JPH11310152A - Automobile impact absorbing structure - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an automobile impact absorbing structure which can provide a stable buckling mode during collisions. SOLUTION: This impact absorbing structure has right and left side members 2 of closed cross sections, which extend in the longitudinal direction of an automobile body and which have right and left side walls 2c, 2c and upper and lower walls 2b, 2d, and absorbs the impact force of a frontal impact causing axial compressive deformation of the side members 2. In this case, reinforcement 15 of a large almost U-shaped cross section, formed by bending right and left side wall parts 15b to both ends of a transverse wall part 15a, is placed inside each side member with the transverse wall part 15a oriented horizontally, and the right and left side wall parts 15b are joined to the inner surfaces of the right and left side walls 2c of each side member 2. At least one projecting wall part 15c which projects toward the upper wall 2b or lower wall 2d of each side member 2 is formed by bending the transverse wall part 15a.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an automobile shock absorbing structure for absorbing an impact force in a frontal collision by compressing and deforming a side member in an axial direction.

[0002]

2. Description of the Related Art For example, in a one-box type automobile, as shown in FIG. 6, a body frame 1 having a cross member 3 installed between the front ends of left and right side members 2 and 2 extending in the vehicle longitudinal direction is used. May be. In this type of vehicle, the impact force F at the time of a frontal collision is set to the left and right side members 2,
In general, a structure is adopted in which 2 is absorbed by being compressed and deformed in the axial direction. In Japanese Utility Model Laid-Open No. 5-54160,
There has been proposed a structure in which an inner pipe having a bellows tube portion is provided in a side member to thereby enhance the effect of absorbing an impact force.

In order to increase the resistance of the side member to an impact force, conventionally, for example, Japanese Utility Model Laid-Open No.
As shown in Japanese Patent Publication No. 0, there is a structure in which a reinforcing member is arranged in a partition wall shape in a side member, and a slit serving as a buffer portion against buckling deformation of the side member is formed in the reinforcing member. .

[0004]

However, in the above-described conventional shock absorbing structure, the side member 2 is bent by the impact force F at the time of collision, and the stable buckling mode is achieved because the rigidity of the side member against bending is insufficient. May not be obtained.

The present invention has been made in view of the above-mentioned conventional circumstances, and has as its object to provide an automobile shock absorbing structure capable of obtaining a stable buckling mode at the time of a collision.

[0006]

SUMMARY OF THE INVENTION The present invention comprises left and right side members having a closed cross section extending in the front-rear direction of a vehicle body and having left and right walls and upper and lower walls. In a shock absorbing structure for an automobile in which the side member is compressed and deformed in the axial direction, the left and right side walls are bent at both ends of a side wall in the side member. The reinforcement is disposed in such a manner that the lateral wall portion is oriented horizontally, and the left and right side wall portions are joined to the inner surfaces of the left and right side walls of the side member, and the upper wall of the side member is attached to the lateral wall portion. Alternatively, at least one convex wall protruding toward the lower wall is bent.

[0007]

According to the shock absorbing structure of the present invention, a reinforcement having a U-shaped cross section is provided in the side member, and a convex wall is formed on the horizontal wall of the rein hose. Since it is formed so as to protrude upward or downward, it is possible to increase the rigidity of the side member against bending force in the vertical direction and the horizontal direction as compared with the conventional structure,
As a result, it is possible to prevent the side members from bending up and down or left and right at the time of a frontal collision. As a result, it is possible to reliably perform the axial compression deformation of the side members at the time of a frontal collision, and obtain a stable buckling mode. Has the effect.

[0008]

Embodiments of the present invention will be described below with reference to the accompanying drawings. 1 to 5 are views for explaining a shock absorbing structure of an automobile according to an embodiment of the present invention. FIGS. 1 and 2 are sectional views and perspective views of side members, and FIG. 3 is an exploded view of a body frame. FIG. 4 and FIG. 5 are schematic views showing a deformed state of the vehicle body frame.

In the drawing, reference numeral 1 denotes a one-box type automobile 1
1A is a vehicle body frame constituting a lower part of a vehicle body. The vehicle body frame 1 has a front cross member 3 extending in the vehicle width direction between front ends of left and right side members 2 and 2 extending in the vehicle front-rear direction. This is a schematic structure in which a floor cross member 4 is joined to a rear cross member 5 between rear ends.

The floor cross member 4 has a hat-shaped cross section, and has a concave portion 4c formed at both left and right ends, and the side member 2 is inserted into the concave portion 4c. Suspension towers 8, 8 for supporting a shock absorber (not shown) of the front wheel suspension device are joined to the front outer wall of each side member 2.

A front reinforcement 6 is fixed to the front end surfaces of the left and right side members 2 by bolts. A step 9 for getting on and off is joined to the left and right ends of the floor cross member 4, a rocker inner 9a extending rearward of the vehicle is connected to an outer edge of the step 9, and a rail floor side lower 10a is connected to the rocker inner 9a. ing.

A sub-frame 20 is provided below the left and right side members 2.
Is mounted with a steering gear box, a differential, and the like (not shown). This sub-frame 20 spans and joins a cross member 22 having a box cross-sectional shape between front ends of left and right frame bodies 21 extending in the vehicle front-rear direction along the side members 2, and joins between the rear ends. It has a structure in which a brace 23 is joined to prevent the subframe 20 from bending left and right at the time of a frontal collision.

At the front end of the left and right frame bodies 21, there is formed a front inclined portion 21a which is inclined forward and forward toward the vehicle body, and at the rear end thereof is an inclined portion 21c which is inclined slightly upward and backward to the rear of the vehicle body. The upper end of the front inclined portion 21 a is elastically supported by the side member 2, and the upper end of the rear inclined portion 21 c is elastically supported by the cross member 4. As a result, each of the inclined portions 21a and 21c of the frame main body 21 is bent and deformed in an upright state by the impact force at the time of collision, thereby absorbing the impact force.

Each of the side members 2 has a rectangular closed cross-sectional shape in which a plate-shaped upper plate (upper wall) 2b is joined to a side member main body 2a having a substantially hat-shaped cross section. Is provided with a reinforcement 15 with its lateral wall 15a oriented horizontally.

The reinforcement 15 is set to have a length extending from the front end of the side member 2 to a substantially central portion in the longitudinal direction thereof. , 15b are formed in a substantially U shape. The side wall portions 15b are welded to the inner surfaces of the left and right side walls 2c, 2c of the side member body 2a.

The horizontal wall portion 15a of the reinforcement 15 is formed with a convex wall portion 15c extending in the longitudinal direction thereof so as to protrude toward the upper plate 2b side. It is substantially W-shaped when viewed.

Next, the operation and effect of this embodiment will be described. According to the shock absorbing structure of the present embodiment, the reinforcement 15 disposed in the side member 2 has a W-shaped cross-sectional shape by forming the convex wall portion 15c on the side wall portion 15a thereof. In addition, the rigidity of the side member 2 in the vertical and horizontal bending modes can be increased, and the vertical and horizontal bending of the side member 2 when an impact force due to a frontal collision acts can be suppressed. As a result, as shown by the broken line in FIG.
As a result, the side member 2 can be reliably compressed and deformed in the axial direction, a stable buckling mode can be obtained, and as a result, the shock absorbing ability can be enhanced.

In this embodiment, the left and right side members 2
As shown in FIG. 5, the front reinforcement 6 is connected to the front end face of the
The input energy acting on the side member 2 on the collision side can be released to the side member 2 ′ on the opposite side, thereby preventing the side member 2 from falling down.

Further, since the rail floor side lower 10a is connected to the rocker inner 9a of the floor cross member 4, the input energy acting on the rocker portion from the tire 17 can be released to the rear, and the deformation of the rocker inner 9a can be prevented. As described above, in the present embodiment, since the input energy is received by the entire body frame 1, the energy absorbing effect can be enhanced accordingly.

In the above embodiment, the case where the convex wall portion 15c is formed so as to protrude upward from the lateral wall portion 15a of the reinforcement 15 has been described. However, the convex wall portion may protrude downward. May be provided.

[Brief description of the drawings]

FIG. 1 is a cross-sectional view of a side member for explaining an automobile shock absorbing structure according to an embodiment of the present invention (FIG. 3).
II sectional view taken along the line II).

FIG. 2 is a perspective view of the side member.

FIG. 3 is an exploded perspective view of the vehicle body frame of the automobile.

FIG. 4 is a schematic side view showing a buckling mode of the vehicle body frame.

FIG. 5 is a schematic plan view showing a buckling mode of the vehicle body frame.

FIG. 6 is a schematic view showing a general shock absorbing structure.

[Explanation of symbols]

 2 Side member 2c Left and right walls 2b, 2d Upper and lower walls 15 Reinforcement 15a Side wall 15b Side wall 15c Convex wall F Impact force

Claims (1)

[Claims] 1. A left and right side member having a closed cross section having left and right walls and upper and lower walls extending in a front-rear direction of a vehicle body, and compressing the impact force at the time of a frontal collision in the axial direction. In a shock absorbing structure for an automobile adapted to absorb by deformation, a reinforcement having a substantially U-shaped cross section formed by bending left and right side walls at both ends of a side wall portion in the side member is provided. And the left and right side walls are joined to the inner surfaces of the left and right side walls of the side member, and project from the side wall toward the upper or lower wall of the side member. An impact absorbing structure for an automobile, wherein at least one convex wall is bent.