JP6365632B2 - Vehicle shock absorption structure - Google Patents

Description

  The present invention relates to a shock absorbing structure provided in a vehicle, and particularly relates to a technical field of a structure that absorbs energy by being crushed and deformed in the front-rear direction when an impact is applied from the front-rear direction of the vehicle.

  In general, front side frames extending in the vehicle front-rear direction are disposed on the left and right sides of the front portion of the automobile. Crash cans for absorbing energy by being crushed and deformed in the front-rear direction when an impact load is applied from the front of the vehicle are attached to the front end portions of these front side frames. Further, bumper beams extending in the vehicle width direction are attached to the front end portions of the left and right crash cans via a connecting member (see, for example, Patent Document 1).

  In Patent Document 1, the bumper beam has a curved shape so as to be positioned later toward the outer side in the vehicle width direction, and the front end portion of the connecting member is fixed to the curved portion. The wall portion on the inner side in the vehicle width direction of the connecting member extends while inclining so that the front side is located on the inner side in the vehicle width direction. When an impact load is input from the front, the crash can is elastically deformed so that the interval between the left and right crash cans is expanded before the crash can is crushed and deformed.

  In addition, the bumper beam of Patent Document 2 has a shape that is inclined so as to be located further outward in the vehicle width direction. A bumper stay is disposed between the inclined portion of the bumper beam and the front side frame. Both side wall portions in the vehicle width direction of the bumper stay are curved in the vehicle width direction.

JP 2010-1000025 A JP 2006-335241 A

  By the way, like the bumper beam of Patent Documents 1 and 2, for example, a curved or inclined shape may be employed so that the bumper beam is positioned closer to the outside in the vehicle width direction due to vehicle design. In this case, since the crash cans are provided on both sides in the vehicle width direction, both sides of the bumper beam in the vehicle width direction, that is, the curved or inclined portions are attached to the front end portion of the crash can. For this reason, the front-rear dimension on the inner side in the vehicle width direction of the crash can is longer than the outer front-rear dimension, in other words, the inner wall portion in the car width direction in the crash can is closer to the front-rear direction than the outer wall portion. become longer.

  Here, the crash can is provided to suppress the deformation of the front side frame by absorbing the collision energy at the time of a light collision in which the vehicle speed is 15 km / h or less and collides with an obstacle. However, as described above, when the bumper beam has a curved or inclined portion attached to the front end portion of the crash can, if the load at the time of a light collision is input to the bumper beam, for example, at the intermediate portion in the vehicle width direction, Since the inner side wall portion in the vehicle width direction is longer in the front-rear direction than the outer wall portion, it is larger than the inner side in the vehicle width direction of the front side frame through the inner side wall portion of the crash can at the initial stage when the crash can starts to deform. The load is easy to transmit, which may cause deformation of the inner side in the vehicle width direction of the front side frame.

  On the other hand, in patent document 1, since the wall part inside the vehicle width direction of the connecting member is inclined and the interval between the left and right crash cans is widened when an impact load is input from the front, Depending on the situation, there is a possibility that the compressive load may escape, and the crash can may not be crushed and deformed as intended between the front side frame and the bumper beam.

  Moreover, although the both-side wall part of the vehicle width direction of the patent document 2 is curving, in order to obtain the energy absorption amount more than predetermined, it is necessary to comprise both side wall parts to some extent firmly. And since the bumper stay of patent document 2 is also longer in the front-rear direction than the outer wall part in the vehicle width direction, as described above, the front side frame is inserted through the inner wall part at the initial stage when the bumper stay starts to deform. A large load can easily be transmitted to the inner side in the vehicle width direction, and the inner side in the vehicle width direction of the front side frame may be deformed.

  The present invention has been made in view of such points, and the object of the present invention is to reduce the weight of the crash can when a bumper beam having a curved or inclined portion in a plan view is attached to the crash can. The purpose is to suppress the deformation of the front side frame by improving the energy absorption performance by the crash can.

  In order to achieve the above object, according to the present invention, a separate member having a fragile portion is provided at the vehicle front side of the crash can main body so that the crash can main body can be crushed as intended.

According to a first aspect of the present invention, crash cans are respectively attached to the front end portions of the front side frames disposed in the left and right sides of the vehicle and extending in the vehicle front-rear direction, and the vehicle front end portions of the left and right crash cans in the vehicle width direction. In the shock absorbing structure for a vehicle to which an extended bumper beam is attached, the crash can includes a crash can body extending in the vehicle front-rear direction, and a deformation inducing member made of another member attached to the front end of the crash can body, The bumper beam is formed so as to be curved or inclined so that the outer side in the vehicle width direction is located on the rear side of the vehicle in plan view, and the curved or inclined portion of the bumper beam is attached to the front end of the deformation inducing member. is, the deformation-inducing member, extending vertically along the vehicle front end portion of the crash can body A main body side plate portion and a beam side plate portion extending in the vertical direction along the vehicle rear end portion of the bumper beam. The beam side plate portion is separated from the main body side plate portion in the vehicle front-rear direction toward the inner side in the vehicle width direction. The fragile portion is provided on the inner side in the vehicle width direction of the deformation inducing member so as to connect the inner side in the vehicle width direction of the beam side plate portion and the main body side plate portion .

  According to this configuration, when the load at the time of a light collision is input to, for example, an intermediate portion in the vehicle width direction of the bumper beam, a curved or inclined portion of the bumper beam is attached to the front end portion of the crash can. Then, the load is input to the inside of the crash can earlier than the outside. At the time of this load input, since the weak portion is provided on the inner side in the vehicle width direction of the deformation inducing member of the crash can and the inner side in the vehicle width is weakened, the inner side in the vehicle width direction of the crash can is easily deformed. At this time, since the deformation inducing member is a separate member from the crash can body, the crash can is induced in the vehicle width direction inside the crash can as desired without crashing the energy absorption performance of the crash can body. The can can be crushed and deformed. Thereby, since it is suppressed that a big load is transmitted with respect to the vehicle width direction inner side of a front side frame, the deformation | transformation inside the vehicle width direction of a front side frame is suppressed.

Further, since the distance in the vehicle longitudinal direction between the beam side plate portion and the main body side plate portion of the deformation inducing member becomes wider toward the inner side in the vehicle width direction, the deformation inducing member is further easily deformed when an impact load is input.

The second aspect, in the first aspect, the upper Symbol fragile portion is characterized by being bent in the vehicle width direction between the beam side plate portion and the main body side plate portion.

  According to this configuration, the fragile portion is prevented from stretching in the front-rear direction when an impact load from the front is input to the deformation inducing member while the fragile portion is bent, and the deformation inducing member further increases. It becomes easy to deform.

According to a third invention, in the first or second invention, a space formed between the beam side plate portion and the main body side plate portion is open in a vertical direction.

  According to this configuration, when the impact load from the front is input to the deformation inducing member, the beam side plate portion easily displaces in a direction approaching the main body side plate portion. It becomes easier to deform.

According to a fourth invention, in any one of the first to third inventions, the weakened portion is provided continuously from the upper part to the lower part of the beam side plate part and the main body side plate part.

  According to this configuration, since the beam side plate portion and the main body side plate portion are continuously connected from the upper portion to the lower portion by the fragile portion, the support rigidity of the bumper beam is increased in a normal state. On the other hand, when the impact load from the front is input to the deformation inducing member, the deformation inducing member can be reliably deformed to induce the deformation of the crash can in the vehicle width direction as intended.

According to a fifth aspect of the present invention, the deformation inducing member has a lower strength than the crash can body.

  According to this configuration, when the load at the time of a light collision is input from the bumper beam to the deformation inducing member, the deformation inducing member has a lower strength than the crash can body, so the deformation inducing member starts to deform first, This makes it possible to induce the deformation of the crash can in the vehicle width direction as intended.

  According to the first invention, since the weak portion is provided on the inner side in the vehicle width direction of the deformation inducing member made of another member attached to the front end portion of the crash can body, the energy absorption performance by the crash can is improved and the front side frame is Deformation can be suppressed.

Moreover , the space | interval of the vehicle front-back direction of the beam side board part of a deformation | transformation induction member and a main body side board part can be made wide toward the vehicle width direction inner side. Thereby, when an impact load is input, the deformation inducing member can be further easily deformed, and the inner side in the vehicle width direction of the crash can main body can be reliably deformed.

According to the second invention, the fragile portion of the deformation inducing member is bent in the vehicle width direction between the beam side plate portion and the main body side plate portion, so that the impact load from the front is reduced while the fragile portion has a simple configuration. It is possible to prevent the fragile portion from stretching in the front-rear direction when input to the deformation inducing member. As a result, the inner side in the vehicle width direction of the crash can body can be reliably deformed.

According to the third invention, since the space formed between the beam side plate portion and the main body side plate portion of the deformation inducing member is opened in the vertical direction, the deformation inducing member can be further increased when an impact load is input. It can be easily deformed, and the inside of the crash can main body in the vehicle width direction can be reliably deformed.

According to the fourth aspect of the invention, since the weak part is continuous from the upper part to the lower part of the beam side plate part and the main body side plate part, the deformation inducing member is applied when an impact load is input while enhancing the support rigidity of the bumper beam in a normal state. The deformation of the crash can can be reliably induced and the deformation of the crash can in the vehicle width direction can be induced as intended.

According to the fifth invention, since the deformation inducing member has a lower strength than the crash can body, when the load at the time of a light collision is input to the deformation inducing member, the deformation inducing member is ahead of the crash can body. Start to transform. Thereby, the deformation | transformation inside the vehicle width direction of a crash can can be induced as aimed.

It is the perspective view which looked at the shock absorption structure of the vehicle concerning the embodiment of the present invention from the upper left. It is a top view which shows the front side part of the shock absorption structure of a vehicle. It is the III-III sectional view taken on the line in FIG. It is the IV-IV sectional view taken on the line in FIG. It is the VV sectional view taken on the line in FIG. It is the perspective view which looked at the left side crash can from the lower right. It is the perspective view which looked at the left side crash can from the upper left. It is a top view of a left crash can. It is a right view of a left crash can. It is the XX sectional view taken on the line in FIG.

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

  FIG. 1 is a perspective view of an impact absorbing structure 1 for a vehicle according to an embodiment of the present invention as viewed from the upper left. The shock absorbing structure 1 is provided, for example, at the front of a passenger car, and extends in the vehicle width direction, including a left front side frame 2, a right front side frame 3, a left crash can 4, a right crash can 5, and so on. And a bumper beam 6. A left crash can 4 and a right crash can 5 are respectively attached to front end portions of the left front side frame 2 and the right front side frame 3. Bumper beams 6 are attached to the front end portions of the left crash can 4 and the right crash can 5. In this embodiment, the front side of the vehicle is simply referred to as “front”, the rear side of the vehicle is simply referred to as “rear”, the left side of the vehicle is simply referred to as “left”, and the right side of the vehicle is simply referred to as “right”.

  The left front side frame 2 and the right front side frame 3 are disposed on the left and right sides of the vehicle body, respectively, and extend in the front-rear direction while being separated from each other in the left-right direction. Although not shown, an engine, a transmission, and the like are disposed between the left front side frame 2 and the right front side frame 3. In addition, this vehicle is provided with a dash panel DP (shown schematically in phantom) that partitions the engine room E and the vehicle compartment (not shown). The dash panel DP extends substantially in the vertical direction. The left front side frame 2 extends from the vicinity of the left side portion of the dash panel DP toward the front side, and the right front side frame 3 extends from the vicinity of the right side portion of the dash panel DP toward the front side.

  At the front of the vehicle, a left suspension tower portion 7 formed in a tower shape on the left side of the left front side frame 2 and a right suspension tower portion 8 formed in a tower shape on the right side of the right front side frame 3 are provided. It has been. Reinforcements 7a and 8a are provided on the sides of the left suspension tower 7 and the right suspension tower 8, respectively.

  The vehicle is provided with a front bumper, a fender, a hood, and the like, but these are not shown.

(Configuration of front side frame)
Since the left front side frame 2 and the right front side frame 3 are symmetrical structures, the structure of the left front side frame 2 will be described in detail below. As shown in FIGS. 3 to 5, the left front side frame 2 includes an upper plate portion 21 and a lower plate portion 22 that are separated from each other in the vertical direction and extend in the left and right directions, and the left ends of the upper plate portion 21 and the lower plate portion 22. The left side plate part 23 extending in the vertical direction so as to connect the parts, and the right side plate part 24 extending in the vertical direction so as to connect the right end parts of the upper plate part 21 and the lower plate part 22 are provided as a whole. It has a cross-sectional shape close to a substantially rectangular shape. The vertical dimension of the left side plate part 23 and the right side plate part 24 is set longer than the horizontal dimension of the upper plate part 21 and the lower plate part 22.

  As shown in FIG. 3, the upper plate portion 21 extends substantially horizontally from the front end portion to the rear end portion of the left front side frame 2. The lower plate portion 22 extends substantially parallel to the upper plate portion 21 from the front end portion of the left front side frame 2 to the vicinity of the rear end portion, but the lower plate portion 22 is curved in the vicinity of the rear end portion of the lower plate portion 22. From the vicinity of the rear end portion of the plate portion 22 to the rear end portion, the plate portion 22 extends rearward while being inclined downward. As shown in FIGS. 4 and 5, the left side plate portion 23 constitutes an outer portion in the vehicle width direction of the left front side frame 2. Further, the right side plate portion 24 constitutes an inner portion in the vehicle width direction of the left front side frame 2.

  The left side plate portion 23 is formed with a reinforcing outer concave portion 23a that is recessed inward (right side) of the left front side frame 2 and extends in the front-rear direction at an intermediate portion in the vertical direction. By recessing the outer concave strip portion 23a inward of the left front side frame 2, the left front side frame 2 can be reinforced without reducing the side space of the left front side frame 2.

  The outer concave strip portion 23 a is not formed at the front end portion of the left side plate portion 23, and extends continuously from the rear portion of the left side plate portion 23 to the rear end portion of the left side plate portion 23. Yes. The depth of the outer groove portion 23a is set so as to become shallower as it approaches the front end portion of the outer groove portion 23a, and becomes deeper as it approaches the rear end portion of the outer groove portion 23a. The depth of the outer groove portion 23a is a dimension in the left-right direction of the outer groove portion 23a. In addition, the vertical dimension of the outer groove part 23a is set to be approximately equal from the front end part to the rear end part of the outer groove part 23a. In this embodiment, the vertical dimension of the outer groove part 23a is set. Is about 1/3 of the vertical dimension of the left front side frame 2 and is substantially the same as the vertical dimension of the upper side wall part 46 and the lower side wall part 47 of the crash can 4 described later. .

  Although only shown in FIGS. 4 and 5, the outer recessed portion 23 a includes an upper portion 23 b and a lower portion 23 c that protrude inward of the left front side frame 2, and a protrusion direction front end portion (right end portion) of the upper portion 23 b to the lower portion 23 c. It is comprised with the intermediate | middle board part 23d extended in an up-down direction to a protrusion direction front-end | tip part (right end part). The separation dimension of the upper part 23b and the lower part 23c corresponds to the vertical dimension of the outer concave line part 23a. The upper part 23b is inclined so as to be positioned downward as it approaches the right end part. Further, the lower portion 23c is inclined so as to be positioned higher as it approaches the right end portion.

  The right side plate portion 24 is formed with a reinforcing inner concave ridge portion 24a that is recessed inward (left side) of the left front side frame 2 and extends in the front-rear direction at the middle portion in the vertical direction. The inner concave portion 24a is not formed at the front end portion of the right side plate portion 24, and extends continuously from the rear side portion of the right side plate portion 24 to the rear end portion of the right side plate portion 24. Yes. That is, since the inner concave portion 24a and the outer concave portion 23a are not formed at the front end portion of the left front side frame 2, the front end portion of the left front side frame 2 has a substantially rectangular cross section that is long in the vertical direction. have. Thus, at the front end portion of the left front side frame 2, two ridge line portions 2a, 2b are formed at an interval in the left-right direction at the upper portion, and two ridge line portions 2c, 2d are spaced from each other in the left-right direction at the lower portion. It will be formed with a gap. The ridge lines 2a, 2b, 2c, and 2d are continuous from the front end to the rear end of the left front side frame 2. The portion where the ridge line portions 2a, 2b, 2c, and 2d are formed has higher strength than the flat portion.

  The depth of the inner groove portion 24a is set to be shallower as it approaches the front end portion of the inner groove portion 24a and deeper as it approaches the rear end portion of the inner groove portion 24a. The vertical dimension of the inner concave line portion 24a is set in the same manner as the vertical dimension of the outer concave line portion 23a.

  The inner concave portion 24a, like the outer concave portion 23a, protrudes from the upper portion 24b and the lower portion 24c protruding inward of the left front side frame 2 and the protruding portion (left end portion) of the upper portion 24b in the protruding direction. It is comprised with the intermediate | middle board part 24d extended to a direction front-end | tip part (left end part). The upper part 24b is inclined so as to be positioned downward as it approaches the left end part. Further, the lower portion 24c is inclined so as to be positioned higher as it approaches the left end portion.

  The left front side frame 2 is configured by joining an outer panel OP disposed on the outer side in the vehicle width direction and an inner panel IP disposed on the inner side in the vehicle width direction. The outer panel OP and the inner panel IP are formed by press-molding, for example, a steel plate. Joining flanges OP1 and OP2 are formed on the upper and lower parts of the outer panel OP, and joining flanges IP1 and IP2 are formed on the upper and lower parts of the inner panel IP. The joining flange OP1 and the joining flange IP1 The joining flange OP2 and the joining flange IP2 are joined by spot welding, for example. The joining position of the outer panel OP and the inner panel IP is on the inner side (right side) of the center part in the vehicle width direction of the left front side frame 2.

  As shown in FIG. 3, a frame side set plate 25 extending in the vertical direction is fixed to the front end portion of the left front side frame 2. The frame side set plate 25 is formed larger than the outer shape of the front end portion of the left front side frame 2 and is a member for attaching the crash can 4. Similarly, a frame side set plate 35 is also fixed to the front end portion of the right front side frame 3.

(Configuration of Crash Can)
Since the left crash can 4 and the right crash can 5 have a bilaterally symmetrical structure, the structure of the left crash can 4 will be described in detail below. As shown in FIGS. 6 to 9, the left crush can 4 includes a cylindrical crush can main body 40 extending in the front-rear direction, and a deformation inducing member 90 formed of another member attached to the front end of the crush can main body 40. It has. The crash can main body 40 is for absorbing energy at the time of collision. The deformation inducing member 90 is for actively inducing deformation of the left crush can 4 on the inner side in the vehicle width direction. Thus, since the crash can main body 40 and the deformation inducing member 90 are made of different members, the deformation inducing member 90 can be provided without sacrificing the energy absorption performance of the crash can main body 40. Further, the deformation inducing member 90 is configured to have a lower strength than the crash can body 40 so that the deformation inducing member 90 starts to deform before the crash can body 40 when a longitudinal compressive force is applied. Yes.

  The crash can main body 40 includes an upper wall portion 41 and a lower wall portion 42 that are separated from each other in the vertical direction and extend in the left-right direction, and the left end portions (outer end portions in the vehicle width direction) of the upper wall portion 41 and the lower wall portion 42. It has an outer wall 43 that extends in the vertical direction so as to connect, and an inner wall 44 that extends in the vertical direction so as to connect the right end portions (inner ends in the vehicle width direction) of the upper wall portion 41 and the lower wall portion 42. It consists of an extruded member. The extruded member is a member formed by extruding a material such as an aluminum alloy or a magnesium alloy from a die (not shown).

  The vertical dimension of the outer wall part 43 and the inner wall part 44 is set to be longer than the horizontal dimension of the upper wall part 41 and the lower wall part 42. It has a close cross-sectional shape. The horizontal dimension of the upper wall part 41 and the lower wall part 42 of the crash can main body 40 is set to be approximately the same as the horizontal dimension of the upper plate part 21 and the lower plate part 22 of the left front side frame 2. The vertical dimension of the outer wall 43 and the inner wall 44 of the left crash can 4 is set to be substantially the same as the vertical dimension of the left plate 23 and right plate 24 of the left front side frame 2. Yes.

  At the front end portion of the crash can main body 40, two ridge line portions 4a, 4b are formed on the upper portion with a space in the left-right direction, and two ridge line portions 4c, 4d are formed on the lower portion with a space in the left-right direction. Will be. The ridge lines 4a, 4b, 4c, and 4d are continuous from the front end portion to the rear end portion of the crash can main body 40.

  Further, the rear edge portions of the upper wall portion 41 and the lower wall portion 42 of the crash can main body 40 extend in the left-right direction. The rear edge of the outer wall 43 and the inner wall 44 of the crash can main body 40 extends in the vertical direction. Thereby, the rear end surface of the crash can main body 40 becomes a surface extending in the vertical and horizontal directions, and the crash can side set plate 45 (shown only in FIGS. 1 to 3) is fixed to the rear end surface. The crash can side set plate 45 and the frame side set plate 25 are fastened by fastening members such as bolts 100 and nuts 101, for example.

  The outer shape of the front end portion of the left front side frame 2 and the outer shape of the rear end portion of the crash can body 40 are substantially the same. As a result, the ridge line portions 2a, 2b, 2c, and 2d formed at the four front end portions of the left front side frame 2 and the four rear end portions of the crash can main body 40 are formed in the vehicle front-rear direction view. The ridge line portions 4a, 4b, 4c, and 4d overlap with each other, the front end portions of the upper plate portion 21, the lower plate portion 22, the left plate portion 23, and the right plate portion 24 of the left front side frame 2, and the crash can body 40. The upper wall part 41, the lower wall part 42, the outer wall part 43, and the rear end part of the inner wall part 44 overlap each other.

  As shown in FIG. 3, since the set plates 25 and 45 are interposed between the left front side frame 2 and the crash can main body 40, the left front side frame 2 and the crash can main body 40 are in contact with each other. However, when viewed from the front-rear direction of the vehicle, the front end portions of the plate portions 21 to 24 of the left front side frame 2 and the rear end portions of the wall portions 41 to 44 of the crash can body 40 overlap each other. The positional relationship is as follows. Further, when viewed from the front-rear direction of the vehicle, the front end portions of the plate portions 21 to 24 of the left front side frame 2 completely overlap with the rear end portions of the wall portions 41 to 44 of the crash can main body 40. There is no need, and a deviation of about half the plate thickness is allowed.

  The front edge portions of the upper wall portion 41 and the lower wall portion 42 of the crash can main body 40 extend in the left-right direction so as to be substantially parallel to the rear edge portion. Thereby, the front end surface of the crash can main body 40 becomes a surface extending in the vertical and horizontal directions, and the deformation inducing member 90 is attached to the front end surface.

  As shown in FIG. 10, in the crash can main body 40, an upper side wall part 46 and a lower side wall part 47 extending from the inner wall part 44 to the outer wall part 43 are provided at intervals in the vertical direction, An upper vertical wall portion 48 extending in the vertical direction from the upper wall portion 41 to the upper horizontal wall portion 46 and a lower vertical wall portion 49 extending in the vertical direction from the lower wall portion 42 to the lower horizontal wall portion 47 are provided. That is, the upper lateral wall portion 46 extends in the left-right direction from a portion above the central portion in the vertical direction of the inner wall portion 44 to a portion above the central portion in the vertical direction of the outer wall portion 43 and substantially the same as the upper wall portion 41. The crush can main body 40 extends in parallel from the front end portion to the rear end portion. The lower lateral wall portion 47 extends in the left-right direction from a portion below the central portion in the vertical direction of the inner wall portion 44 to a portion below the central portion in the vertical direction of the outer wall portion 43, and The crush can main body 40 extends from the front end portion to the rear end portion substantially in parallel. The upper side wall portion 46 and the lower side wall portion 47 divide the interior of the crash can main body 40 into three spaces in the vertical direction, that is, an upper space R1, a central space R2, and a lower space R3. In this embodiment, the vertical dimensions of the upper space R1, the central space R2, and the lower space R3 are set to be substantially the same.

  The heights of the upper lateral wall portion 46 and the lower lateral wall portion 47 and the heights of the outer concave portion 23a and the inner concave portion 24a of the left front side frame 2 are set to be substantially the same. Specifically, the height of the upper lateral wall portion 46 is set to be substantially the same height as the upper portion 23b constituting the outer concave portion 23a and the upper portion 24b constituting the inner concave portion 24a. The height of the lower lateral wall portion 47 is set to be substantially the same as the lower portion 23c constituting the outer recessed portion 23a and the lower portion 24c constituting the inner recessed portion 24a.

  The upper vertical wall portion 48 extends in the vertical direction from the left-right direction central portion of the upper wall portion 41 to the left-right direction central portion of the upper horizontal wall portion 46, and is substantially parallel to the left and right side wall portions 43, 44. It extends from the part to the rear end part. The upper vertical wall 48 divides the upper space R1 into two in the left-right direction. The lower vertical wall portion 49 extends in the vertical direction from the left-right direction center portion of the lower wall portion 42 to the left-right direction center portion of the lower side wall portion 47 and is substantially parallel to the left and right side wall portions 43, 44. Extends from the front end to the rear end. The lower space R3 is divided into two in the left-right direction by the lower vertical wall portion 49.

  The upper wall portion 41 and the lower wall portion 42 have substantially the same thickness, and the outer wall portion 43 and the inner wall portion 44 have substantially the same thickness. Furthermore, the upper side wall portion 46 and the lower side wall portion 47 have substantially the same thickness, and the upper side vertical wall portion 48 and the lower side vertical wall portion 49 have substantially the same thickness.

  The deformation inducing member 90 includes a main body side plate portion 91 extending in the vertical direction along the front end portion of the crash can main body 40, a beam side plate portion 92 extending in the vertical direction along the rear end portion of the bumper beam 6, and a fragile portion 93. The fragile portion 93 is provided only on the inner side in the vehicle width direction of the deformation inducing member 90. The main body side plate portion 91 is attached to the front end portion of the crash can main body 40 by, for example, welding. The beam side plate portion 92 is attached to the rear end portion of the bumper beam 6 by, for example, welding.

  Since the main body side plate portion 91 is along the front end portion of the crash can main body 40, it extends substantially parallel to the vehicle width direction, while the beam side plate portion 92 is along the rear end portion of the inclined portion of the bumper beam 6. Therefore, it inclines so that it may be located in the front side toward the vehicle width direction inner side. Accordingly, the beam side plate portion 92 is disposed so as to be separated from the main body side plate portion 91 in the front-rear direction toward the inner side in the vehicle width direction, and between the beam side plate portion 92 and the main body side plate portion 91 as shown in FIG. Is formed with a space T, which is open in the vertical direction. Since the space T is opened in the vertical direction, the deformation inducing member 90 is easily deformed in the front-rear direction when an impact load described later is input.

  The fragile portion 93 is formed in a plate shape that connects the inner sides in the vehicle width direction of the beam side plate portion 92 and the main body side plate portion 91, and is provided continuously from the upper part to the lower portion of the beam side plate portion 92 and the main body side plate portion 91. ing. Further, the fragile portion 93 is bent in the vehicle width direction between the beam side plate portion 92 and the main body side plate portion 91. Specifically, the fragile portion 93 is bent toward the inner side of the space T (the vehicle width direction outer side). That is, the fragile portion 93 is fixed to the front surface of the main body side plate portion 91, and is fixed to the rear side plate portion 93a inclined so as to be positioned on the outer side in the vehicle width direction toward the front side, and to the rear surface of the beam side plate portion 92. It has a front side plate portion 93b that is inclined so as to be located on the outer side in the width direction and is continuous with the front end portion of the rear side plate portion 93a. The rear plate portion 93a and the front plate portion 93b can be integrally formed by press-molding one plate material, but the present invention is not limited to this, and two plate materials may be combined.

  The fragile portion 93 may be bent toward the inside in the vehicle width direction. Further, the fragile portion 93 may be curved outward in the vehicle width direction or may be curved inward in the vehicle width direction. The fragile portion 93 may have a bent shape. Moreover, the weak part 93 may be plate shape which has a through-hole, a notch part, and a thin part, for example, and it deform | transforms in the front-back direction with a load lower than the buckling load of the inner wall part 44 of the crash can main body 40. It suffices to be configured. Since the fragile portion 93 is bent or curved, it is possible to prevent the fragile portion 93 from stretching in the front-rear direction when an impact load described later is input.

  Moreover, you may abbreviate | omit the upper side wall part 46, the lower side wall part 47, the upper side vertical wall part 48, and the lower side vertical wall part 49 of the crash can main body 40.

(Bumper beam configuration)
As shown in FIG. 1, the bumper beam 6 connects the upper plate portion 61 and the lower plate portion 62 that are separated from each other in the vertical direction and extend in the left and right directions, and the front end portions of the upper plate portion 61 and the lower plate portion 62. It has the front board part 63 extended in an up-down direction, and the rear board part 64 extended in an up-down direction so that the rear-end parts of the upper board part 21 and the lower board part 22 may be connected, and it is almost substantially rectangular shape as a whole. It has a cross-sectional shape. The vertical dimension of the front plate part 63 and the rear plate part 64 is set longer than the longitudinal dimension of the upper plate part 61 and the lower plate part 62.

  The bumper beam 6 can also be an extruded member as with the crash can main body 40, but is not limited to this, and may be formed of a press-molded plate material. The bumper beam 6 is formed so as to be curved as a whole in a plan view, and has a shape such that the outer side in the vehicle width direction is located on the rear side, that is, the shape in which the center in the vehicle width direction is located in the forefront. It has become. The shape of such a bumper beam 6 is determined from the relationship of vehicle design. Further, the bumper beam 6 may have a shape inclined in a plan view so as to be located on the rear side toward the outer side in the vehicle width direction.

  Inside the bumper beam 6, an upper lateral plate portion 66 and a lower lateral plate portion 67 extending from the front plate portion 63 to the rear plate portion 64 are provided with a space therebetween in the vertical direction. The upper horizontal plate portion 66 extends in the front-rear direction from a portion above the central portion in the vertical direction of the front plate portion 63 to a portion above the central portion in the vertical direction of the rear plate portion 64 and is substantially parallel to the upper plate portion 61. The bumper beam 6 extends from the left end to the right end. The lower lateral plate portion 67 extends in the front-rear direction from a portion below the vertical central portion of the front plate portion 63 to a portion lower than the vertical central portion of the rear plate portion 64, and the lower plate portion 62. The bumper beam 6 extends from the left end portion to the right end portion substantially in parallel with the bumper beam 6.

  The upper lateral plate portion 66 and the lower lateral plate portion 67 divide the interior of the bumper beam 6 into three spaces in the vertical direction, that is, an upper space S1, a central space S2, and a lower space S3. In this embodiment, the vertical dimensions of the upper space S1, the central space S2, and the lower space S3 are set to be substantially the same. The heights of the upper lateral plate portion 66 and the lower lateral plate portion 67 are substantially equal to the heights of the upper lateral wall portion 46 and the lower lateral wall portion 47 of the crash can main body 40, respectively.

  Further, the thicknesses of the front plate portion 63 and the rear plate portion 64 are substantially equal, and compared with the thicknesses of the upper plate portion 61, the lower plate portion 62, the upper horizontal plate portion 66, and the lower horizontal plate portion 67. And thick. The thicknesses of the upper plate portion 61, the lower plate portion 62, the upper horizontal plate portion 66, and the lower horizontal plate portion 67 are substantially equal.

(Effect of embodiment)
Next, the function and effect of the vehicle impact absorbing structure 1 configured as described above will be described. A case where a predetermined impact load or less is input from the front, such as when the vehicle collides head-on at a low vehicle speed (for example, 15 km / h or less) (light collision), will be described. The impact load from the front is input to the bumper beam 6 via a front bumper (not shown), and a compressive force acts on the left crash can 4 and the right crash can 5 from the bumper beam 6. Depending on the situation of the collision, the compressive force may act only on the left crash can 4 or the compressive force may act only on the right crash can 5.

  Since the left crash can 4 and the right crash can 5 are attached to the left front side frame 2 and the right front side frame 3, they are compressed between the bumper beam 6 and the left front side frame 2 and the right front side frame 3. Receive power. At this time, ridge line portions 2a and 2b are formed at the upper portion of the front end portion of the left front side frame 2, and ridge line portions 2c and 2d are formed at the lower portion. In addition, there are two portions having higher strength than the flat portion in the lower portion and the lower portion, whereby the strength of the upper portion and the lower portion in the front end portion of the front side frame 2 is increased.

  On the other hand, the crush can body 40 is also formed with ridges 4a, 4b, 4c, and 4d at the upper and lower portions in the same manner as the front end portion of the left front side frame 2, so the strength of the upper and lower portions of the crash can main body 40 is increased. ing. In addition, the strength of the upper portion of the crash can main body 40 is further increased by the upper horizontal wall portion 46 and the upper vertical wall portion 48, and the strength of the lower portion of the crash can main body 40 is also reduced by the lower horizontal wall portion 47 and the lower vertical wall. Part 49 further increases.

  And the front-end part of each plate part 21-24 of the left front side frame 2 and the rear-end part of each wall part 41-44 of the crash can main body 40 overlap, respectively, and the upper part of the left front side frame 2 is carried out. The high-strength portion and the high-strength portion of the upper portion of the crash can body 40 correspond to each other, and the high-strength portion of the lower portion of the left front side frame 2 and the lower portion of the crash can body 40 have lower strength. It corresponds to the positional relationship corresponding to the high part.

  Thus, when an impact load is input to the left crash can 4 via the bumper beam 6, the rear end portion of the crash can body 40 is firmly and stably supported by the front end portion of the left front side frame 2. Therefore, the left crash can 4 is prevented from being displaced in an unintended direction, and the left crash can 4 is crushed and deformed between the bumper beam 6 and the left front side frame 2 to achieve an intended result. Energy absorption performance is demonstrated. The same applies to the right crash can 5.

  Further, for example, when a collision load is input to the middle portion of the bumper beam 6 in the vehicle width direction, a curved or inclined portion of the bumper beam 6 is attached to the front end portion of the left crash can 4. In the stage, the load is input earlier to the inside of the left crash can 4 than to the outside. At the time of this load input, the weakening portion 93 is provided on the inner side in the vehicle width direction of the deformation inducing member 90 and the inner side in the vehicle width direction is weakened, so that the inner side in the vehicle width direction of the left crash can 4 is easily deformed. At this time, since the deformation inducing member 90 is a separate member from the crash can main body 40, the deformation of the left crash can 4 in the vehicle width direction inside is aimed at without sacrificing the energy absorption performance by the crash can main body 40. It is possible to cause the left crash can 4 to be crushed and deformed. Thereby, since it is suppressed that a big load is transmitted with respect to the vehicle width direction inner side of the left front side frame 2, the deformation | transformation inside the vehicle width direction of the left front side frame 2 is suppressed. The same applies to the right crash can 5.

  From the above, deformation of the left front side frame 2 and the right front side frame 3 at the time of a light collision is suppressed.

(Other embodiments)
The above-described embodiment is merely an example in all respects and should not be interpreted in a limited manner. Further, all modifications and changes belonging to the equivalent scope of the claims are within the scope of the present invention.

  In the above-described embodiment, the case where the left front side frame 2 and the right front side frame 3 are configured by press-molded plate materials has been described. However, the present invention is not limited thereto, and the left front side frame 2 and the right front side frame 3 may be configured by extrusion molding members.

  As described above, the impact absorbing structure for a vehicle according to the present invention can be provided, for example, at the front part of a passenger car.

DESCRIPTION OF SYMBOLS 1 Vehicle shock absorption structure 2, 3 Front side frame 4, 5 Crash can 6 Bumper beam 40 Crash can main body 41 Upper wall part 42 Lower wall part 43 Outer side wall part 44 Inner side wall part 90 Deformation inducing member 91 Main body side plate part 92 Beam Side plate part 93 Weak part T Space

Claims (5)

Crash cans are respectively attached to the front end portions of the front side frames disposed on the left and right sides of the vehicle and extending in the vehicle front-rear direction, and bumper beams extending in the vehicle width direction are attached to the vehicle front end portions of the left and right crash cans. In the shock absorption structure of
The crash can includes a crash can body extending in the vehicle front-rear direction, and a deformation inducing member made of another member attached to the front end of the crash can body,
The bumper beam is formed so as to be curved or inclined so that the outer side in the vehicle width direction is located on the rear side of the vehicle in plan view, and the curved or inclined portion of the bumper beam is attached to the front end of the deformation inducing member. And
The deformation inducing member includes a main body side plate portion extending in the vertical direction along the vehicle front end portion of the crash can main body, and a beam side plate portion extending in the vertical direction along the vehicle rear end portion of the bumper beam,
The beam side plate portion is arranged so as to be separated from the main body side plate portion in the vehicle front-rear direction toward the vehicle width direction inner side
A vehicle impact absorbing structure, wherein a weak portion is provided on the inner side in the vehicle width direction of the deformation inducing member so as to connect the beam side plate portion and the inner side in the vehicle width direction of the main body side plate portion . The shock absorbing structure for a vehicle according to claim 1 ,
The impact absorbing structure for a vehicle, wherein the fragile portion is bent in the vehicle width direction between the beam side plate portion and the main body side plate portion. The shock absorbing structure for a vehicle according to claim 1 or 2 ,
A shock absorbing structure for a vehicle, wherein a space formed between the beam side plate portion and the main body side plate portion is open in a vertical direction. The shock absorbing structure for a vehicle according to any one of claims 1 to 3 ,
The impact absorbing structure for a vehicle, wherein the fragile portion is continuously provided from an upper part to a lower part of the beam side plate part and the main body side plate part. The shock absorbing structure for a vehicle according to any one of claims 1 to 4 ,
The shock absorbing structure for a vehicle, wherein the deformation inducing member has lower strength than the crash can body.

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