JPH0746599Y2 - Vehicle frame structure - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION (Industrial field of application) The present invention relates to a vehicle frame in which a front side frame having a closed cross-section is arranged in a vehicle front-rear direction on a side of an engine room on a front side of a dash panel. Regarding the structure.

(Prior Art) Generally, in a vehicle, a front side frame is disposed in a vehicle front-rear direction on a side of an engine room on a front side of a dash panel, as disclosed in, for example, Japanese Utility Model Publication No. 60-158971. The front side frame has a closed cross section formed by spot-joining an inner panel having a hat-shaped cross section and an outer panel having a flat plate opening toward the outside at a flange portion.

Further, such a front side frame suppresses the amount of backward movement of the engine with respect to the impact load input at the time of a frontal collision (frontal collision), and at the same time, reduces the impact force on the occupant in the passenger compartment. There is a tendency for buckling deformation at a predetermined site and shock absorption. For example, as disclosed in Japanese Utility Model Laid-Open No. 52-123926, there is one in which a plurality of annular beads are formed on a frame having a closed cross section at a predetermined pitch in the vehicle front-rear direction, and the frame is buckled and deformed in a bellows shape at the time of collision. . in this case,
Spot welding between two panels constituting the frame is regularly performed corresponding to an intermediate position between two adjacent annular beads.

(Problems to be solved by the invention) By the way, in the case of the above-mentioned publication (Japanese Utility Model Publication No. 52-123926), two adjacent annular beads of the frame are both convex or concave when viewed from one side. Since,
When it is buckled and deformed into a bellows shape at the time of collision, both of the annular beads bend in the same direction, and at an intermediate position between the both annular beads, that is, at a spot welding point, they bend in a direction opposite to the bending direction of the annular bead. However, the refraction at the intermediate position between the annular beads is hindered by the spot welding at that position, and the buckling deformation mode of the frame collapses. As a result, there is a problem that the frame does not buckle smoothly and shock cannot be absorbed efficiently.

The present invention has been made in view of the above points, and an object of the present invention is to provide a vehicle body capable of efficiently buckling the shock absorbing portion formed on the front side frame smoothly during a head-on collision. It is intended to provide a frame structure.

(Means for Solving the Problems) In order to achieve the above-mentioned object, the solution means of the present invention is such that a front side frame is arranged in the vehicle front-rear direction on the engine room side on the front side of the vehicle body with respect to the dash panel. The frame is a frame structure of a vehicle in which an inner panel having a hat-shaped cross-section opening toward the outside and a flat outer panel are spot-joined at a flange portion to form a closed cross-section, and in the front side frame, An impact absorbing portion that is buckled and deformable in a predetermined mode during a head-on collision is formed. A plurality of vertical beads provided on the side surface of the inner panel of the front side frame at a predetermined pitch in the vehicle front-rear direction and between the two adjacent vertical beads on the upper surface and the lower surface of the inner panel. A plurality of horizontal beads provided corresponding to the respective intermediate positions of,
The outer panel of the front side frame is composed of a plurality of vertical beads provided corresponding to the horizontal beads of the inner panel. Further, the spot welding between the inner panel and the outer panel is regularly performed corresponding to the intermediate position between the adjacent vertical beads and horizontal beads of the inner panel.

(Operation) With the above configuration, when an impact load is applied to the front side frame during a head-on collision, the impact absorbing portion of the front side frame undergoes buckling deformation to absorb the impact. At this time, the impact absorbing portion includes a plurality of vertical beads provided on the side surface of the inner panel of the front side frame at a predetermined pitch in the vehicle front-rear direction, and the two adjacent vertical beads on the upper surface and the lower surface of the inner panel. Since it is composed of a plurality of horizontal beads provided corresponding to each intermediate position between, and a plurality of vertical beads provided corresponding to each horizontal bead of the inner panel on the outer panel of the front side frame, Buckling deformation of this shock absorbing part is caused by the fact that each vertical bead bends in the same direction on the side surface of the inner panel, and the middle position between two adjacent vertical beads (the position corresponding to each vertical bead of the outer panel facing the inner panel side surface). ) Is bent in the direction opposite to the bending direction of each vertical bead. Further, on the upper surface or the lower surface of the inner panel, each horizontal bead bends in the same direction, and the intermediate position between two adjacent horizontal beads (the position corresponding to each vertical bead on the inner panel side) is the bending direction of each horizontal bead. Bend in the opposite direction. Furthermore, in the outer panel, each vertical bead bends in the same direction, and the middle position between two adjacent vertical beads (the position corresponding to each vertical bead of the inner panel facing the outer panel) is opposite to the bending direction of each vertical bead. Bend in the direction. Here, the spot welding between the inner panel and the outer panel is regularly performed at an intermediate position between the adjacent vertical beads and the horizontal beads of the inner panel, that is, at a position offset from the fold line during buckling deformation. Buckling deformation of the front side frame is not hindered by spot welding, and the shock absorbing portion of the front side frame smoothly buckles and deforms, and efficient shock absorption is performed.

Embodiment An embodiment of the present invention will be described below with reference to the drawings.

1 and 2 show a front portion of a vehicle having a frame structure according to an embodiment of the present invention, in which 1 is a front side frame 1 having a closed cross section, and the front side frame 1 is a dash. It is arranged in the front and rear direction of the vehicle body on the side of the engine room 4 on the front side of the vehicle body with respect to the panel 3. The front end portions of the left and right front side frames 1, 1 are connected to each other by a cross member 5 which is installed in the vehicle width direction. 6 is joined to the front side frame 1 and the engine room 4
It is a foil apron that forms the sidewall. The rear end of the front side frame 1 is connected to the front end of a floor frame 8 provided on the lower surface side of the floor panel 7.

The front side frame 1 has a closed cross section formed by spot welding an inner panel 1a having a hat-shaped cross section and an outer panel 1b having a flat plate shape, which are open toward the outside, at a joint flange 1c. On the front side frame 1,
A bead pattern 2 is formed as a shock absorbing portion that can be buckled and deformed in a predetermined mode at the time of a head-on collision.
Indicates a portion that has high rigidity and does not cause buckling deformation of the front side frame 1 at the time of a head-on collision, and a portion B where the engine is mounted and supported
It is formed between the parts.

The bead pattern 2 includes a plurality of (two in the figure) vertical beads 2a, 2a provided on the side surface (also referred to as a lateral surface) of the inner panel 1a of the front side frame 1 at a predetermined pitch λ in the vehicle front-rear direction. Two adjacent vertical beads 2 on the upper surface and the lower surface (also referred to as vertical surfaces) of the inner panel 1a.
A plurality (two in the figure) of horizontal beads 2b, 2b provided at a predetermined pitch λ and corresponding to an intermediate position between a and 2a, and the outer panel 1b of the front side frame 1 and each horizontal bead of the inner panel 1a. And a plurality of (two in the figure) vertical beads 2c, 2c provided at a predetermined pitch λ, and these beams 2a to 2c are formed by recessing the panel inside the closed cross section. There is. The distance from the rear edge of the portion A to the frontmost vertical bead 2a of the inner panel 1a is λ / 4, and the adjacent vertical bead 2a and horizontal bead 2b of the inner panel 1a are adjacent to each other.
The distance between and is λ / 2. Further, spot welding between the inner panel 1a and the outer panel 2b is performed at the X position.
The spot welding position X is provided in the bead pattern 2 at a distance of λ / 2 approximately in the middle between the adjacent vertical beads 2a and horizontal beads 2b of the inner panel 1a.

Next, the operation and effect of the above embodiment will be described with reference to FIGS.

When an impact load is applied to the front side frame 1 during a head-on collision, the bead pattern 2 of the front side frame 1
Ideally, buckling deformation occurs from the state shown in FIG. 6 to the state shown in FIGS. 5 and 7 to absorb the shock. That is, on the side surface of the inner panel 1a of the front side frame 1, each vertical bead 2a is bent and folded along the inner side of the closed cross section (outer panel 1b side) which is the concave side of the bead.
Two adjacent vertical beads 2a, 2a that form 11a
An intermediate position (a position corresponding to each vertical bead 2c of the outer panel 1b) is bent to the outside of the closed cross section in the direction opposite to the bending direction of each vertical bead 2a to form a fold line 11b. Further, on the upper surface or the lower surface of the inner panel 1a, each horizontal bead 2b is bent to the inside of the closed cross section which is the concave side of the bead to form a fold line 12a, and between two adjacent horizontal beads 2b, 2b. Position (2 vertical beads on the side of the inner panel)
The position corresponding to a) is bent to the outside of the closed cross section in the direction opposite to the bending direction of each of the lateral beads 2b to form a fold line 12b. Further, in the outer panel 1b, each of the vertical beads 2c is bent inside the closed cross section (inner panel side surface side) which is the concave side of the bead to form a fold line 13a, and between the two adjacent vertical beads 2c, 2c. An intermediate position (a position corresponding to each vertical bead 2a of the inner panel 1a) is bent to the outside of the closed cross section in the direction opposite to the bending direction of each vertical bead 2c to form a fold line 13b. After all, the bead pattern 2 is
It buckles and deforms in a bellows shape in both the vehicle width direction and the vertical direction.

Here, if spot welding of the inner panel 1a and the outer panel 1b is performed at the positions ◯ and Δ in FIG. 6, that is, at the positions corresponding to the vertical beads 2a or the horizontal beads 2b, as shown by broken lines in FIG. , Inner panel whose cross-sectional shape is about to change
Since the displacement between the outer panel 1b and the outer panel 1a is obstructed by the spot welding ◯ and Δ, the buckling deformation mode of the bird pattern 2 collapses, so that the bead pattern 2 may not buckle smoothly and efficient shock absorption may not be performed.

On the other hand, in the above embodiment, the inner panel
Spot welding between 1a and the outer panel 1b is performed at the X position in FIGS. 6 and 7, that is, at an intermediate position between the adjacent vertical beads 2a and horizontal beads 2b of the inner panel 1a, and at this position, As shown in FIG. 9, since the cross-sectional shapes of the inner panel 1a and the outer panel 1b are hardly deformed during the buckling deformation of the bead pattern 2, this spot welding X does not hinder the buckling deformation of the bead pattern 2. Absent.
As a result, the bead pattern 2 can be smoothly buckled and deformed to efficiently absorb the shock.

Next, another embodiment of the present invention will be described with reference to FIGS. 3 and 4. In these other embodiments, the bead pattern 2 is similar to the embodiment shown in FIGS. 1 and 2.
In FIG. 3, the lengths L and S of the vertical beads 2a and the horizontal beads 2b formed on the inner panel 1a are the front side frame front side L.
It is formed such that it is large in F and SF and gradually decreases toward the rear LR and SR. In Fig. 4, the vertical beads 2a and the horizontal beads 2b formed on the inner panel 1a have substantially the same length, but the bead depth l, s is large at the front side frame 1 front side lF, sF. It is formed so as to become gradually smaller toward the side lR, sR. Here, instead of changing the length and depth of the bead as shown in FIGS. 3 and 4, the inner panel 1a and the outer panel 1b are formed by using unequal-thickness rigid plates whose thickness increases toward the rear. Good.

As described above, by making the front side frame 1 easily buckle and deform forward, the front side frame 1 can be more reliably buckled from the front side. In addition, also in these other embodiments, the spot welding position X between the inner panel 1a and the outer panel 1b of the front side frame 1 is the vertical bead 2a and the horizontal bead.
Since they are provided at a distance of λ / 2 approximately in the middle of 2b, the bead pattern 2 of the front side frame 1 is triggered by the vertical bead 2a and the horizontal bead 2b due to the impact load input at the time of a head-on collision. When the buckling deformation is performed while forming, the spot welding X does not hinder the buckling deformation of the bead pattern 2, and the bead pattern 2 is smoothly buckled and deformed efficiently.

In the above embodiment, both the vertical beads 2a, 2c and the horizontal beads 2b are formed by recessing the panel inside the closed cross section, but the present invention projects these beads 2a to 2c outside the panel closed cross section. They may be formed to have the same effect.

(Effects of the Invention) As described above, according to the vehicle frame structure of the present invention, the shock absorbing portions of the front side frame are provided with a plurality of vertical beads provided on the side surface of the inner panel at a predetermined pitch, and the upper surface of the inner panel. And a plurality of horizontal beads provided on the lower surface respectively corresponding to the intermediate positions between the two adjacent vertical beads, and a plurality of vertical beads provided on the outer panel corresponding to each horizontal bead of the inner panel. In addition, by regularly performing spot welding between the inner panel and the outer panel at an intermediate position between the adjacent vertical beads and horizontal beads of the inner panel, the impact absorbing portion against the impact load input at the time of a head-on collision is provided. When buckling deformation occurs while forming a fold line, spot welding does not hinder buckling deformation of the shock absorbing part, so the shock absorbing part is smooth. It is possible to secure sufficient buckling deformation and efficiently absorb shock.

[Brief description of drawings]

1 and 2 show an embodiment of the present invention, FIG. 1 is a schematic perspective view of a front part of a vehicle, FIG. 2 shows a main part thereof, FIG. 2 (a) is a plan view, and FIG. Figure (b) is a side view, and Figures 2 (c), (d) and (e) are C in Figure 2 (b), respectively.
It is sectional drawing in the -C line, the DD line, and the EE line.
FIG. 3 shows a main part of another embodiment, FIG. 3 (a) is a plan view, and FIG. 3 (b) is a side view. FIG. 4 shows a main part of another embodiment, FIG. 4 (a) is a plan view, FIG. 4 (b) is a side view, and FIGS. 4 (c), (d), (e). 4F are cross-sectional views taken along line FF, GG, HH, and II of FIG. 4B. 5 to 9
The figure is for explaining the buckling deformation of the front side frame, FIG. 5 is a perspective view showing a state after the buckling deformation, FIG. 6 (a) is a plan view before the buckling deformation, 6 (b)
Is a side view of the same, FIG. 7 (a) is a plan view after buckling deformation, and FIG.
FIG. 8B is the same side view, FIGS. 8A and 8B are cross-sectional views taken along line LL and MM of FIG. 6B, and FIG. 9 is FIG. 6B. 5 is a sectional view taken along line NN of FIG. 1 front side frame 1a inner panel 1b outer panel 1c joining flange 2 bead pattern (shock absorption part) 2a inner vertical bead 2b inner horizontal bead 2c outer panel Vertical bead 3 …… Dash panel 4 …… Engine room

Claims (1)

[Scope of utility model registration request] 1. A front side frame is disposed in a front-rear direction of a vehicle body on a side of an engine room on a front side of a vehicle body with respect to a dash panel, and the front side frame has an inner panel having a hat-shaped cross-section that opens outward and a flat plate. In a frame structure of a vehicle in which a closed outer cross section is formed by spot-joining with a flange-shaped outer panel, the front side frame is provided with a shock absorbing portion capable of being buckled and deformed in a predetermined mode at the time of a head-on collision. The impact absorbing portion includes a plurality of vertical beads provided on the side surface of the inner panel of the front side frame at a predetermined pitch in the vehicle front-rear direction, and between the two adjacent vertical beads on the upper surface and the lower surface of the inner panel, respectively. On the outer panel of the front side frame. And a plurality of longitudinal beads provided corresponding to each lateral bead Le, spot welding between the inner panel and the outer panel,
A vehicle frame structure characterized in that the inner panel is regularly provided in correspondence with an intermediate position between a vertical bead and a horizontal bead adjacent to each other.