JP5862308B2 - Auto body frame structure - Google Patents

Description

  The present invention connects a bumper beam arranged in the vehicle width direction and a shock-absorbing member made of fiber reinforced resin arranged in the longitudinal direction of the vehicle body, and a collision load input to the bumper beam is transmitted to the shock-absorbing member. The present invention relates to a vehicle body frame structure that absorbs by crushing.

  Collision energy is achieved by placing a metal frame module in front of the dashboard and an FRP crash rail in front of the metal frame module, and separating the resin from the crash rail fibers by the collision load when the vehicle collides with the front. It is known from Patent Document 1 below that absorbs.

  In addition, the FRP crash rail has a closed pyramid shape with a closed cross-section that gradually increases from the front end toward the rear end. It is known from the following Patent Document 2 that absorbs.

British Patent No. 2367270 US Pat. No. 6,406,088

  By the way, what is described in the above-mentioned Patent Document 2 is that the crash rail is a member having a closed cross section, so that not only the weight is increased, but also the volume of the internal space is wasted, and it contributes to the absorption of collision energy. Since it is only the wall part which comprises a closed cross section, when it was going to ensure required shock absorption performance, there existed a problem which the dimension of the front-back direction enlarged.

  The present invention has been made in view of the above-described circumstances, and an object thereof is to provide an impact absorbing member made of a fiber reinforced resin that can effectively absorb a collision load of a frontal collision of a vehicle.

  In order to achieve the above object, according to the invention described in claim 1, the bumper beam disposed in the vehicle width direction is connected to the shock absorbing member made of fiber reinforced resin disposed in the longitudinal direction of the vehicle body. A vehicle body frame structure for absorbing a collision load input to the bumper beam by crushing the shock absorbing member, wherein the body portions of the shock absorbing member have first side walls disposed substantially parallel to each other, A second side wall and a third side wall, a first bottom wall connecting between one end portions of the first side wall and the second side wall, and a second side connecting between the other end portions of the third side wall and the second side wall. The first side wall, the first bottom wall and the second side wall are connected by a first rib having an X shape when viewed in the vehicle width direction, X when the third side wall, the second bottom wall, and the second side wall are viewed in the vehicle width direction. A body frame structure for an automobile, characterized in that connected with the second rib is proposed that forms a Jo.

  According to the invention described in claim 2, in addition to the structure of claim 1, the main body portion of the shock absorbing member is formed of a continuous fiber reinforced resin obtained by solidifying continuous fibers with a resin. A body frame structure of an automobile is proposed in which the two ribs are made of discontinuous fiber reinforced resin obtained by solidifying discontinuous fibers with resin.

  According to a third aspect of the present invention, in addition to the configuration of the first or second aspect, a plurality of the first and second ribs are provided along the longitudinal direction of the vehicle body. A body frame structure is proposed.

  According to the invention described in claim 4, in addition to the configuration of any one of claims 1 to 3, the vehicle longitudinal direction position of the X-shaped intersection of the first rib, and the first A vehicle body frame structure is proposed in which the X-shaped intersection of the two ribs coincides with the longitudinal position of the vehicle body.

  According to the invention described in claim 5, in addition to the structure of any one of claims 1 to 4, the position of the first and second ribs is the front end of the shock absorbing member. A vehicle body frame structure is proposed, which is located at a predetermined distance behind the vehicle body.

  According to the invention described in claim 6, in addition to the configuration of any one of claims 1 to 5, the second side wall is provided in the vehicle width direction for removing the mold from the mold. A vehicle body frame structure characterized by having a draft angle is proposed.

  The bumper beam extension 25 according to the embodiment corresponds to the shock absorbing member of the present invention.

  According to the first aspect of the present invention, the bumper beam disposed in the vehicle width direction and the impact absorbing member made of fiber reinforced resin disposed in the longitudinal direction of the vehicle body are connected, and the collision load input to the bumper beam is impacted. Absorbed by the collapse of the absorbent member. The main body portion of the shock absorbing member includes a first side wall, a first bottom wall, a second side wall, a second bottom wall, and a third side wall, and is formed in a S-shaped cross section. The first side wall, the first bottom wall, The second side wall is connected by a first rib having an X shape when viewed in the vehicle width direction, and the third side wall, the second bottom wall and the second side wall are viewed by the second rib having an X shape when viewed in the vehicle width direction. Since the connection is made, when a collision load is input in the longitudinal direction of the shock absorbing member, the opening of the opening of the shock absorbing member having an open cross section is prevented by the first and second ribs. The collision energy can be effectively absorbed by compressing the second rib in the longitudinal direction and buckling. Moreover, since the impact absorbing member has an open cross section, it is not only lightweight but also easy to mold with a mold.

  According to the configuration of claim 2, since the main body portion of the shock absorbing member is made of continuous fiber reinforced resin obtained by solidifying continuous fibers with resin, the strength of the main body portion can be increased with continuous fibers. Since the second rib is composed of a discontinuous fiber reinforced resin in which discontinuous fibers are solidified with a resin, a complex shaped rib can be formed with a fiber reinforced resin member, thereby improving the strength and moldability of the shock absorbing member. Both can be achieved.

  According to the configuration of claim 3, since a plurality of the first and second ribs are provided along the longitudinal direction of the vehicle body, the load is stable over a long period from the initial collision to the final collision while keeping the peak load low. Can absorb collision energy.

  According to the fourth aspect of the present invention, the vehicle longitudinal direction position of the X-shaped intersection of the first rib is matched with the vehicle longitudinal direction position of the X-shaped intersection of the second rib. The shock absorbing member can be crushed stepwise from the tip side while preventing the opening of the main body of the shock absorbing member more reliably by the second rib.

  According to the fifth aspect of the present invention, since the front ends of the first and second ribs are located a predetermined distance behind the front end of the shock absorbing member, the first and second ribs are not formed at the initial stage of the frontal collision. It is possible to easily crush the front end portion of the shock absorbing member and reduce the peak load at the initial stage of the collision.

  According to the sixth aspect of the present invention, since the second side wall of the main body portion of the shock absorbing member has a draft in the vehicle width direction, the shock absorbing member can be easily punched from the mold.

The perspective view of the frame | skeleton of the motor vehicle which mainly has fiber reinforced resin. FIG. 2 is an enlarged view of part 2 of FIG. 1. FIG. 3 is a three-direction arrow view of FIG. 2. The perspective view of a bumper beam extension. The perspective view of a lower member. The perspective view of a bumper beam. FIG. 7 is a cross-sectional view taken along line 7A-7A, line 7B-7B and line 7C-7C in FIG. 8A and 8B direction enlarged arrow views of FIG. Explanatory drawing of the structure and effect | action of a shaping | molding die. Explanatory drawing of the effect | action at the time of the front collision of a motor vehicle. Explanatory drawing of the effect of shock absorption by bumper beam extension.

  Hereinafter, embodiments of the present invention will be described with reference to FIGS.

  As shown in FIGS. 1 to 3, a cabin 11 made of carbon fiber reinforced resin (CFRP) includes a front floor panel 12 and a rear floor panel 14 connected to a rear end of the front floor panel 12 via a kick-up portion 13. And left and right side sill portions 15, 15 extending in the front-rear direction along both side edges in the vehicle width direction of the front floor panel 12 and the rear floor panel 14, and a front standing from the front ends of the front floor panel 12 and the left and right side sill portions 15, 15. The wall portion 16, the rear floor panel 14, and the rear wall portion 17 erected from the rear ends of the left and right side sill portions 15, 15 are formed in a bathtub shape. An inverted U-shaped roll bar 18 and left and right stays 19 and 19 that reinforce the roll bar 18 are fixed to the upper surfaces of the left and right side sill portions 15 and 15.

  Metal connection modules 20 and 20 are fastened with bolts (not shown) to both ends in the vehicle width direction on the front surface of the front wall portion 16 of the cabin 11. Each connecting module 20 includes a damper housing 21, an upper member 22, and a front side frame base 23 that are integrally formed, and a metal front side frame that is a separate member at the front end of the front side frame base 23. The rear end of the front end portion 24 is connected in series. The upper member 22 is a member disposed above a wheel house 16a (see FIG. 1) formed on the front wall portion 16 of the cabin 11.

  The rear ends of left and right bumper beam extension 25, 25 made of CFRP are fastened to the front ends of the left and right front side frame front end portions 24, 24 with bolts 26, so that the upper members 22, The rear ends of the left and right lower members 27, 27 made of CFRP are fastened to the front end of 22 by bolts 28. Both ends in the vehicle width direction of a bumper beam 29 made of CFRP are connected to the inner surfaces in the vehicle width direction of the front ends of the left and right bumper beam extensions 25, 25, and the vehicle widths of the front ends of the left and right lower members 27, 27 are connected to the outer surfaces in the vehicle width direction. The direction inner surface is connected. The front bulkhead 30 is connected to the inner surfaces in the vehicle width direction of the left and right bumper beam extensions 25, 25 in which a CFRP upper member 30a, a lower member 30b, and left and right side members 30c, 30c are coupled in a square frame shape.

  Next, the structure of the bumper beam extension 25, 25 will be described with reference to FIGS. Since the left and right bumper beam extension 25, 25 are mirror-symmetric members, the structure of the left bumper beam extension 25 will be described as a representative.

  The bumper beam extension 25 made of CFRP is a member including a main body portion 31 that extends linearly in the front-rear direction. The main body portion 31 includes an upper first side wall 31a disposed substantially parallel to each other, The second side wall 31b, the lower third side wall 31c, the first bottom wall 31d connecting the inner ends in the vehicle width direction of the first side wall 31a and the second side wall 31b, the third side wall 31c and the second side wall 31b And a second bottom wall 31e connecting the outer ends in the vehicle width direction. The first reinforcing flange 31f protrudes upward from the outer end in the vehicle width direction of the first side wall 31a, and the second reinforcing flange 31g protrudes downward from the inner end in the vehicle width direction of the third side wall 31c. From the rear end of the first side wall 31a, a first mounting flange 31h fixed to the front end of the front side frame front end portion 24 with bolts 26 and 26 protrudes upward, and from the rear end of the third side wall 31c, the front side frame A second mounting flange 31i that is fixed to the front end of the distal end portion 24 with bolts 26 and 26 protrudes downward.

  Further, a triangular first connecting portion 31j and a second connecting portion 31k are projected from the inner surface in the vehicle width direction of the first bottom wall 31d, and a triangular third connection is provided on the inner surface in the vehicle width direction of the second reinforcing flange 31g. A portion 31m protrudes, a triangular fourth connecting portion 31n protrudes from the outer surface of the second bottom wall 31e in the vehicle width direction, and a plate-like fifth connecting portion 31o extends from the lower end of the second bottom wall 31e. It protrudes outward in the width direction. The first side wall 31a and the third side wall 31c extend horizontally in front view, but the second side wall 31b has a draft angle that is inclined with respect to the horizontal direction in order to facilitate the mold release from the mold. (See FIG. 4).

  Three first ribs 32 formed in an X shape are continuously formed in the front-rear direction in a space that is surrounded by the first side wall 31a, the first bottom wall 31d, and the second side wall 31b and opens outward in the vehicle width direction. Is done. Similarly, three X-shaped second ribs 33 are continuous in the front-rear direction in a space that is surrounded by the third side wall 31c, the second bottom wall 31e, and the second side wall 31b and that opens to the inside in the vehicle width direction. Formed. The positions of the three intersections of the X-shaped first ribs 32 are aligned with the positions of the three intersections of the X-shaped second ribs 33. In other words, the three intersections of the lower second ribs 33 are located below the three intersections of the upper first ribs 32 (see FIG. 4). Further, the front ends of the first ribs 32 and the second ribs 33 are positioned rearward from the front end of the main body 31 with the weak portion 31p having a length a interposed therebetween (see FIG. 4).

  Next, the structure of the lower members 27 and 27 will be described with reference to FIGS. 2, 3 and 5. Since the left and right lower members 27, 27 are mirror-symmetric members, the structure of the left lower member 27 will be described as a representative.

  The main body portion 34 of the CFRP lower member 27 has a first portion 34a extending forward and downward from the front end of the upper member 22, and is bent upward from the front end of the first portion 34a via the first bent portion 34d and is approximately forward. A second portion 34b that extends horizontally and a third portion 34c that bends inward in the vehicle width direction from the front end of the second portion 34b via the second bent portion 34e and extends substantially horizontally inward in the vehicle width direction. The main body 34 includes a bottom wall 35 constituting an inner surface and a rear surface in the vehicle width direction, a first side wall 36 extending outward and forward in the vehicle width direction from the upper edge of the bottom wall 35, and a vehicle width direction from the lower edge of the bottom wall 35. A second side wall 37 that extends outward and forward is formed in a U-shaped cross section.

  At the rear end of the first portion 34a, there are provided first mounting flanges 34f connected to the front end of the upper member 22 by bolts 28 ..., and at the inner end in the vehicle width direction of the third portion 34c, bumper beam extension. A second mounting flange 34g connected to the H. 25 is provided.

  Inside the main body 34, there is one horizontal rib 38 projecting parallel to the first and second side walls 36, 37 from the bottom wall 35 toward the vehicle width direction outer side and the front side, and intersects the horizontal rib 38. A plurality of vertical ribs 39 connected to the bottom wall 35 and the first and second side walls 36 and 37 are formed in a lattice shape. One sheet 39 (1) of the plurality of vertical ribs 39 is disposed at the position of the first bent portion 34d of the lower member 27 (see FIG. 5A).

  Next, the structure of the bumper beam 29 will be described based on FIG. 2, FIG. 3, and FIG.

  The body portion 40 of the bumper beam 29 is a member having a U-shaped cross section having a bottom wall 40a and upper and lower side walls 40b and 40c and having an open front surface. The front end of the upper and lower side walls 40b and 40c has a flange 40d, 40e protrudes in the vertical direction. One horizontal rib 41 extending in the vehicle width direction and a plurality of vertical ribs 42 extending in the vertical direction perpendicular to the horizontal rib 41 are formed in a lattice shape on the inner surface of the main body 40. The rear edge is connected to the bottom wall 40a, and the rear and upper and lower edges of the vertical ribs 42 are connected to the bottom wall 40a and the side walls 40b and 40c. A pair of left and right fiber-reinforced resin plate-like end brackets 43 and 43 are provided at both ends of the main body 40 in the vehicle width direction.

  The distance between the upper and lower side walls 40b, 40c of the bumper beam 29 is H1 at the vehicle width direction central portion of the bumper beam 29 and H2 smaller than the H1 at both ends in the vehicle width direction. That is, the width of the bumper beam 29 in the vertical direction is larger at the vehicle width direction intermediate portion than at both ends in the vehicle width direction (see FIG. 6). Therefore, even if the height of the bumper beam 29 is different from the height of the collision partner member, the probability that the collision load can be received by the bumper beam 29 and absorbed is increased.

  As shown in FIG. 7A, the first side wall 31a, the second side wall 31b, the third side wall 31c, the first bottom wall 31d, and the second bottom wall 31e of the main body 31 of the bumper beam extension 25 are made of carbon fiber. Of continuous fibers 44A ..., 44B ... are made of a woven fabric obtained by solidifying with a resin (see Fig. 8 (A)), but other first ribs 32 ... and second ribs 33 ... are included. This part is composed of carbon fiber discontinuous fibers 45 entangled at random and solidified with resin (see FIG. 8B). Further, the inner surfaces of the first side wall 31a, the second side wall 31b and the first bottom wall 31d and the inner surfaces of the third side wall 31c, the second side wall 31b and the second bottom wall 31e are made of resin of discontinuous fibers 45 of carbon fiber. It is covered with a thin film hardened with.

  As shown in FIG. 7 (B), the bottom wall 35 of the main body portion 34 of the lower member 27 is made of a woven fabric obtained by plain weaving carbon fiber continuous fibers 44A, 44B,. The first side wall 36, the second side wall 37, the lateral ribs 38, the longitudinal ribs 39, etc. other than the above are composed of carbon fibers discontinuously intertwined with discontinuous fibers 45 solidified with a resin. The inner surface of the bottom wall 35 is covered with a thin film in which carbon fiber discontinuous fibers 45 are solidified with a resin.

  As shown in FIG. 7C, the bottom wall 40a, the upper and lower side walls 40b and 40c, and the upper and lower flanges 40d and 40e of the main body portion 40 of the bumper beam 29 are plain-woven carbon fiber continuous fibers 44A. The woven fabric is made of resin, but the other lateral ribs 41, longitudinal ribs 42, end brackets 43, 43, etc. are made of randomly intertwined carbon fiber discontinuous fibers 45 made of resin. Composed of hardened. The inner surface of the main body 40 is covered with a thin film obtained by solidifying the discontinuous fibers 45 of the carbon fiber with a resin.

  Next, based on FIG. 9, the structure of the shaping | molding die 46 which press-molds the bumper beam 29 is demonstrated.

  As shown in FIG. 9A, a mold 46 for press-molding the bumper beam 29 includes a female mold 47 having a concave cavity 47a for molding the outer surface of the main body 40, and an inner surface of the main body 40. The core 48a is formed with a horizontal groove 48b for forming the horizontal rib 41 and a vertical groove 48c for forming the vertical ribs 42 .... With the mold 46 opened, a first continuous prepreg 49 of continuous fibers and a second prepreg 50 of discontinuous fibers are disposed in a preheated state above the cavity 47a of the female mold 47. In the present embodiment, the length of the discontinuous fibers of the second prepreg 50 is set to 0.9 mm to 4.4 mm.

  The prepreg is made of carbon fiber, glass fiber, aramid fiber or other woven fabric or UD (sheet with continuous fibers aligned in one direction), or a discontinuous fiber mat, and it is semi-cured heat. It is impregnated with a curable resin (epoxy resin, polyester resin, etc.) or a thermoplastic resin (nylon 6, polypropylene, etc.) and has flexibility to adapt to the shape of the mold. In the case of a thermosetting resin, when a plurality of prepregs are inserted into a mold in a laminated state and heated to, for example, about 130 ° C. while applying pressure, the thermosetting resin is cured and a fiber reinforced resin product is obtained. . In the case of a thermoplastic resin, a plurality of preheated prepregs are inserted into a molding die in a laminated state, subjected to pressure molding, and then cooled to obtain a fiber reinforced resin product.

  Subsequently, as shown in FIG. 9B, when the male mold 48 is lowered with respect to the female mold 47, the first prepreg 49 is pressed by the cavity 47a of the female mold 47 and the core 48a of the male mold 48, The main body 40 of the bumper beam 29 having a U-shaped cross section is formed. At this time, since the second prepreg 50 using the discontinuous fiber as a reinforcing material can be easily deformed, the second prepreg 50 sandwiched between the first prepreg 49 and the core 48a of the male mold 48 is the lateral groove 48b of the core 48a. And into the vertical grooves 48c, the horizontal ribs 41, the vertical ribs 42, and the end brackets 43, 43 of the bumper beam 29 are simultaneously formed. A part of the second prepreg 50 is laminated in a thin film shape along the inner surface of the main body 40.

  Subsequently, as shown in FIG. 9C, the bumper beam 29 is completed by cutting off the surplus portions of the flanges 40 d and 40 e of the main body 40 of the bumper beam 29 taken out from the molding die 46.

  As described above, the fiber reinforced resin of the main body portion 40 of the bumper beam 29 having a simple U-shaped cross section is reinforced with the continuous fibers 44A, 44B, which are plain weaves having high strength, and the plain weaves have a complicated shape. Since the fiber reinforced resin of the lateral ribs 41, the longitudinal ribs 42 and the end brackets 43 and 43, which are difficult to reinforce with the continuous fibers, is reinforced with the discontinuous fibers 45 having a high degree of freedom in molding, the bumper beam 29 The strength and formability can be made compatible. In addition, since the first prepreg 49 containing continuous fibers and the second prepreg 50 containing discontinuous fibers are placed in the same mold 46 to form the bumper beam 29 in one step, they are separately molded and bonded. Manufacturing costs can be reduced as compared with the case of integration by welding.

  The molding die 46 for press-molding the bumper beam 29 has been described above, but the bumper beam extension 25, 25 and the lower members 27, 27 can also be press-molded using a molding die having a similar structure. As described above, since the bumper beam 16, the bumper beam extension 25, 25, and the lower members 27, 27 are all open cross sections, they are not only lightweight but also easy to mold with a molding die.

  Next, the coupling structure of the bumper beam 29 and the lower member 27 to the bumper beam extension 25 will be described.

  As shown in FIGS. 2 to 5, the outer end in the vehicle width direction of the bumper beam 29 extending in the vehicle width direction is coupled to the inner surface in the vehicle width direction of the front end of the bumper beam extension 25 extending in the front-rear direction. At this time, the front part of the first bottom wall 31d of the main body part 31 of the bumper beam extension 25 and the front part of the second reinforcing flange 31g are welded to the end bracket 43 of the bumper beam 29, and the bumper beam 29 The first connecting portion 31j provided on the first bottom wall 31d of the bumper beam extension 25 is welded to the bottom wall 40a of the main body portion 40. The first bottom wall 31d, the second reinforcing flange 31g, and the first connecting portion 31j of the bumper beam extension 25 constitute a bumper beam support portion.

  The second mounting flange 34g at the tip of the lower member 27 is welded to the first reinforcing flange 31f of the bumper beam extension 25, and the lower surface of the tip of the second side wall 37 of the lower member 27 is the second bottom wall 31e of the bumper beam extension 25. The top end of the bottom wall 35 of the lower member 27 is welded to the fourth connecting portion 31n provided on the second bottom wall 31e of the bumper beam extension 25. The first reinforcing flange 31f, the fifth connecting portion 31o, and the fourth connecting portion 31n of the bumper beam extension 25 constitute a lower member support portion.

  The side member 30c of the front bulkhead 30 is welded to the second connecting portion 31k and the third connecting portion 31m of the main body 31 of the lower member 27.

  Next, the operation of the embodiment of the present invention having the above configuration will be described.

  As shown in FIG. 10, on the inner surface in the vehicle width direction and on the outer surface in the vehicle width direction at the front ends of a pair of left and right bumper beam extension 25, 25 made of CFRP extending from the pair of left and right front side frame tip portions 24, 24 to the front of the vehicle body, A CFRP bumper beam 29 extending in the vehicle width direction, and a pair of left and right CFRP lower members 27, 27 extending from the front ends of the pair of left and right upper members 22, 22 to the front lower side, the front, and the vehicle width direction inward. In this state, the vehicle width direction outer surface and front surface of the pair of left and right lower members 27, 27, the front end surfaces of the pair of left and right bumper beam extensions 25, 25, and the front surface of the bumper beam 29 are viewed in plan view. The shape is curved in a U shape toward the front.

  Thus, by using CFRP as much as possible, the front body frame of the automobile can be reduced in weight, and the front parts of the lower members 27, 27 can be reduced even if a front collision load is input to the bumper beam 29. Can be transmitted to and absorbed by the bumper beam extension 25, 25, and the bumper beam 29 does not protrude from the lower members 27, 27 to the front of the vehicle body. be able to.

  That is, in FIG. 10, when a collision load F1 at the time of a frontal collision is input to the bumper beam 29, the collision load F1 is transmitted from the bumper beam 29 to the left and right bumper beam extensions 25, 25, and the bumper beam which is an impact absorbing member. It is efficiently absorbed by the collapse of the extensions 25, 25. Further, when the collision load F2 at the time of narrow offset frontal collision is input to the front part of the left and right lower members 27, the collision load F2 is transmitted from the lower member 27 to the left and right bumper beam extension 25, and the bumper beam which is an impact absorbing member. It is efficiently absorbed by the collapse of the extension 25. Further, when the collision load F3 at the time of the offset frontal collision is directly input to the front part of one of the left and right lower members 27, the collision load F3 is efficiently absorbed by the collapse of the bumper beam extension 25 that is an impact absorbing member.

  As shown in FIG. 11, when the bumper beam extension 25 is crushed by a collision load from the front, the weakened portion 31p in the range of the length a of the tip of the main body 31 has first, second ribs 32,. 33 ... are not provided, the peak load at the initial stage of the collision can be reduced by the buckling of the weak part 31p easily.

  Further, the bumper beam 29, the lower member 27, and the bumper beam extension 25 are formed by solidifying the main body portions 40, 34, 31 having discontinuous cross-sections with the continuous fibers 44A, 44B, and the discontinuous fibers 45. .., 38..., 32..., 33..., And a relatively simple shape of the main body 40. 34, 31 are reinforced with continuous fibers 44A ..., 44B ... with high strength, and ribs 41, 42 ..., 38, 39 ..., 32 ..., 33 ... with relatively complex shapes are discontinuous fibers 45 with high moldability. By reinforcing with ..., both strength and formability can be achieved. As a result, it is possible to prevent the opening of the main body portions 40, 34, 31 having an open cross section by the ribs 41, 42, ..., 38, 39 ..., 32, ..., 33, and to obtain high strength with a lightweight structure.

  In particular, the bumper beam 29 and the lower member 27 have a plurality of longitudinal ribs 42, 39,... Inside the body portions 40, 34 having a U-shaped cross section, so that the strength of the body portions 40, 34 against twisting and bending is increased. The height of the ribs 42, 39, and so on is increased, and the main body portions 40, 34 and the longitudinal ribs 42, 39,...

  The bumper beam extension 25 is provided with a plurality of first and second ribs 32, 33,... Along the longitudinal direction of the vehicle body inside the main body 31 having an S-shaped cross section. The collision energy can be absorbed with a stable load over a long period from the initial stage to the end of the collision, and the position of the X-shaped intersection of the first ribs 32. Since the X-shaped intersection point coincides with the longitudinal position of the vehicle body, the first and second ribs 32, 33,. It can be crushed in steps from the tip side.

  Further, since the second side wall 31b of the main body 31 of the bumper beam extension 25 has a draft in the vehicle width direction, the bumper beam extension 25 can be easily removed from the mold.

  By the way, each lower member 27 includes a first portion 34a that extends forward and downward from the front end of the upper member 22, and a second portion 34b that is bent at the first bent portion 34d at the front end of the first portion 34a and extends forward in the horizontal direction. The second portion 34b is provided with a third portion 34c that is bent inward in the vehicle width direction at the second bent portion 34e at the front end of the second portion 34b and is connected to the front end of the bumper beam extension 25. If a collision load in the front-rear direction is input to the lower member 27, the lower member 27 may be bent at the first and second bent portions 34d, 34e, and the collision load may not be absorbed effectively.

  However, each lower member 27 includes a bottom wall 35 and a main body portion 34 having a U-shaped cross section having first and second side walls 36 and 37 and opening outward in the vehicle width direction, and the bottom wall 35 and the first, The bottom wall 35 is made of continuous fiber reinforced resin in which continuous fibers 44A, 44B, etc. are hardened with a resin, and includes first and second ribs 38 and vertical ribs 39 that connect the second side walls 36, 37. Since the side walls 36, 37, the horizontal ribs 38 and the vertical ribs 39 are made of discontinuous fiber reinforced resin obtained by hardening the discontinuous fibers 45 with resin, the first bent portion 34d where the collision load is bent in the vertical direction is bent. Even if it acts like this, the continuous fiber reinforced resin of the bottom wall 35 resists, and the first and second side walls 36 and 37, the lateral ribs 38 and the longitudinal ribs 39 resist and resist the breakage of the first bent portion 34d. Can do. Further, even if the collision load acts to bend the second bent portion 34e bent in the left-right direction, the first and second side walls 36, 37, the lateral ribs 38, the vertical ribs 39, ... resist and the second bent portion 34e Breakage can be prevented.

  As a result, the lower member 27 can be sequentially crushed from the front side toward the rear side by the load of the frontal collision to effectively absorb the collision load. Moreover, since the bottom wall of the lower member 27 is only curved at the 35 second bent portion 34e, the lower member 27 can be press-molded with a molding die.

  The ribs of the respective lower members 27 are formed in a lattice pattern with the horizontal ribs 38 extending along the longitudinal direction of the lower member 27 and the plurality of vertical ribs 39 intersecting with the horizontal ribs 38. The main body 34 of the lower member 27 is effectively reinforced while reducing the thickness of the lower member 27, and the main body 34, the lateral ribs 38, and the vertical ribs 39 are crushed by the collision load to absorb the collision energy. be able to.

  Further, since one of the plurality of vertical ribs 39 is arranged and reinforced at the first bent portion 34d, when a large bending moment acts on the first bent portion 34d due to the load of the offset frontal collision, the lower member 27 is bent in the first bent portion 34d. It is possible to prevent the portion 34d from being broken and ensure the shock absorbing performance. Moreover, since the lateral rib 38 is connected to the bottom wall 35 and extends rearward from the front end of the lower member 27, the high-strength bottom wall 35 reinforced by the continuous fibers 44A, 44B,. When the load of the offset frontal collision is input to the front end of the lower member 27, the lower member 27 can be prevented from breaking at the first bent portion 34d and the second bent portion 34e, and shock absorbing performance can be ensured.

  Further, since the second mounting flange 34g is provided at the front end of the lower member 27, the front end of the lower member 27 can be easily connected to the front end of the bumper beam extension 25. Moreover, since the second mounting flange 34g is made of discontinuous fiber reinforced resin in which the discontinuous fibers 45 are hardened with resin, the main body 34 of the lower member 27 and the second mounting flange 34g are molded at a time to reduce the number of processing steps. can do.

  The embodiments of the present invention have been described above, but various design changes can be made without departing from the scope of the present invention.

  For example, the fiber reinforced resin of the present invention is not limited to CFRP, and FRP reinforced with any fiber can be used.

  In the embodiment, the bumper beam 29 and the lower member 27 are connected to the front end of the bumper beam extension 25, but the lower member 27 is not necessarily connected to the bumper beam extension 25.

25 Bumper beam extension (shock absorbing member)
29 Bumper beam 31 Body 31a First side wall 31b Second side wall 31c Third side wall 31d First bottom wall 31e Second bottom wall 32 First rib 33 Second rib 44A Continuous fiber 44B Continuous fiber 45 Discontinuous fiber 46 Mold

Claims (6)

A bumper beam (29) arranged in the vehicle width direction and a shock absorbing member (25) made of fiber reinforced resin arranged in the longitudinal direction of the vehicle body are connected, and a collision load input to the bumper beam (29) is obtained. A vehicle body frame structure for absorbing the impact absorbing member (25) by crushing;
The body (31) of the shock absorbing member (25) includes a first side wall (31a), a second side wall (31b) and a third side wall (31c) disposed substantially parallel to each other, and the first side wall ( 31a) and a first bottom wall (31d) connecting between one end portions of the second side wall (31b) and a second connecting end portion between the third side wall (31c) and the other end portion of the second side wall (31b). Two bottom walls (31e) and a S-shaped cross section,
The first side wall (31a), the first bottom wall (31d), and the second side wall (31b) are connected by an X-shaped first rib (32) when viewed in the vehicle width direction, and the third side wall (31c), a body frame of an automobile, wherein the second bottom wall (31e) and the second side wall (31b) are connected by a second rib (33) having an X shape when viewed in the vehicle width direction. Construction.   The body (31) of the impact absorbing member (25) is made of continuous fiber reinforced resin obtained by hardening continuous fibers (44A, 44B) with resin, and the first and second ribs (32, 33) are discontinuous fibers. The vehicle body frame structure according to claim 1, wherein the vehicle body frame structure is made of a discontinuous fiber reinforced resin obtained by hardening (45) with a resin.   The vehicle body frame structure according to claim 1 or 2, wherein a plurality of the first and second ribs (32, 33) are provided along a longitudinal direction of the vehicle body.   The vehicle body longitudinal direction position of the X-shaped intersection of the first rib (32) coincides with the vehicle body longitudinal direction position of the X-shaped intersection of the second rib (33). The vehicle body frame structure according to any one of claims 1 to 3.   The front end of each of the first and second ribs (32, 33) is located a predetermined distance behind the front end of the shock absorbing member (25). The vehicle body frame structure described in 1.   The said 2nd side wall (31b) has the draft of the vehicle width direction for the die cutting from a shaping | molding die (46), The one of Claims 1-5 characterized by the above-mentioned. Auto body frame structure.

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