JP6206301B2 - Vehicle frame structure - Google Patents

Description

  The present invention relates to a frame structure for a vehicle, and in particular, a plurality of elongated portions having an elongated rectangular cross section perpendicular to the longitudinal direction of the frame has a long neutral surface between the compression side and the tension side when a load is input. The present invention relates to a vehicle frame structure arranged so as to be orthogonal to a side.

Conventionally, in the frame structure of a vehicle such as a front side frame, in order to improve the collision performance, the impact energy absorption amount is increased by compressing or bending the frame when a load is input due to the collision. Yes.
By compressing and deforming the entire longitudinal direction of the frame by axial compression, it is possible to stably maintain a high amount of impact energy absorption, so the energy absorption mechanism using compression deformation is superior in terms of impact energy absorption performance. It is known that

Generally, in the front side frame, the impact load is transmitted via the bumper beam structurally at the time of the front collision, so that the collision load hardly acts on the front side frame in the axial direction. Since the engine support portion, the suspension sub-frame attachment portion, and the like are provided on the front side frame, high-rigidity regions are intermittently formed in the longitudinal direction of the front side frame. Moreover, when the entire front side frame is buckled and deformed uniformly by axial compression, it is necessary to alternately apply inward and outward stresses to the frame. Proper control is not easy.
Therefore, a crash can capable of axial compression (compression deformation) is provided at the front end of the front side frame, and multiple shock absorbing mechanisms that can be actively bent from the middle to the rear end of the front side frame are used. By doing so, the impact energy absorption amount is increased to protect the occupant during the front collision (Patent Document 1).

A technique for increasing the amount of shock energy absorption by changing the frame cross-sectional shape is also known.
The frame structure of Patent Document 2 is an inner member and an outer member that constitute a side sill, and a longitudinal section in the vehicle width direction of the inner member and the outer member is between the upper joint portion, the lower joint portion, and both joint portions. In the upper and lower sides of the convex portion, and the upper joint portion, the lower joint portion and the convex portion of the inner member and the outer member are joined respectively. Elongated closed cross-section members extending in the longitudinal direction are formed on the upper and lower sides, respectively.

  The frame structure of Patent Document 3 has a kick-up portion including an inner member and an outer member, and a front-side frame having a closed cross section extending in the longitudinal direction, and the kick-up portion and the front-side frame are mutually connected. By forming a concave shape in the direction of contact and joining the two together to form a joint, a first closed cross-section is formed above the joint and a second closed cross-section is formed below.

Japanese Patent No. 5104272 Japanese Patent No. 5196067 Japanese Patent No. 3820867

In the shock absorbing mechanism disclosed in Patent Document 1, the load that cannot be absorbed mainly by the compression deformation of the crash can and the bending deformation of the front side frame among the input shock loads is rearward of the front side frame. It is transmitted to components, vehicle compartments, etc.
In this shock absorbing mechanism, since the impact load absorbed by the bending deformation occupies most of the entire energy absorption amount, the energy absorbing characteristic due to the bending deformation has a greater influence on the impact energy absorbing performance than the energy absorbing characteristic due to the compressive deformation.
That is, when the impact load absorbed by the bending deformation is small, the deformation stroke of the front side frame necessary for absorbing the impact, that is, the so-called crash stroke becomes long, and the degree of freedom of the vehicle body design may be reduced.

In order to verify the above problems, the present inventor conducted an analysis by CAE (Computer Aided Engineering) on a bending deformation mechanism of a frame having a vertically long rectangular cross section.
First, the basic concept of this analysis will be described.
When a compressive load is applied in the longitudinal direction to a closed cross-sectional frame extending in the longitudinal direction, the frame is curved in a direction orthogonal to the longitudinal direction, so that the surface on the center side of the curve (compressed) from the neutral surface It is possible to simulate a state in which a compressive load acts on the side surface from the longitudinal orthogonal direction and a tensile load acts on the surface (tensile side surface) on the opposite side of the center of curvature from the neutral surface.
Therefore, by creating a closed cross-section frame model extending in the longitudinal direction and applying a predetermined compressive load from the longitudinal orthogonal direction to the compression side surface extending in the longitudinal direction of the frame model, a load that can be supported by the frame model is obtained. The correlation (hereinafter referred to as bending FS characteristics) with the stroke at which the frame model is deformed was analyzed.

FIG. 18 shows a graph of the analyzed bending FS characteristics. The vertical axis represents the load acting on the frame model, and the horizontal axis represents the deformation stroke of the frame model.
As shown in FIG. 18, in the closed cross-sectional frame extending in the longitudinal direction, a maximum load that peaks at a predetermined deformation stroke value is generated, and then the load is rapidly reduced.
In other words, since it is considered that only a specific region of the closed cross-section frame to which the load acts contributes to the bending strength, when a load exceeding the allowable limit (buckling stress) is applied to this specific region, the specific region is Bending, the entire closed cross-sectional frame is buckled and deformed, and the amount of shock energy absorbed is reduced.
From the above, the frame area that contributes to bending strength is elongated in the longitudinal direction, and the maximum stroke load is set to a characteristic that maintains the maximum load for a certain stroke, thereby shortening the crash stroke and impact energy absorption performance. It was found that can be increased.

As a method of making the bending FS characteristics such that the maximum load is maintained for a certain stroke, the method of increasing the thickness of the closed section frame or the aspect ratio of the closed section frame so that the neutral plane is orthogonal to the long side. A method of increasing the aspect ratio can be considered.
However, when the plate thickness of the closed cross-section frame is increased, the weight of the vehicle body and the cost of the frame itself increase, and when the aspect ratio of the closed cross-section frame is set larger than the aspect ratio, it is arranged in the engine room. Since the arrangement space of each member becomes disadvantageous, it is not practical in any case.

As in Patent Documents 2 and 3, it is also conceivable to construct a closed cross-section frame in which a plurality of small elongated portions formed in a closed cross-section are connected. In this case, a bending FS that theoretically maintains the maximum load for a fixed stroke by setting the width of the long side and the width of the short side so that the aspect ratio of the elongated portion is larger than the aspect ratio. It is assumed that it can be set to a characteristic.
However, when a compressive load is applied to the closed cross-section frame in which a plurality of elongated portions are connected in the direction perpendicular to the longitudinal direction, the compression side portion that protrudes toward the compression side becomes larger than the neutral line of the elongated shape portion. There is a possibility that a new problem that the compression side portion of the shape portion tilts in a direction orthogonal to the long side is caused.
In addition, when the compression side portion of the elongated shape portion is tilted in the direction orthogonal to the long side, the frame region contributing to the bending strength is reduced, so that the maximum load of the bending FS characteristic cannot be maintained for a certain stroke. Therefore, sufficient impact energy absorption performance cannot be ensured.

  An object of the present invention is to provide a vehicle frame structure or the like that can ensure impact energy absorption performance while shortening a crash stroke.

In the vehicle frame structure according to claim 1, a plurality of elongated portions having an elongated rectangular cross section perpendicular to the longitudinal direction, a neutral surface between the compression side and the tension side at the time of load input is orthogonal to the long side. In the vehicular frame structure in which the long sides separated from each other are connected to each other by a connecting portion, the adjacent elongated portions protrude from the connecting portion to both sides in the longitudinal direction. Each of which has a convex portion, and abuts on the long sides of the adjacent elongated portions separated from each other on the compression side with respect to the connecting portion, thereby suppressing tilting of the elongated portions in a direction perpendicular to the long sides. at least one of the tilt suppressing member provided Rutotomoni to, is characterized in that is spaced so as to face the long sides of the elongated portion adjacent said at a tensile side of the connecting portion.

  In this vehicle frame structure, the compression side portion of the elongated portion tilts in the direction perpendicular to the long side when a load is input, even though the compression side portion of the elongated portion that projects to the compression side is larger than the connecting portion. Since the frame area that contributes to the bending strength can be expanded and the maximum load of the bending FS characteristic can be maintained for a certain stroke, the impact energy absorption performance can be reduced while shortening the crash stroke. Can be high.

In the invention of claim 2, a plurality of elongated portions having an elongated rectangular cross section orthogonal to the longitudinal direction are set so that the neutral surface between the compression side and the tension side at the time of load input is orthogonal to the long side. In the vehicle frame structure in which the long sides separated from each other are connected by a connecting portion, the connecting portion is provided closer to the compression side than the neutral surface, and the adjacent elongated portions are Each of the elongated portions has a pair of convex portions protruding from the connecting portion on both sides in the longitudinal direction, and abuts each of the adjacent elongated sides of the adjacent elongated portions on the tension side of the connecting portion. Rutotomoni provided with at least one tilt suppressing member for suppressing the tilt in the direction orthogonal to the long side to the compression side of the neutral plane, the long side of the elongated portion adjacent the at tensile side of the connecting portion that is spaced so as to face the It is a symptom.

  In this vehicle frame structure, the tension side part of the elongated part tilts in the direction perpendicular to the long side when a load is input, even though the tension side part of the elongated part protruding to the tension side is larger than the connecting part. Since the frame area that contributes to the bending strength can be expanded and the maximum load of the bending FS characteristic can be maintained for a certain stroke, the impact energy absorption performance can be reduced while shortening the crash stroke. Can be high.

According to a third aspect of the present invention, in the first or second aspect of the invention, the slender shape portion on one end side in a direction orthogonal to the long side of the plurality of slender shape portions is promoted to tilt toward the other end side when a load is applied. It is characterized by the provision of a tilt promoting part.
Thereby, inclination of the elongate shape part of the one end side in the direction orthogonal to a long side among several elongate shape parts can be suppressed with the inclination suppression member provided in the one side.

According to a fourth aspect of the present invention, in the invention of the third aspect, the tilt promoting portion is configured such that a distance between a pair of short sides of the elongated shape portion on one end side in a direction orthogonal to the long side is larger toward the other end side. A configuration in which the curvature of the bent portion on one end side of the elongated shape portion on one end side in the direction orthogonal to the long side is greater than the curvature of the bent portion on the other end side, or orthogonal to the long side The long side on one end side of the elongated shape portion on one end side in the direction is configured by any one of the structures shifted to the other end side toward the compression side or the tension side.
Thereby, the elongate shape part of the one end side in the direction orthogonal to a long side among several elongate shape parts can be reliably tilted to the other end side in the direction orthogonal to a long side.

The invention of claim 5 is characterized in that, in the invention of any one of claims 1 to 4, the tilt suppressing member is provided intermittently in the longitudinal direction.
Thereby, since the load accompanying the tilting of the elongated portion transmitted to the tilt suppressing member is divided in the longitudinal direction, the tilt suppressing member can be prevented from being damaged.

  According to the vehicle frame structure of the present invention, it is possible to ensure impact energy absorption performance while shortening the crash stroke.

It is the side view which looked at the front side frame concerning Example 1 from the engine room inner side. It is a top view of FIG. It is the III-III sectional view taken on the line of FIG. It is the IV-IV sectional view taken on the line of FIG. It is a perspective view of a front side drain. It is a disassembled perspective view of a front side drain. It is a schematic diagram which shows the state of the vehicle before the input of a front impact load. It is a schematic diagram which shows the state of the vehicle after the input of a front impact load. It is an analysis model of a front side drain having different connection forms of the elongated portions, wherein (a) shows a longitudinal cross-sectional view of the analysis model of Example 1, and (b) shows short sides separated from each other. The longitudinal cross-sectional view of the connected analysis model is shown, and (c) shows the cross-sectional view of the analysis model in which long sides are directly connected to each other. It is a graph of the bending FS characteristic which analyzed each analysis model. FIG. 5 is a longitudinal cross-sectional view of a front side drain according to a second embodiment. FIG. 6 is a longitudinal cross-sectional view of a front side drain according to a third embodiment. FIG. 6 is a longitudinal cross-sectional view of a front side drain according to a fourth embodiment. FIG. 10 is a longitudinal cross-sectional view of a front side drain according to a fifth embodiment. FIG. 10 is a longitudinal cross-sectional view of a front side drain according to a sixth embodiment. FIG. 10 is a perspective view of a front side drain according to a seventh embodiment. FIG. 10 is a perspective view of a front side drain according to an eighth embodiment. It is a graph of the bending FS characteristic which analyzed the conventional closed section frame model.

Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.
The following description exemplifies a case where the present invention is applied to a front side frame of a vehicle, and does not limit the present invention, its application, or its use.

Embodiment 1 of the present invention will be described below with reference to FIGS.
First, the front body structure in which the front side frame is installed will be briefly described.
As shown in FIGS. 1 and 2, a vehicle V includes a dash panel 1 that divides an engine room E and a vehicle compartment C in a vertical direction and a vehicle width direction, and a vehicle body front-rear direction at a front position of the dash panel 1. A front side frame 2 that extends, a floor main frame 3 that extends to the rear side of the vehicle body at a position below the dash panel 1, a cowl box 4 that is installed in front of the upper part of the dash panel 1, and a tower at a side position of the front side frame 2 Suspension tower 5 erected in a shape, an apron 6 that connects the suspension tower 5 and the above-described dash panel 1 by extending in the vertical direction and the longitudinal direction of the vehicle body, and an apron that extends in the longitudinal direction of the vehicle body at the upper end of the apron 6 A rain member 7 and a tire house 8 bulged and formed in a substantially semicircular shape so as to accommodate the front tire T at the lower part of the apron 6 are provided. There. In addition, since it is a right-and-left object structure, it mainly demonstrates the vehicle body right side structure and abbreviate | omits description about the vehicle body left side structure. In the following description, the front of the vehicle body is the front, and the left in the vehicle width direction with respect to the traveling direction of the vehicle V is the left.

A crash can 9 is installed at the front end of the front side frame 2 to compress and deform (axially compress) when receiving a front impact load to absorb a part of the collision energy.
A dash lower cross 10 that constitutes a closed cross section extending in the vehicle width direction is joined and fixed to the lower front surface of the dash panel 1. By providing the dash lower cross 10, the rigidity of the lower portion of the dash panel 1 is increased.
A substantially cylindrical engine mount 11 is installed at the center in the front-rear direction of the front side frame 2, and a power unit (not shown) is elastically supported by the engine mount 11. A mount attachment rain 12 is provided in the front side frame 2 below the engine mount 11 in order to increase the attachment rigidity of the engine mount 11.

  As shown in FIG. 1, a curved portion 2 a is formed at the rear portion of the front side frame 2 so as to bend downward and bend. A subframe mounting bracket 13 for attaching a suspension subframe (not shown) is joined and fixed to the rear lower surface of the front side frame 2. As shown in FIG. 2, a connecting reinforcing member 14 that extends in a substantially bracing manner is installed on the inner side in the vehicle width direction of the rear portion of the front side frame 2, and the curved portion 2 a and the dash of the front side frame 2 are installed. The lower cross 10 is firmly connected.

The rear end upper portion 2b (see FIG. 2) of the front side frame 2 is configured to be joined and fixed to the dash lower cross 10, and the rear end lower portion 2c (see FIG. 1) is formed on the floor main frame 3. The front end is connected and fixed via a connecting portion 15.
Further, an upper connecting member 16 that extends toward the vehicle body upper side on the vehicle width outward side of the apron portion 6 is installed above the rear portion of the front side frame 2, and the front pillar (not shown) and the rear portion of the front side frame 2 are arranged. Are connected.

Next, the front side frame 2 will be described in detail.
As shown in FIG. 3, the front side frame 2 includes an upper end flange portion 21a and a lower end flange portion 21b of an inner panel 21 having a substantially hat-shaped cross section, and an upper end flange portion 22a and a lower end flange portion 22b of an outer panel 22 having a substantially hat-shaped cross section. By connecting and fixing to each other, a substantially rectangular closed section which is long in the vertical direction and has a so-called aspect ratio larger than the aspect ratio is formed.

  On the inner side wall surface of the inner panel 21 in the vehicle width direction, a first concave groove 21c that is recessed from the front end portion and extends in the horizontal direction is formed. Similarly, on the outer side wall surface of the outer panel 22 in the vehicle width direction, second concave grooves 22c that are recessed from the front end portion and extend in the horizontal direction are formed (see FIG. 2). At the center position of the front side frame 2, as shown in FIG. 2, the rear end of the first concave groove 21c is formed to extend further to the rear side than the rear end of the second concave groove 22c.

As shown in FIG. 4, a front side drain force (hereinafter abbreviated as front side drain) 30 extending forward from a position near the front end of the sub-frame mounting bracket 13 is disposed in the closed cross section of the front side frame 2. ing.
When viewed from the front, the front side drain 30 is formed in an elongated shape having an elongated rectangular cross section in the vehicle width direction, and an intermediate neutral surface NP between the compression side and the tension side at the time of load input is orthogonal to the long side. The four elongated portions 40 arranged in the vertical direction as described above, the three elongated portions 40 adjacent to each other in the vertical direction, the three coupling portions 41 that connect the long sides separated from each other, and the vehicle width direction from the coupling portion 41 A plurality of fillers 42 (tilt restraining members) that are in contact with the long sides of the elongated portions 40 adjacent to each other on the inner side are provided.
In the present invention, the elongated elongated portion having an elongated rectangular shape has a pair of long sides and a pair of short sides in a cross section in the longitudinal direction and has a rectangular basic characteristic as a performance. And includes a shape in which a corner portion, a curved portion, or a bent portion is formed in the middle of the long side or the short side in a range that does not hinder the characteristics of the basic rectangular shape.

As shown in FIGS. 4 to 6, the front side drain 30 is formed by an inner rain 31 and an outer rain 32 that extend in the front-rear direction. Since the front side drain 30 has a configuration in which the upper half and the lower half are vertically symmetrical, the upper half is mainly described below.
The inner rain 31 includes four convex portions 31a arranged in the vertical direction, an upper end flange portion 31b extending upward from the upper convex portion 31a, and a lower end flange portion 31b extending downward from the lower convex portion 31a. And three intermediate flange portions 31c connecting the outer ends of the portion 31a in the vehicle width direction.

The four convex portions 31a vertically connect the pair of lateral sides 31s protruding parallel to the vehicle width direction inner side and the vehicle width direction inner end portions of the pair of lateral sides 31s when viewed from the front. And the vertical side 31t set to be narrower than the horizontal side 31s.
The upper end flange portion 31b extends vertically upward from the vehicle width direction outer end portion of the uppermost lateral side 31s, and the lower end flange portion 31b extends vertically downward from the vehicle width direction outer end portion of the lowermost lateral side 31s. A connecting portion between the pair of horizontal sides 31s and vertical sides 31t is formed by a curved surface having a predetermined curvature. The three intermediate flange portions 31c are curved so as to protrude outward in the vehicle width direction, and connect the vehicle width direction outer ends of the lateral sides 31s of the adjacent convex portions 31a that are separated from each other.

  The outer rain 32 is configured symmetrically with the inner rain 31 and has four convex portions 32a, an upper end flange portion 32b extending upward from the upper end convex portion 32a, and a lower end flange portion 32b extending downward from the lower end convex portion 32a, And three intermediate flange portions 32c that connect the inner ends in the vehicle width direction of adjacent convex portions 32a.

The four convex portions 32a project in parallel to the outside in the vehicle width direction when viewed from the front, and have a pair of lateral sides 32s having the same width as the lateral side 31s, and the outer sides in the vehicle width direction of the pair of lateral sides 32s. The end portions are connected vertically, and are constituted by a vertical side 31t and a vertical side 32t having the same width.
The upper end flange portion 32b extends vertically upward from the vehicle width direction inner side end portion of the uppermost lateral side 32s, and the lower end flange portion 32b extends vertically downward from the vehicle width direction inner side end portion of the lowermost side 32s. A connecting portion between the pair of horizontal sides 32s and vertical sides 32t is formed by a curved surface having a predetermined curvature. The three intermediate flange portions 32c are curved so as to project inward in the vehicle width direction, and connect the inner ends in the vehicle width direction of the lateral sides 32s of the adjacent convex portions 32a that are separated from each other.

  As shown in FIGS. 5 and 6, when the front side drain 30 is formed, a metal plate material is press-formed in advance to form an inner rain 31 and an outer rain 32, and an upper end flange portion 31b, an upper end flange portion 32b, and a lower end flange are formed. After positioning and contacting the part 31b and the lower end flange part 32b, the upper end flange parts 31b and 32b and the lower end flange parts 31b and 32b are welded and joined, respectively. At this time, at least a part of the intermediate flange portions 31c and 32c is held in contact.

  As described above, a cross section orthogonal to the front-rear direction by a pair of long sides including the horizontal side 31s and the horizontal side 32s extending substantially flush with the horizontal side 31s and a pair of short sides including the vertical sides 31t and 32t. An elongated shape portion 40 having an elongated rectangular shape (cross section in the vehicle width direction) is formed in an up-down direction, and the long sides separated from each other of the adjacent elongated shape portions 40 are connected by intermediate flange portions 31c and 32c. A connecting portion 41 is formed. Each connecting portion 41 extends in the front-rear direction along the vehicle width direction center of each elongated shape portion 40, and therefore coincides with the position of the neutral surface NP of the elongated shape portion 40. When the ratio of the long side to the short side of the elongated shape part 40 is less than 2, the flattening effect of the bending FS characteristic is lowered, so that the ratio of the long side to the short side of the elongated shape part 40 is 2 or more. Set to. In this embodiment, the horizontal side 31s (32s) is set to be twice as long as the vertical side 31t (32t) (long side: short side is 4: 1).

The plurality of fillers 42 are heated foam fillers having a predetermined strength. The predetermined strength is set to a strength that can suppress at least the tilting operation of the convex portion 31a that occurs when a load is input.
The plurality of fillers 42 include a pair of long sides (lateral sides 31 s) that are separated from each other by three connecting portions 41 (intermediate flange portions 31 c) and the elongated portions 40 that are adjacent to each other inside the connecting portions 41 in the vehicle width direction. ) Formed in the three grooves extending in the front-rear direction.
When the inner side 31 and the outer side 32 are joined to form the front side drain 30, the filler 42 is previously connected to the connecting portion 41 (intermediate flange portion 31 c) or the long side (lateral side 31 s) of the connecting portion 41. A foam sheet 42a having a length corresponding to the front-rear length is adhered (see FIG. 6), and the foam sheet 42a is installed by foaming using heat in a drying process in coating. Since the volume of the filler 42 after foaming expands to a predetermined amount (for example, 5 to 20 times), the filler 42 abuts against a pair of long sides separated from each other in the elongated portion 40 adjacent to the connecting portion 41 at the same time. Glued.
In addition, about the component structure of the filler 42, since it is a well-known technique, detailed description is abbreviate | omitted.

Next, the deformation behavior when the vehicle V receives a front impact load will be described based on the schematic diagrams of FIGS.
In these schematic views, F is a front frame body composed of a front side frame and a crash box, D is a dash panel, M is a connecting reinforcement member, I is an inner load composed of a dash lower cross and a member member provided in the tunnel portion. The transmission body, U is an upper connecting member, Q (hatched area) is a mount mounting rain, R (hatched area) is a subframe mounting bracket, and T is a front tire.

In addition, on the front frame body F, a plurality of points extending substantially linearly in the front-rear direction are set for convenience so that the positional relationship after deformation can be easily understood.
The first point P1 is the front end position of the crash can 9, the second point P2 is the front end position of the front side frame 2, the third point P3 is the intermediate position of the front side frame 2, and the fourth point P4 is the rear end of the mount attachment rain 12. The position and the fifth point P5 indicate the front end position of the sub-frame mounting bracket 13.

When the load Z is applied, the front frame body F actively absorbs impact energy by causing compression deformation and bending deformation in the vehicle width direction.
As shown in FIG. 8, when the collision body W collides with the front frame body F, it sits between the first point P1 and the second point P2 of the front frame body F and between the middle of the third point P3. Bending deformation occurs. Between the third point P3 and the fourth point P4, there is a mount attachment rain Q and the like, and deformation cannot be caused. Therefore, the vehicle is temporarily inward in the vehicle width direction between the second point P2 and the third point P3. Bending deformation (inward bending deformation) is caused, and bending deformation (outward bending deformation) is performed outward in the vehicle width direction at the third point P3.

Even at the fourth point P4, the first concave groove 21a is formed so as to extend to the vehicle rear side, so that the space up to the fifth point P5 is bent and deformed outward in the vehicle width direction.
At the fifth point P5, the subframe is mounted and fixed by the subframe mounting bracket R, and the frame rigidity is increased in order to distribute the load at the rear position thereof. ) Occurs.

  As described above, the third point P3 and the fourth point P4 cause bending deformation outward in the vehicle width direction, and the fifth point P5 causes bending deformation inward in the vehicle width direction (inward folding deformation). Accordingly, the backward movement of the vehicle body member can be suppressed, and the amount of backward movement of the vehicle body member and the influence on the occupant can be reduced.

Next, functions and effects of the vehicle frame structure of the present embodiment will be described.
As described above, the fifth point P5 is buckled and deformed so as to protrude outward in the vehicle width direction due to the action of the load Z. Therefore, when receiving a front impact load, the fifth point of the front side drain 30 is the fifth point P5. It can be considered that a load toward the outside in the vehicle width acts on the portion corresponding to P5. Therefore, a front side drain model M1 (see FIG. 9A) corresponding to the present embodiment in which four elongated portions are vertically arranged in a separated state and long sides facing each other are connected at a neutral plane position, and 4 Front side drain model M2 (see FIG. 9B) in which two elongated portions are vertically arranged in a separated state and short sides adjacent in the vertical direction are connected, and the long sides of four vertically arranged portions And a front side drain model M3 (see FIG. 9C) directly connected to each other. In each of the models M1 to M3, the load f is applied from the direction of the arrow shown in FIGS. 9A to 9C. An analysis by CAE (Computer Aided Engineering) was performed on the deformation at the time of application. In the models M1 to M3, the material, longitudinal length, and shape (elongation ratio) of the elongated shape portion are set to the same conditions.

FIG. 10 shows the analysis result by CAE.
The bending FS characteristics of the load f that can be supported by the models M1 to M3 and the deformation strokes of the models M1 to M3 are indicated by L1 to L3 corresponding to the models M1 to M3.
As shown in FIG. 10, the models M2 and M3 are presumed to be less likely to buckle than a front side drain composed of a single closed section with long sides arranged vertically, but the maximum load is maintained. As a result, the impact energy absorption amount is low.
Although the model M1 has a lower maximum load than the model M2, it maintains a maximum load stably for a predetermined period of time, so that the amount of impact energy absorbed can be higher than that of the model M2.

In this embodiment, when receiving a front impact load, it is possible to simulate a state in which a load directed outward in the vehicle width direction is applied to the fifth point P5, and therefore, a compressive load is applied to the inner rain 31 on the front side drain 30. It can be assumed that a tensile load acts on the outer rain 32.
Therefore, when the front impact load is applied, the circumferential length difference caused by the bending moment occurs before and after the compression load is input to the four convex portions 31a projecting to the compression side from the neutral surface NP. In order to eliminate the difference in length, the horizontal side 31s and the vertical side 31t are deformed due to tilting in a direction (upward or downward) perpendicular to the long side of the elongated portion 40, and the above-described analytical bending FS Unable to get characteristics.

  According to this vehicle frame structure, the long side portions (lateral sides 31s) of the elongated shape portions 40 adjacent to each other on the compression side with respect to the connecting portion 41 (neutral surface NP) are in contact with each other, and By providing the filler 42 that suppresses the tilting in the vertical direction, the convex portion 31a that is the compression side portion of the elongated portion 40 that protrudes more to the compression side than the coupling portion 41 is large even when a load is input. Since the convex portion 31a can be prevented from tilting in the vertical direction, the frame region contributing to the bending strength can be expanded, and the maximum load of the bending FS characteristic can be maintained for a certain stroke. It is possible to improve the impact energy absorption performance while shortening.

Next, the front side drain 30A according to the second embodiment will be described with reference to FIG.
The front side drain 30 of the first embodiment has the convex portion 31a and the convex portion 32a symmetrically configured, whereas the front side drain 30A of the second embodiment has the convex portion 51a and the convex portion 52a asymmetrical. It is composed.

As shown in FIG. 11, the front side drain 30A extends in the front-rear direction, and is formed by an inner rain 51 to which a compressive load acts and an outer rain 52 to which a tensile load acts when receiving a front impact load. In the front side drain 30A, the upper half and the lower half are vertically symmetrical, and therefore, the upper half is mainly described below.
The inner rain 51 includes four convex portions 51a, an upper end flange portion 51b extending upward from the upper end convex portion 51a, a lower end flange portion 51b extending downward from the lower end convex portion 51a, and an adjacent convex portion 51a in the vehicle width direction. And three intermediate flange portions 51c connecting the outer ends.

The four convex portions 51a vertically connect a pair of lateral sides 51s projecting parallel to the vehicle width direction and the vehicle width direction inner ends of the pair of lateral sides 51s when viewed from the front. In addition, each of the horizontal sides 51s is configured by a vertical side 51t set to be substantially the same as the width of the horizontal side 51s.
An upper end flange portion 51b extends vertically upward from an outer end portion in the vehicle width direction of the uppermost lateral side 51s, and a lower end flange portion 51b extends vertically downward from an outer end portion in the vehicle width direction of the lowermost lateral side 51s. The three intermediate flange portions 51c are curved so as to project outward in the vehicle width direction, and connect the outer ends in the vehicle width direction of the lateral sides 51s of the adjacent convex portions 51a that are separated from each other.

The outer lane 52 includes four convex portions 52a, an upper end flange portion 52b extending upward from the upper end convex portion 52a, a lower end flange portion 52b extending downward from the lower end convex portion 52a, and an adjacent convex portion 52a in the vehicle width direction. And three intermediate flange portions 52c connecting the outer ends.
The four convex portions 52a project in parallel with the vehicle width direction when viewed from the front, and have a pair of lateral sides 52s having a width in the vehicle width direction larger than the lateral sides 51s, and the pair of lateral sides 52s. The lateral ends in the vehicle width direction are vertically connected to each other, and each is constituted by a horizontal side 51s and a vertical side 52t having the same width.
The upper end flange portion 52b extends vertically upward from the vehicle width direction inner side end portion of the uppermost horizontal side 52s, and the lower end flange portion 52b extends vertically downward from the vehicle width direction inner side end portion of the lowermost side 52s. The three intermediate flange portions 52c are curved so as to project inward in the vehicle width direction, and connect the inner ends in the vehicle width direction of the lateral sides 52s of the adjacent convex portions 52a that are separated from each other.
When the front side drain 30A is formed, the upper end flange portion 51b, the upper end flange portion 52b, the lower end flange portion 51b, and the lower end flange portion 52b are brought into contact with each other, and then the upper end flange portions 51b, 52b and the lower end flange portions 51b, 52b are Each is welded.

  As described above, the cross section in the vehicle width direction is elongated by the pair of long sides including the horizontal side 51s and the horizontal side 52s that is substantially flush with the horizontal side 51s and the pair of short sides including the vertical sides 51t and 52t. The rectangular elongated shape portion 40A is formed, and the intermediate flange portions 51c and 52c form a connecting portion 41A for connecting the long sides separated from each other in the adjacent elongated shape portion 40A. Each connecting portion 41A is formed to extend in the front-rear direction on the inner side in the vehicle width direction from the neutral surface NP of the elongated shape portion 40A.

The plurality of fillers 42A are formed by three connecting portions 41A and a pair of long sides (lateral sides 52s) spaced apart from each other in the elongated shape portion 40A adjacent to the connecting portions 41A on the outer side in the vehicle width direction. It is each arrange | positioned at the three groove parts extended in the front-back direction.
The plurality of fillers 42A are in contact with and bonded to a pair of long sides spaced apart from each other in the elongated portion 40A adjacent to the connecting portion 41A.
Note that the filler 42A is disposed between the connecting portion 41A and the neutral surface NP, but may be disposed at least on the outer side in the vehicle width direction than the connecting portion 41A. It is also possible to fill the filler 42A to the outside in the vehicle width direction from the neutral plane NP.

  According to the vehicle frame structure, since the overhang amount protruding inward in the vehicle width direction (compression side) of the connecting portion 41A of the elongated shape portion 40A can be reduced, the convex portion 51a can be tilted in the vertical direction. Can be prevented. In addition, it is possible to prevent the convex portion 52a from being tilted in the vertical direction by the filler 42A when the load is input even though the convex portion 52a projecting outward in the vehicle width direction (tensile side) is larger than the connecting portion 41A. Since the frame region contributing to the bending strength can be enlarged and the maximum load of the bending FS characteristic can be maintained for a certain stroke, the impact energy absorption performance can be enhanced while shortening the crash stroke.

Next, the front side drain 30B according to the third embodiment will be described with reference to FIG.
The front side drain 30 according to the first embodiment is configured by using a single elongated portion 40, whereas the front side drain 30B according to the third embodiment has an elongated portion 40B having a trapezoidal cross section and an elongated portion having a rectangular section. The shape portion 40C is used.

  As shown in FIG. 12, the front side drain 30B extends in the front-rear direction, and is formed by an inner rain 53 to which a compressive load acts and an outer rain 54 to which a tensile load acts when receiving a front impact load. Since the lower half portion of the front side drain 30B is configured to be vertically symmetrical with the upper half portion, the upper half portion will be mainly described below.

  The inner rain 53 includes a pair of convex portions 53e disposed at both ends in the vertical direction, a pair of convex portions 53a disposed between the pair of convex portions 53e, and an upper end extending upward from the upper convex portion 53e. The outer end in the vehicle width direction is connected between the flange portion 53b, the lower end flange portion 53b extending downward from the lower-end convex portion 53e, the adjacent convex portion 53a and the convex portion 53e, and between the pair of convex portions 53a. And three intermediate flange portions 53c.

The convex portion 53e, when viewed from the front, has a lateral side 53v projecting horizontally inward in the vehicle width direction, and a lateral surface projecting horizontally inward in the vehicle width direction from the lateral side 53v below the lateral side 53v. It is comprised by the side 53w and the inclination vertical side 53x which connects the vehicle width direction inner side edge part of the horizontal sides 53v and 53w.
The convex portion 53a protrudes in parallel in the vehicle width direction inside and connects a pair of lateral sides 53s having the same width as the lateral side 53w and the vehicle width direction inner end portions of the pair of lateral sides 53s in a vertical manner. It is constituted by a vertical side 53t.

  The upper end flange portion 53b extends vertically upward from the vehicle width direction outer end portion of the uppermost lateral side 53v, and the lower end flange portion 53b extends vertically downward from the vehicle width direction outer end portion of the lowermost lateral side 53v. The three intermediate flange portions 53c connect the lateral sides 53w, the lateral sides 53s, and the opposite lateral ends 53s of the lateral sides 53s in the vehicle width direction.

  The outer rain 54 is configured symmetrically with the inner rain 53 and includes a pair of convex portions 54e, a pair of convex portions 54a, an upper end flange portion 54b, a lower end flange portion 54b, and three intermediate flange portions 54c. ing. The convex portion 54e is composed of a horizontal side 54v, a horizontal side 54w protruding from the horizontal side 54v, and an inclined vertical side 54x. The convex portion 54a is composed of a pair of horizontal sides 54s and a vertical side 54t. It is configured.

  As described above, the upper long side composed of the lateral side 53v and the lateral side 54v that is substantially flush with the lateral side 53v, and the lower side that is composed of the lateral side 53w and the lateral side 54w that is substantially flush with the lateral side 53w. An elongated shape portion 40B having an elongated cross section in the vehicle width direction is formed by the long side and the pair of short sides formed by the inclined vertical sides 53x and 54x. The distance between the pair of short sides (inclined vertical sides 53x, 54x) of the elongated portion 40B is configured to increase toward the lower side. This configuration corresponds to the tilt promoting portion. Further, the vehicle width direction cross section is elongated by a pair of long sides consisting of a horizontal side 53s and a horizontal side 54s that is substantially flush with the horizontal side 53s, and a pair of short sides consisting of the vertical sides 53t and 54t. The elongated shape portion 40C is formed.

A connecting portion 41B is formed by the intermediate flange portions 53c and 54c, and the connecting portion 41B is formed so as to coincide with the position of the neutral surface NP and extend in the front-rear direction.
The plurality of fillers 42 are respectively disposed between the elongated shape portion 40B and the elongated shape portion 40C and between the pair of elongated shape portions 40C on the compression side of the connecting portion 41B.

  According to the vehicle frame structure, since the lower long side of the elongated portion 40B is formed to be larger than the upper long side in the upper half, the inclination direction of the convex portion 53e generated during load input is positively downward. And the tilting operation of the convex portion 53e can be reliably suppressed by the filler 42 held by the lower elongated portion 40C. Similarly, in the lower half, the tilting operation of the convex portion 53e can be reliably suppressed by the filler 42 held by the upper elongated shape portion 40C.

Next, a front side drain 30C according to the fourth embodiment will be described with reference to FIG.
The front side drain 30 according to the first embodiment is configured by using a single rectangular elongated portion 40, whereas the front side drain 30C according to the fourth embodiment has a single trapezoidal elongated portion 40D, 40E is used to reduce the filler 42.

  As shown in FIG. 13, the front side drain 30C extends in the front-rear direction, and is formed by an inner rain 55 to which a compressive load acts and an outer rain 56 to which a tensile load acts when receiving a front impact load. Since the lower half portion of the front side drain 30C is configured to be vertically symmetrical with the upper half portion, the upper half portion will be mainly described below.

  The inner rain 55 is adjacent to the convex portion 55e provided at the upper end, the convex portion 55f adjacent to the convex portion 55e and symmetrical to the convex portion 55e, and the lower side of the convex portion 55f. A convex portion 55e configured symmetrically with respect to the convex portion 55f, a convex portion 55f adjacent to the lower side of the convex portion 55e and configured symmetrically with respect to the convex portion 55e, and a convex portion 55e at the upper end The upper end flange portion 55b extending upward from the lower end, the lower end flange portion 55b extending downward from the lower end convex portion 55f, and the three intermediate flanges connecting the outer ends in the vehicle width direction between the adjacent convex portions 55e and 55f Part 55c.

The convex portion 55e includes a lateral side 55v projecting horizontally when viewed from the front, a lateral side 55w projecting horizontally inward of the lateral side 55v below the lateral side 55v, and a lateral side 55v, It is comprised by the inclination vertical side 55x which connects 55w vehicle width direction inner side edge part.
The convex portion 55f is configured to be vertically symmetrical with the convex portion 55e. The convex portion 55f includes a lateral side 55p that projects horizontally when viewed from the front, a lateral side 55q that projects horizontally below the lateral side 55p and is shorter than the lateral side 55p, and the lateral sides 55p and 55q. It is comprised by the inclination vertical side 55r which connects the vehicle width direction inner side edge part.

  The outer lane 56 includes two sets of convex portions 56e and convex portions 56f alternately arranged from the upper side, an upper end flange portion 56b extending upward from the upper end convex portion 56e, and a lower end flange extending downward from the lower end convex portion 56f. A portion 56b and three intermediate flange portions 56c for connecting the outer ends in the vehicle width direction between the adjacent convex portions 56e and 56f are provided.

The convex portion 56e includes a horizontal side 56v projecting horizontally when viewed from the front, a lateral side 56w projecting horizontally below the lateral side 56v in parallel with the lateral side 56v and in the same width, and the lateral side. It is comprised by the vertical side 56x which connects the vehicle width direction outer side edge part of 56v, 56w vertically.
The convex portion 56f is configured to be vertically symmetrical with the convex portion 56e. The convex portion 56f includes a lateral side 56p, a lateral side 56q, and a longitudinal side 56r that vertically connects the lateral end portions of the lateral sides 56p and 56q in the vehicle width direction when viewed from the front.

  As described above, the upper long side composed of the lateral side 55v and the lateral side 56v that is substantially flush with the lateral side 55v, and the lower side that is composed of the lateral side 55w and the lateral side 56w that is substantially flush with the lateral side 55w. An elongated shape portion 40D having a trapezoidal cross section in the vehicle width direction is formed by the long side and the short side formed by the inclined vertical side 55x and the vertical side 56x. The short side (inclined vertical side 55x) of the elongated shape portion 40D is configured to shift to the inner side in the vehicle width direction as the lower side. This configuration corresponds to the tilt promoting portion of the elongated shape portion 40D. An upper long side consisting of a horizontal side 55p and a horizontal side 56p which is substantially flush with the horizontal side 55p, and a lower long side consisting of a horizontal side 55q and a horizontal side 56q which is substantially flush with the horizontal side 55q; The elongated shape portion 40D and the vertically elongated shape portion 40E are formed by the short sides including the inclined vertical sides 55r and the vertical sides 56r. The short side (inclined vertical side 55r) of the elongated shape portion 40E is configured to shift to the inner side in the vehicle width direction as it goes upward. This configuration corresponds to the tilt promoting portion of the elongated shape portion 40E.

A connecting portion 41C is formed by the intermediate flange portions 55c and 56c, and the connecting portion 41C is formed so as to coincide with the position of the neutral surface NP and extend in the front-rear direction.
The plurality of fillers 42 are provided between the elongated shape portion 40D and the elongated shape portion 40E corresponding to the upper connection portion 41C among the three connection portions 41C arranged in the vertical direction on the compression side of the connection portion 41C and on the lower side. Is disposed between the elongated portion 40D and the elongated portion 40E corresponding to the connecting portion 41C.

  According to the vehicle frame structure, the lower long side of the elongated portion 40D is formed larger than the upper long side, and the lower long side of the elongated portion 40E is formed smaller than the upper long side. The tilt direction of the generated convex portion 55e can be positively set downward and the tilt direction of the convex portion 55f can be positively set upward, and the elongated shape portion 40D and the elongated shape corresponding to the middle connecting portion 41C While omitting the filler 42 between the portions 40E, the protrusions 55e and the protrusions via the fillers 42 between the elongated portions 40D and the elongated portions 40E corresponding to the upper and lower connecting portions 41C. The tilting motion with 55f can be offset.

Next, a front side drain 30D according to Embodiment 5 will be described with reference to FIG.
The front side drain 30 of the first embodiment is configured by using the single rectangular elongated portion 40, whereas the front side drain 30D of the fourth embodiment includes the elongated portion 40F and the elongated portion 40G. It is configured using.

  As shown in FIG. 14, the front side drain 30D extends in the front-rear direction, and is formed by an inner rain 57 to which a compressive load acts and an outer rain 58 to which a tensile load acts when receiving a front impact load. Since the lower half portion of the front side drain 30D is vertically symmetrical with the upper half portion, the upper half portion will be mainly described below.

  The inner rain 57 includes a pair of convex portions 57g disposed at both ends in the vertical direction, a pair of convex portions 57a disposed between the pair of convex portions 57g, and an upper end extending upward from the upper convex portion 57g. The outer end in the vehicle width direction is connected between the flange portion 57b, the lower end flange portion 57b extending downward from the lower end convex portion 57g, the adjacent convex portions 57g and the convex portions 57a, and between the pair of convex portions 57a. And three intermediate flange portions 57c.

The convex portion 57g has a lateral side 57m that projects horizontally inward in the vehicle width direction and a horizontal projection that extends horizontally inward in the vehicle width direction below the lateral side 57m and has the same width as the lateral side 57m. Of the horizontal sides 57n and the vertical sides 57l that vertically connect the inner ends of the horizontal sides 57m and 57n in the vehicle width direction.
When viewed from the front, the lateral side 57m and the longitudinal side 57l and the lateral side 57n and the longitudinal side 571 are connected in a curved shape, and the curvature radius R1 formed by the lateral side 57m and the longitudinal side 57l is the lateral side 57n and the longitudinal side. 57l is configured to be larger than the curvature radius R2. This configuration corresponds to the tilt promoting portion of the elongated shape portion 40F.
The convex portion 57a extends in parallel with the vehicle width direction and is a vertical link that vertically connects the pair of lateral sides 57s having the same width as the lateral side 57n and the pair of lateral sides 57s in the vehicle width direction. It is constituted by side 57t.

  The upper end flange portion 57b extends vertically upward from the vehicle width direction outer end portion of the uppermost lateral side 57m, and the lower end flange portion 57b extends vertically downward from the vehicle width direction outer end portion of the lowermost lateral side 57m. The three intermediate flange portions 57c connect the lateral sides 57n and the lateral sides 57s and the opposite ends of the pair of lateral sides 57s in the vehicle width direction.

The outer rain 58 is configured symmetrically with the inner rain 57 and includes a pair of convex portions 58g, a pair of convex portions 58a, an upper end flange portion 58b, a lower end flange portion 58b, and three intermediate flange portions 58c. ing. The curvature radius R1 formed by the horizontal side 58m and the vertical side 58l is configured to be larger than the curvature radius R2 formed by the horizontal side 58n and the vertical side 58l.
The convex portion 58g is constituted by a horizontal side 58m, a horizontal side 58n, and a vertical side 58l, and the convex portion 58a is constituted by a pair of horizontal sides 58s and a vertical side 58t.

  As described above, the upper long side composed of the lateral side 57m and the lateral side 58m that is substantially flush with the lateral side 57m, and the lower side composed of the lateral side 57n and the lateral side 58n that is substantially flush with the lateral side 57n. An elongated shape portion 40F having an elongated cross section in the vehicle width direction is formed by the long side and a pair of short sides consisting of the vertical sides 57l and 58l. The upper curvature radius R1 of the elongated shape portion 40F is set to be larger than the lower curvature radius R2. This configuration corresponds to the tilt promoting portion of the elongated shape portion 40F. Further, the cross section in the vehicle width direction is elongated by a pair of long sides composed of a lateral side 57s and a lateral side 58s that is substantially flush with the lateral side 57s, and a pair of short sides composed of the longitudinal sides 57t and 58t. The elongated portion 40G is formed.

A connecting portion 41D is formed by the intermediate flange portions 57c, 58c, and this connecting portion 41D is formed to extend in the front-rear direction so as to coincide with the position of the neutral surface NP.
The plurality of fillers 42 are respectively disposed between the elongated shape portion 40F and the elongated shape portion 40G and between the pair of elongated shape portions 40G on the compression side of the connecting portion 41D.

  According to this vehicle frame structure, in the upper half, the upper radius of curvature R1 of the elongated portion 40F is larger than the lower radius of curvature R2, and therefore, the inclination direction of the convex portion 57g generated during load input is positive. Thus, the tilting operation of the convex portion 57g can be reliably suppressed by the filler 42 held by the lower elongated portion 40G. Similarly, in the lower half portion, the tilting operation of the convex portion 57g can be reliably suppressed by the filler 42 held by the upper elongated shape portion 40G.

Next, a front side drain 30E according to Embodiment 6 will be described with reference to FIG.
The front side drain 30 of the first embodiment is configured using a single rectangular elongated portion 40, whereas the front side drain 30E of the sixth embodiment uses the elongated portion 40H and the elongated portion 40I. Is configured.

  As shown in FIG. 15, the front side drain 30E extends in the front-rear direction and is formed by an inner rain 59 to which a compressive load acts and an outer rain 60 to which a tensile load acts when subjected to a front impact load. Since the lower half portion of the front side drain 30E is configured to be vertically symmetrical with the upper half portion, the upper half portion will be mainly described below.

  The inner rain 59 includes a pair of convex portions 59h disposed at both ends in the vertical direction, a pair of convex portions 59a disposed between the pair of convex portions 59h, and an upper end extending upward from the upper convex portion 59h. The outer end in the vehicle width direction is connected between the flange portion 59b, the lower end flange portion 59b extending downward from the lower end convex portion 59h, the adjacent convex portion 59h and the convex portion 59a, and between the pair of convex portions 59a. And three intermediate flange portions 59c.

When viewed from the front, the convex portion 59h includes a lateral side 59i projecting inward in the vehicle width direction, a lateral side 59j projecting horizontally below the lateral side 59i, and the lateral sides 59i and 59j. It is comprised by the vertical side 59k which connects a vehicle width direction inner side edge part perpendicularly | vertically.
The convex portion 59a projects in parallel to the vehicle width direction inner side and connects a pair of horizontal sides 59s having the same width as the horizontal side 59j and the vehicle width direction inner ends of the pair of horizontal sides 59s in a vertical manner. It is comprised by the vertical side 59t.

The outer rain 60 is configured symmetrically with the inner rain 59, and includes a pair of convex portions 60h, a pair of convex portions 60a, an upper end flange portion 60b, a lower end flange portion 60b, and three intermediate flange portions 60c. ing. The convex portion 60h is constituted by a horizontal side 60i, a horizontal side 60j, and a vertical side 60k, and the convex portion 60a is constituted by a pair of horizontal sides 60s and a vertical side 60t. The horizontal side 60i is formed so as to protrude outward in the vehicle width direction as the lower side.
The horizontal side 59i and the horizontal side 60i are set to angles that do not hinder the basic rectangular characteristics of the elongated portion 40H.

  As described above, the upper long side consisting of the horizontal side 59i and the horizontal side 60i connected to the horizontal side 59i, and the lower long side consisting of the horizontal side 59j and the horizontal side 60j extending substantially flush with the horizontal side 59j, An elongated shape portion 40H having an elongated cross section in the vehicle width direction is formed by a pair of short sides composed of the vertical sides 59k and 60k. Further, the cross section in the vehicle width direction is elongated by a pair of long sides consisting of a horizontal side 59s, a horizontal side 60s that is substantially flush with the horizontal side 59s, and a pair of short sides consisting of the vertical sides 59t, 60t. The elongated portion 40I is formed.

A connecting portion 41E is formed by the intermediate flange portions 59c, 60c, and this connecting portion 41E is formed to extend in the front-rear direction so as to coincide with the position of the neutral surface NP.
The plurality of fillers 42 are respectively disposed between the elongated shape portion 40H and the elongated shape portion 40I and between the pair of elongated shape portions 40I on the compression side of the connecting portion 41E.

  According to the vehicle frame structure, in the upper half portion, the lateral side 59i is formed so as to move downward toward the inner side in the vehicle width direction (compression side) (this configuration corresponds to the tilt promoting portion). The tilting direction of the convex portion 59h generated at the time of load input can be positively set downward, and the tilting operation of the convex portion 59h is reliably suppressed by the filler 42 held by the lower elongated portion 40I. be able to. Similarly, in the lower half portion, the tilting operation of the convex portion 59h can be reliably suppressed by the filler 42 held by the upper elongated shape portion 40I.

Next, a front side drain 30F according to Example 7 will be described with reference to FIG.
The filler 42 according to the first embodiment includes three pieces extending in the front-rear direction formed by a pair of long sides (horizontal pieces 31 s) that are separated from each other of the elongated portions 40 that are adjacent to each other on the inner side in the vehicle width direction than the connecting portion 41. Whereas the grooves 42B are disposed so as to be continuous in the front-rear direction, the filler 42B of Example 7 is intermittently disposed in the grooves extending in the front-rear direction.

  As shown in FIG. 16, the plurality of fillers 42 </ b> B made of the heat-foaming filler is composed of a pair of three connecting portions 41 and spaced apart elongated portions 40 that are adjacent to each other inside the connecting portion 41 in the vehicle width direction. Are arranged in three groove portions extending in the front-rear direction and formed by the long side (lateral side 31s). When the inner side 31 and the outer side 32 are joined to form the front side drain 30F, the filler 42B is a foam sheet (not shown) that is divided in advance into a predetermined length at each connecting portion 41 or the long side of the compression side. A small piece is attached and installed by heat foaming. The foamed filler 42B is arranged at equal intervals in each of the three grooves extending in the front-rear direction.

Next, a front side drain 30G according to an eighth embodiment will be described with reference to FIG.
The filler 42 of Example 1 is composed of a heated foam filler, whereas the filler of Example 8 uses a plurality of ribs 42C made of synthetic resin. Note that the rib 42C may be made of a metal rib as long as it can suppress at least the inclination of the convex portion 31a.

  As shown in FIG. 17, the plurality of ribs 42 </ b> C made of a synthetic resin material includes a pair of spaced apart lengths of three connecting portions 41 and an elongated shape portion 40 that is adjacent to the connecting portions 41 on the inner side in the vehicle width direction. The three grooves extending in the front-rear direction formed by the sides are arranged at equal intervals. The rib 42C, after the inner rain 31 and the outer rain 32 are joined, is fixed to each of the three groove portions extending in the front-rear direction by a predetermined adhesive, and is interposed between the compression-side long sides (lateral pieces 31s).

Next, a modified example in which the embodiment is partially changed will be described.
1) In the above embodiment, an example is described in which the front side drain is disposed inside the closed cross section of the front side frame. However, the front side frame itself (outer panel / inner panel) is applied instead of the front side drain. You may do it. Further, the present invention can be applied to any vehicle frame in which at least a compressive load and a tensile load act, such as a rear side frame, a suspension cross member, a bumper beam, a center pillar, and an impact bar.

2] In the above embodiment, an example in which four elongated portions are arranged has been described, but at least two may be provided, and five or more may be arranged. In addition, although the example in which the long side of the elongated portion extends horizontally has been described, the short side of the elongated portion may be opposed to the direction in which the compressive load (tensile load) acts, and the compressive load is vertical. When inputting in the direction, the effect of the present invention can be achieved by configuring the long side of the elongated portion to extend in the vertical direction.

3] In the above embodiment, an example in which the front side drain is formed by press-molding a metal plate material in advance when forming the inner rain and outer rain has been described. However, when an aluminum alloy is used as the frame material, extrusion molding is performed. It is also possible to mold using Moreover, when using synthetic resin etc. as a frame material, you may shape | mold using injection molding.
4) In addition, those skilled in the art can implement the present invention with various modifications added without departing from the spirit of the present invention, and the present invention includes such modifications. is there.

V Vehicle 2 Front side frame 30, 30A to 30G Front side drain 31a Protruding portion 31s Horizontal piece 32s Horizontal piece 40, 40A to 40I Elongate shape portion 41, 41A to 40E Connecting portion 42, 42A, 42B Filler 42C Rib

Claims (5)

Adjacent elongated shapes with a plurality of elongated portions with an elongated rectangular cross-section perpendicular to the longitudinal direction so that the neutral surface between the compression side and the tension side during load input is perpendicular to the long side In the vehicle frame structure in which long sides separated from each other are connected by a connecting portion,
The adjacent elongated portions each have a pair of convex portions protruding from the connecting portion on both sides in the longitudinal direction,
At least one tilt suppression member that suppresses tilting of the elongated portion in a direction orthogonal to the long side by contacting the long sides of the elongated portions adjacent to each other on the compression side of the connecting portion. provided Rutotomoni, vehicle frame structure which is characterized in that is spaced so as to face the long sides of the connecting elongated portion adjacent said at tensile side of the unit. Adjacent elongated shapes with a plurality of elongated portions with an elongated rectangular cross-section perpendicular to the longitudinal direction so that the neutral surface between the compression side and the tension side during load input is perpendicular to the long side In the vehicle frame structure in which long sides separated from each other are connected by a connecting portion,
The connecting portion is provided on the compression side from the neutral surface,
The adjacent elongated portions each have a pair of convex portions protruding from the connecting portion on both sides in the longitudinal direction,
At least one tilt suppressing member that abuts on the long sides of the adjacent elongated shape portions that are separated from each other on the tension side of the connecting portion and suppresses the tilt of the elongated shape portion in a direction perpendicular to the long sides. the neutral plane provided on the compression side of the Rutotomoni, vehicle frame structure which is characterized in that is spaced so as to face the long sides of the connecting elongated portion adjacent said at tensile side of the unit.   The tilt promoting portion for promoting tilting toward the other end side when a load is applied is provided in the elongated shape portion on one end side in a direction orthogonal to the long side among the plurality of elongated shape portions. 3. A vehicle frame structure according to 2.   The tilt promoting portion has a configuration in which a distance between a pair of short sides of the elongated portion on one end side in a direction orthogonal to the long side is increased toward the other end side, or one end in a direction orthogonal to the long side. The structure in which the curvature of the bent portion on one end side of the elongated portion on the side is larger than the curvature of the bent portion on the other end side, or the long side on one end side of the elongated portion on the one end side in the direction orthogonal to the long side 4. The vehicle frame structure according to claim 3, wherein the vehicle frame structure is configured by any one of the configurations shifted toward the other end side toward the compression side or the tension side.   The vehicle frame structure according to any one of claims 1 to 4, wherein the tilt suppressing member is provided intermittently in the longitudinal direction.