5 to 7 , wherein the frame structure is formed in at least a remaining range obtained by subtracting the movement of the reinforcing corner portion when the reinforcing plate is crushed. The reinforcing plate has the reinforcing flat portion and reinforcing corner portions on both sides of the reinforcing flat portion, and the first bead has reinforcing corner portions on both sides of the reinforcing flat portion on which the first bead is formed. 9. The frame structure of an automobile body according to claim 8 , wherein the frame structure is formed in a remaining range obtained by subtracting a length corresponding to approximately ½ of the crushing pitch. 10. The second bead is characterized in that the depth of one concave stripe of the two adjacent flat portions forming each corner is substantially the same as the height of the other convex stripe. The frame structure of an automobile body according to any one of the above.

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