Impact absorbing structure for vehicle

Abstract

An impact absorbing structure (1) for a vehicle is provided with a side frame (20), a bumper beam (25), and an impact absorbing member (3) that compressively deforms with respect to an impact load inputted to the bumper beam from the front of the vehicle, the impact absorbing member having a first portion (31) and a second portion (32), and the first portion (31) and the second portion (32) being configured so that the impact absorbing member (3) compressively deforms with respect to the impact load inputted to the bumper beam (25) from the front of the vehicle. The second portion extends obliquely outward in the vehicle width direction from the front end of the side frame toward the front of the vehicle and is joined to a beam end portion (251) of the bumper beam, and the impact absorbing member has a common member (4) that spans the first portion and the second portion and forms a portion of each of the first portion and the second portion.

Description

Technical Field

[0001] The present invention relates to an impact absorbing structure of a vehicle. Background Art

[0002] Patent document 1 describes a conventional vehicle front structure. The conventional vehicle front structure transmits impact load to the vehicle frame member during a small overlap collision. A small overlap collision is an offset collision in which the vehicle body and the collision object collide with each other in the vehicle width direction, and the collision range is a narrow collision in the side end portion in the vehicle width direction.

[0003] Specifically, the conventional vehicle body front structure includes an extension side member 14 and an extension cross member 16. The extension side member 14 is located between the front end surface of the side member 12 and the cross member 15, and is deformed by buckling to absorb the impact load during a collision. The extension cross member 16 is located on the rear surface of the cross member 15, on the outer side in the vehicle width direction relative to the extension side member 14, and protrudes from the rear surface of the cross member 15 toward the rear side of the vehicle body.

[0004] In a small overlap collision, the end portion of the cross beam 15 in the vehicle width direction is deformed inward in the vehicle width direction with the intersection 15b of the cross beam 15 and the extension side beam 14 as the rotation center. As the cross beam 15 is deformed, the extension cross beam 16 is rotated inward in the vehicle width direction with the intersection 15b as the rotation center. The extension cross beam 16 contacts the side surface of the extension side beam 14.

[0005] [Prior art literature] [Patent Literature] [Patent Document 1] Japanese Patent Laid-Open No. 2018-118565 Summary of the invention

[0006] [Technical problem to be solved by the invention] The extension beam 16 in the conventional vehicle body front structure has only the function of transmitting the impact load to the side beam 12 during a small overlap collision. The extension beam 16 itself has high rigidity and does not deform during a collision, and is heavy.

[0007] The extension cross member 16 is configured not to contact the side member 12 in an offset collision other than a small overlap collision. This is because the contact between the extension cross member 16 having high rigidity and the side member 12 may hinder the buckling deformation of the extension side member 14. The extension cross member 16 does not perform any function in an offset collision or a full frontal collision.

[0008] It is inappropriate that the extended cross beam 16 has poor function but significantly increases the weight of the vehicle.

[0009] In addition, the extension side member 14 has a reinforcing plate 17. This is because the extension cross member 16 hits the side of the extension side member 14 during a small overlap collision. The reinforcing plate 17 suppresses the crushing deformation of the extension side member 14 in the vehicle width direction. The extension cross member 16 increases the weight of the extension side member 14.

[0010] The present invention improves the collision performance in a small overlap collision without increasing the weight of the vehicle.

[0011]

Technical means to solve technical problems

[0012] The impact absorbing structure of the vehicle includes an impact absorbing member. The impact absorbing member is located between the side frame and the bumper beam. The impact absorbing member is compressed and deformed in response to the impact load input to the bumper beam from the front of the vehicle. The impact absorbing member performs an energy absorption function by compressing and deforming, and transmits the impact load to the side frame.

[0013] The impact absorbing member has a first portion and a second portion. The first portion extends from the front end of the side frame toward the front of the vehicle in the front-to-rear direction of the vehicle. The first portion is compressed and deformed by the collision object during a full frontal collision or an offset collision. A full frontal collision is a collision in which the entire front surface of the vehicle contacts the collision object. In addition, the offset collision mentioned here is an offset collision that is not a small overlap collision described later. The first portion is compressed and deformed relative to the impact load in the front-to-rear direction of the vehicle, thereby absorbing energy and transmitting the impact load to the side frame.

[0014] When viewed from the front of the vehicle, the rear end of the first section overlaps the front end of the side frame. In the event of a full frontal collision or an offset collision, the impact load is efficiently input to the side frame via the first section.

[0015] The second part extends obliquely outward in the vehicle width direction from the front end of the side frame toward the front of the vehicle and is connected to the beam end of the bumper beam. In a small overlap collision, the collision object will hit the beam end. The second part connecting the beam end and the front end of the side frame is compressed and deformed in response to the impact load input to the beam end, and transmits the impact load to the side frame. The second part has an energy absorption function.

[0016] The second portion is inclined relative to the front-rear direction of the vehicle, so the impact load input to the front end of the side frame through the second portion is decomposed into a load in the front-rear direction of the vehicle and a load inward in the vehicle width direction. The load inward in the vehicle width direction is a reaction force inward in the vehicle width direction, causing the vehicle to move inward in the vehicle width direction. The vehicle moves in a direction away from the collision object, thereby preventing the collision object from contacting the cabin behind the side frame.

[0017] The impact absorbing member, through the second part, performs the following functions during a small overlap collision: (1) energy absorption function, (2) function of transmitting the impact load to the side frame, and (3) function of generating a reaction force inward in the vehicle width direction. The impact absorbing structure of the vehicle improves the collision performance during a small overlap collision. In addition, the second part itself has an energy absorption function, so the energy absorption function of other parts can be simplified according to the amount of energy absorption function of the second part. The second part having an energy absorption function is conducive to lightweighting of the vehicle.

[0018] The second part is not a part that will contact other parts, such as the first part, and therefore a reinforcement structure based on contact with the second part is omitted. The vehicle is lightened.

[0019] The second part is tilted with respect to the front-rear direction of the vehicle. When the impact load is input to the end of the beam due to a small overlap collision, the tilted second part may collapse outward in the vehicle width direction.

[0020] In this regard, the impact absorbing member has a common member, which spans the first portion and the second portion and forms a part of each of the first portion and the second portion. When the impact load of a small overlap collision is input to the end of the beam, the rigidity of the common member suppresses the second portion from collapsing outward in the vehicle width direction. The second portion can absorb energy by compressive deformation and efficiently transmit the impact load to the side frame. The impact absorbing member can stably perform the above three functions in a small overlap collision.

[0021] Alternatively, the first portion may be a closed cross-section structure including a first closed cross-section and a second closed cross-section arranged vertically, and the second portion may be a closed cross-section structure including one closed cross-section.

[0022] The first and second parts, each having a closed cross-section structure, compress and deform in response to the impact load, and efficiently transmit the impact load to the side frame. The second part also has improved bending rigidity, so it is difficult for the second part to collapse outward in the vehicle width direction.

[0023] The impact absorbing member having a closed cross-section structure is light and can improve collision performance.

[0024] The common member may be an intermediate plate portion located between the first closed section and the second closed section in the first portion, and also a lower plate portion located below the closed section in the second portion.

[0025] By serving as a common member of the intermediate plate portion, the first portion has two closed cross sections, namely, the first closed cross section and the second closed cross section. The first portion can ensure a high energy absorption function despite being light.

[0026] Alternatively, the first portion may include an intermediate plate portion located between the first closed section and the second closed section, an upper plate portion located above the intermediate plate portion, and a lower plate portion located below the intermediate plate portion. The middle plate portion has a plate thickness thicker than the upper plate portion and the lower plate portion.

[0027] The middle plate portion is composed of a common member, and the plate thickness of the middle plate portion is relatively thick, so that the first portion can ensure a high energy absorption function accompanied by compression deformation. In addition, the common member has high rigidity. The common member effectively suppresses the second portion from collapsing outward in the vehicle width direction during a small overlap collision.

[0028] The common member may include a thin portion between the first portion and the second portion.

[0029] The thin portion can make the impact absorbing member lighter without impairing the function of the common member.

[0030] Alternatively, the first portion and the second portion may be closed cross-sectional structures each including a corner portion. The ridgeline of the corner portion of the second portion continues from the bumper beam to the front end of the side frame. A portion of the rear end of the first portion abuts against a side portion of the second portion.

[0031] The ridgeline of the corner of the second portion continues from the bumper beam to the front end of the side frame. In a small overlap collision, the second portion can more efficiently transmit the impact load input to the end of the beam to the front end of the side frame.

[0032] A portion of the rear end of the first portion abuts against the side portion of the second portion, and the remaining portion of the rear end of the first portion is joined to the front end of the side frame. In other words, the rear end of the first portion and the rear end of the second portion are joined to the front end of the side frame in a state where they are close to each other in the vehicle width direction. The first portion and the second portion can each efficiently transmit an impact load to the front end of the side frame.

[0033] At least a portion of the rear end of the second portion may be located outside the rear end of the first portion in the vehicle width direction.

[0034] The common member can realize the energy absorbing function for each of the first portion and the second portion arranged in the vehicle width direction, and can suppress the second portion from collapsing outward in the vehicle width direction.

[0035] [Effects of the invention] The impact absorbing structure of a vehicle can improve the collision performance in a small overlap collision without increasing the weight of the vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0036] Figure 1 It is the impact absorbing structure of the vehicle; Figure 2 It is the left side portion of the front of the vehicle; Figure 3 is a top view of the impact absorbing member; Figure 4 The above picture is Figure 3 The A-A end view is shown below. Figure 3 B-B end view; Figure 5 is a perspective view of the impact absorbing member with some of the members removed in sequence; Figure 6 is a perspective view of a common member of the impact absorbing member; Figure 7 is a cross-sectional view illustrating the positional relationship between the rear end of the first portion, the rear end of the second portion, and the front end of the side frame; Figure 8 is an exemplary diagram showing the operation of the impact absorbing member in a small overlap collision; Fig. 9 is an exemplary diagram showing the operation of the impact absorbing member in a full frontal collision; Fig.10 is a top view of a shock absorbing member according to a modified example; Fig.11 is a perspective view of a common member of a shock absorbing member according to a modified example; Fig.12 is a top view of a shock absorbing member according to yet another modified example; Fig.13It is a perspective view of a common member of a shock absorbing member according to still another modified example. DETAILED DESCRIPTION

[0037] Hereinafter, embodiments of the impact absorbing structure of a vehicle will be described with reference to the drawings. The impact absorbing structure of a vehicle described here is an example.

[0038] (Overall structure of the vehicle's impact absorbing structure) Figure 1 It is a shock absorbing structure 1 of a vehicle. Figure 2 It is the left side portion of the front of the vehicle.

[0039] The impact absorbing structure 1 is applied to the front of a vehicle and absorbs the impact of a full frontal collision, an offset collision, or a small overlap collision of the vehicle.

[0040] The shock absorbing structure 1 includes two side frames 20. The side frames 20 are located below the front frame (not shown). The side frames 20 extend in the vehicle front-rear direction from a dash panel that separates the cabin 11 and the engine compartment 12 toward the front of the vehicle. The engine compartment 12 accommodates an internal combustion engine and / or an electric motor.

[0041] The side frames 20 are arranged at intervals in the vehicle width direction. The vehicle width direction is a direction perpendicular to the front-rear direction of the vehicle. The first cross member 21, the second cross member 22, and the third cross member 23 are located between the two side frames 20. The first cross member 21 extends in the vehicle width direction and connects the front ends of the side frames 20. The second cross member 22 is located on the rear side of the first cross member 21 and connects the side frames 20 in the vehicle width direction. The second cross member 22 is a suspension cross member that supports the left and right suspensions 24. The third cross member 23 extends in the vehicle width direction and connects the rear ends of the side frames 20.

[0042] The impact absorbing structure 1 includes a bumper beam 25. The bumper beam 25 extends in the vehicle width direction in front of the side frame 20. The bumper beam 25 supports the lower portion of the front bumper of the vehicle. Figure 2 As shown, the bumper beam 25 has a beam end portion 251 located on the outer side in the vehicle width direction relative to the side frame 20. The beam end portion 251 is inclined and is located more rearward toward the outer side in the vehicle width direction.

[0043] The shock absorbing structure 1 includes a shock absorbing member 3. The shock absorbing member 3 connects the front end of the side frame 20 and the bumper beam 25 in the vehicle front-rear direction. The shock absorbing member 3 is compressed and deformed by the impact load input to the bumper beam 25 from the front of the vehicle. The shock absorbing member 3 has a function of absorbing energy by compression deformation and a function of transmitting the impact load to the side frame 20.

[0044] (Structure of shock absorbing member) Figure 3It is a plan view showing an enlarged view of the shock absorbing member 3 . Figure 4 The above picture is Figure 3 A-A end view, Figure 4 The following picture is Figure 3 B-B end view. Figure 5 It is an exploded view of the shock absorbing member 3 .

[0045] The shock absorbing structure 1 includes a fixing plate 26. The fixing plate 26 is attached to the front end of the side frame 20. The rear end of the shock absorbing member 3 is joined to the fixing plate 26.

[0046] like Figure 3 or Figure 5 As shown, the fixing plate 26 has a main body 261 and a convex portion 262. The main body 261 is a flat plate extending upward, downward, leftward, and rightward, and is fixed to the front end of the side frame 20. The convex portion 262 is a portion protruding from the main body 261 toward the front of the vehicle. The convex portion 262 has a rectangular shape when viewed from the front of the vehicle (see also FIG. 2 ). Figure 7 ).like Figure 3 As shown, the convex portion 262 has an inclined surface 263 at the outer side in the vehicle width direction. As described later, the inclined surface 263 is a joining surface to which a part of the rear end of the impact absorbing member 3 is joined.

[0047] The impact absorbing member 3 has a first portion 31 and a second portion 32. Figure 4 As shown, the first portion 31 and the second portion 32 are located at the same position in the vertical direction and are arranged to be offset in the vehicle width direction.

[0048] The first portion 31 extends in the vehicle front-rear direction from the front end of the side frame 20, more precisely, from the fixing plate 26 toward the front of the vehicle. The extending direction of the first portion 31 is the same as or substantially the same as the extending direction of the side frame 20. The front end of the first portion 31 is joined to a portion other than the beam end 251 in the bumper beam 25.

[0049] The second portion 32 extends obliquely outward in the vehicle width direction from the front end of the side frame 20 toward the front of the vehicle. The second portion 32 is joined to the beam end portion 251 of the bumper beam 25 .

[0050] like Figure 4 or Figure 5 As shown, the first portion 31 includes an upper plate portion 33 , a lower plate portion 34 , and an intermediate plate portion 35 . Figure 5 on Figure 5 Figure A shows a state where the upper plate portion 33, the lower plate portion 34, and the middle plate portion 35 overlap in the vertical direction to form the first portion 31. Figure 5 Figure B shows a state where only the upper plate portion 33 is removed and the middle plate portion 35 is exposed. Figure 5 Figure C shows a state where the upper plate portion 33 and the middle plate portion 35 are removed and the lower plate portion 34 is visible from above.

[0051] The cross section of the upper plate portion 33 is an inverted U-shape, and the upper plate portion 33 is located on the upper side of the middle plate portion 35. The lower end of the upper plate portion 33 is joined to the middle plate portion 35 by line welding. The cross section of the lower plate portion 34 is a U-shape, and the lower plate portion 34 is located on the lower side of the middle plate portion 35. The upper end of the lower plate portion 34 is joined to the middle plate portion 35 by line welding. The upper plate portion 33, the middle plate portion 35, and the lower plate portion 34 that overlap in the vertical direction are joined to each other, thereby forming a closed cross-sectional structure of the first portion 31.

[0052] The first portion 31 has two closed cross sections, namely a first closed cross section 311 and a second closed cross section 312. The first closed cross section 311 and the second closed cross section 312 overlap each other. Figure 3 As shown, the ridgeline 310 of the first portion 31 is formed by the corners of the upper plate portion 33 and the corners of the lower plate portion 34 , and the ridgeline 310 of the first portion 31 extends in the front-rear direction of the vehicle.

[0053] The first portion 31 has a bead 36 and a notch 37. Both the bead 36 and the notch 37 promote compression deformation of the first portion 31. The bead 36 is formed on the upper plate portion 33 and the lower plate portion 34, respectively. The bead 36 is located at the front end of the upper plate portion 33. The bead of the lower plate portion 34 is also located at the same position as the bead 36 of the upper plate portion 33. The notch 37 is formed on the ridgeline 310 of each of the upper plate portion 33 and the lower plate portion 34. A plurality of notches 37 are formed on the upper plate portion 33 and the lower plate portion 34 at intervals in the vehicle front-rear direction.

[0054] like Figure 4 or Figure 5 As shown, the second portion 32 includes an upper plate portion 38 and a lower plate portion 39 . Figure 5 on Figure 5 Figure A shows a state where the upper plate portion 38 and the lower plate portion 39 overlap in the vertical direction to form the second portion 32. Figure 5 FIG. 3B shows a state where the upper plate portion 38 is removed and the lower plate portion 39 is visible from above.

[0055] The cross section of the upper plate portion 38 is an inverted U-shape. The lower end of the upper plate portion 38 on the outer side in the vehicle width direction is bent in the horizontal direction to form a joining flange 381. The cross section of the lower plate portion 39 is a U-shape. The upper end of the lower plate portion 39 on the outer side in the vehicle width direction is bent in the horizontal direction to form a joining flange 391. A joining flange 391 is also formed on the inner side of the lower plate portion 34 in the vehicle width direction. The joining flange 381 of the upper plate portion 38 and the joining flange 391 of the lower plate portion 39 that overlap in the vertical direction and the lower end of the inner side of the upper plate portion 38 in the vehicle width direction and the joining flange 391 of the lower plate portion 39 are joined by welding, thereby forming a closed cross-sectional structure of the second portion 32.

[0056] The second portion 32 has a closed cross section. Figure 3 As shown, the ridgeline 320 of the second portion 32 is formed by the corner of the upper plate portion 38 and the corner of the lower plate portion 39, and the ridgeline 320 of the second portion 32 extends in a direction inclined relative to the front-rear direction of the vehicle. The second portion 32 also has a second ridgeline 321 (see FIG. 1 ) inside the second portion 32 through the corner formed by the joint flange 381 and the joint flange 391. Figure 4 ). The second ridgeline 321 also extends in a direction inclined with respect to the front-rear direction of the vehicle.

[0057] The second portion 32 also has ribs 313 and notches 314. Both the ribs 313 and notches 314 promote compression deformation of the second portion 32. The ribs 313 are formed on the upper plate portion 38 and the lower plate portion 39, respectively. The ribs 313 are located at two locations separated by a gap at the front end of the upper plate portion 38. The ribs 313 of the lower plate portion 39 are also located at the same position as the ribs 313 of the upper plate portion 38 (see FIG. 2 ). Figure 6 ). The notch 314 is formed on the ridgeline 320 of each of the upper plate portion 38 and the lower plate portion 39. A plurality of notches 314 are formed on the upper plate portion 38 and the lower plate portion 39 at intervals in the vehicle front-rear direction.

[0058] The shock absorbing member 3 has a common member 4 . Figure 6 : is a perspective view of the common member 4. The common member 4 as a whole is roughly trapezoidal in a plan view. The portion of the common member 4 on the inner side in the vehicle width direction forms the middle plate portion 35 of the first portion 31. This portion is in the shape of a flat plate. The portion of the common member 4 on the outer side in the vehicle width direction forms the lower plate portion 39 of the second portion 32. This portion is in the shape of a groove recessed downward. The common member 4 spans the first portion 31 and the second portion 32, and forms a portion of each of the first portion 31 and the second portion 32.

[0059] like Figure 4 As shown in the figure below, the thickness t1 of the common member 4 is thicker than the thickness t2 of the upper plate portion 33 of the first portion 31 , the thickness t3 of the lower plate portion 34 , and the thickness t4 of the upper plate portion 38 of the second portion 32 .

[0060] The common component 4 has a thin portion 41. Figure 4 As shown in the above figure, the thin portion 41 is located between the middle plate portion 35 of the first portion 31 and the lower plate portion 39 of the second portion 32. The thin portion 41 is generally triangular in a plan view. The thin portion 41 makes the shock absorbing member 3 lighter without damaging the function of the shock absorbing member 3.

[0061] like Figure 4As shown, if the width W1 of the first portion 31 in the vehicle width direction is compared with the width W2 of the second portion 32 in the vehicle width direction, the width W2 of the second portion 32 is larger. The bending rigidity of the second portion 32 in the vehicle width direction is higher. If the cross-sectional area of ​​the first portion 31 is compared with the cross-sectional area of ​​the second portion 32, the cross-sectional area of ​​the second portion 32 is larger. The bending rigidity of the second portion 32 in the vehicle width direction having a larger cross-sectional area is relatively higher.

[0062] Figure 7 The figure shows the positional relationship between the rear end of the first portion 31 and the rear end of the second portion 32 and the front end of the side frame 20 as viewed from the front of the vehicle. As described above, the first portion 31 and the second portion 32 are at the same height in the vertical direction. The rear end of the second portion 32 is located outside the rear end of the first portion 31 in the vehicle width direction.

[0063] When viewed from the front of the vehicle, the rear ends of the first portion 31 and the second portion 32 overlap with the front end of the side frame 20. The overlap of the rear end of the first portion 31 means that a portion of an imaginary surface surrounded by the outer peripheral edge of the rear end of the hollow first portion 31 overlaps with a portion of an imaginary surface surrounded by the outer peripheral edge of the front end of the side frame 20, which is also hollow, in the vehicle front-rear direction. Similarly, the overlap of the rear end of the second portion 32 means that a portion of an imaginary surface surrounded by the outer peripheral edge of the rear end of the hollow second portion 32 overlaps with a portion of an imaginary surface surrounded by the outer peripheral edge of the front end of the side frame 20 in the vehicle front-rear direction.

[0064] In addition, when viewed from the front of the vehicle, the end surface center C1 of the rear end of the first portion 31 is located within the end surface of the front end of the side frame 20. When viewed from the front of the vehicle, the end surface center C2 of the rear end of the second portion 32 is located within the end surface of the front end of the side frame 20. In addition, when viewed from the front of the vehicle, the end surface center C3 of the front end of the side frame 20 is located within the end surface of the rear end of the second portion 32.

[0065] The upper ends of the first portion 31 and the second portion 32 are both located slightly above the upper end of the side frame 20. The first portion 31, the second portion 32, and the side frame 20 each have a closed cross-sectional structure including a longitudinal wall and a transverse wall. When viewed from the front of the vehicle, the longitudinal wall of the first portion 31 and the longitudinal wall of the second portion 32 overlap with the transverse wall of the side frame 20.

[0066] The upper end of the first portion 31 or the upper end of the second portion 32 may be located at the same position as the upper end of the side frame 20. The upper end of the first portion 31 or the upper end of the second portion 32 may be located slightly below the upper end of the side frame 20. In addition, the lower end of the first portion 31 or the lower end of the second portion 32 may be located slightly above the lower end of the side frame 20, at the same position as the lower end of the side frame 20, or slightly below the lower end of the side frame 20.

[0067] Here, if Figure 3As shown, in the top view, both ridges 320 of the second portion 32 are continuous from the bumper beam 25 to the fixing plate 26. A portion of the rear end of the first portion 31 on the inner side in the vehicle width direction is joined to the fixing plate 26, but a portion of the rear end of the first portion 31 on the outer side in the vehicle width direction does not reach the fixing plate 26. A portion of the rear end of the first portion 31 on the outer side in the vehicle width direction abuts against the side of the second portion 32. In the top view, of the two ridges 310 of the first portion 31, the ridge 310 on the inner side in the vehicle width direction is continuous from the bumper beam 25 to the fixing plate 26. The ridge 310 on the outer side in the vehicle width direction of the first portion 31 abuts against the side of the second portion 32.

[0068] (Characteristic structure that balances improved collision performance and lightweighting of impact-absorbing components) The impact absorbing structure 1 of the vehicle includes an impact absorbing member 3. The impact absorbing member 3 is located between the side frame 20 and the bumper beam 25, and is compressively deformed in response to an impact load input to the bumper beam 25 from the front of the vehicle. The impact absorbing member 3 performs an energy absorbing function by compressively deforming, and transmits the impact load to the side frame 20.

[0069] The impact absorbing member 3 has a first portion 31 and a second portion 32. The second portion 32 is a portion that mainly functions in a small overlap collision. Figure 8 1 and 10 are diagrams showing an example of the behavior of the impact absorbing member 3 during a small overlap collision.

[0070] In a small overlap collision, the collision object 51 hits the beam end 251. The second portion 32 extends obliquely outward in the vehicle width direction from the front end of the side frame 20 toward the front of the vehicle, and is joined to the beam end 251 of the bumper beam 25. The second portion 32 compressively deforms with respect to the impact load input to the beam end 251, and transmits the impact load to the side frame 20. The second portion 32 has an energy absorbing function. In a small overlap collision, the first portion 31 does not contact the collision object 51, so the first portion 31 hardly contributes to energy absorption.

[0071] Since the second portion 32 is inclined with respect to the front-rear direction of the vehicle, the impact load F input to the front end of the side frame 20 through the second portion 32 is decomposed into a load F1 in the front-rear direction of the vehicle and a load F2 inward in the vehicle width direction. The load F2 inward in the vehicle width direction is a reaction force inward in the vehicle width direction, causing the vehicle to move inward in the vehicle width direction. The vehicle moves in a direction away from the collision object 51, so that the collision object 51 can be prevented from contacting the cabin 11 behind the side frame 20.

[0072] The impact absorbing member 3, through the second portion 32, performs the following functions during a small overlap collision: (1) energy absorption function, (2) function of transmitting the impact load to the side frame 20, and (3) function of generating a reaction force inward in the vehicle width direction. The impact absorbing structure 1 of the vehicle improves the collision performance during a small overlap collision. In addition, the second portion 32 itself has an energy absorption function. The second portion 32 does not only contact the first portion 31 as in the prior art, so in the impact absorbing member 3, the reinforcement structure based on the contact with the second portion 32 can be omitted. The vehicle is lightweight.

[0073] The first portion 31 comes into contact with the collision object at the time of a full frontal collision or an offset collision. The first portion 31 is a portion that functions at the time of a full frontal collision or an offset collision. Fig. 9 It is a diagram illustrating an example of the operation of the impact absorbing member 3 during a full frontal collision.

[0074] The first portion 31 extends in the vehicle front-rear direction from the front end of the side frame 20 toward the front of the vehicle. The first portion 31 is compressed and deformed in response to the impact load in the vehicle front-rear direction input by the collision object 52. When viewed from the front of the vehicle, the rear end of the first portion 31 overlaps with the front end of the side frame 20. In a full frontal collision or an offset collision, the impact load is efficiently input to the side frame 20 via the first portion 31. The first portion 31 absorbs energy and transmits the impact load to the side frame 20.

[0075] In a full frontal collision, the second portion 32 is also compressed and deformed in response to the impact load in the vehicle front-rear direction input by the collision object 52. The second portion 32 absorbs energy together with the first portion 31 and assists in transmitting the impact load to the side frame 20.

[0076] like Figure 3 or Figure 7 As shown, the rear end of the second portion 32 is located outside the rear end of the first portion 31 in the vehicle width direction, and the rear end of the second portion 32 overlaps the front end of the side frame 20 when viewed from the front of the vehicle. In a small overlap collision, the second portion 32 can efficiently transfer the impact load of the input beam end 251 to the front end of the side frame 20. The second portion 32 can stably perform the three functions (1), (2), and (3) in a small overlap collision.

[0077] The rear end of the shock absorbing member 3 is engaged with the fixing plate 26. In more detail, Figure 3 , Figure 5 or Figure 7 As shown, the rear end of the shock absorbing member 3 is engaged with the convex shape portion 262 of the fixing plate 26 .

[0078] The fixing plate 26 having the convex portion 262 has high rigidity. The shock absorbing member 3 can efficiently transmit the shock load to the side frame 20 via the fixing plate 26 .

[0079] The second portion 32 is inclined relative to the front-rear direction of the vehicle. If it is assumed that the joint at the rear end of the second portion 32 and the outer side in the vehicle width direction is the main body 261 of the fixing plate 26, then Figure 3 As shown, the angle of the joint at the rear end of the second portion 32 relative to the main body 261 is an acute angle in a top view. The rear end of the second portion 32 is joined to the inclined surface 263 of the convex portion 262. The inclined surface 263 makes the joint angle θ of the joint at the rear end of the second portion 32 a right angle or a nearly right angle. A large joint angle θ can ensure space for welding work when assembling the impact absorbing structure 1 of the vehicle. The inclined surface 263 makes it possible to join the rear end of the second portion 32 to the fixing plate 26 by linear welding.

[0080] like Figure 7 As shown, when viewed from the front of the vehicle, the end surface center C1 of the rear end of the first portion 31 and the end surface center C2 of the rear end of the second portion 32 are located within the end surface of the front end of the side frame 20. The rear end surface of the first portion 31 and the rear end surface of the second portion 32 overlap a large area with the front end surface of the side frame 20. The first portion 31 and the second portion 32 can each efficiently transmit an impact load to the front end of the side frame 20.

[0081] When viewed from the front of the vehicle, the end face center C3 of the front end of the side frame 20 is located inside the end face of the rear end of the second portion 32. The rear end face of the second portion 32 and the front end face of the side frame 20 have a large overlap area. The second portion 32 can efficiently transmit the impact load during a small overlap collision to the front end of the side frame 20.

[0082] like Figure 7 As shown, when viewed from the front of the vehicle, the longitudinal wall of the first portion 31 and the longitudinal wall of the second portion 32 overlap with the transverse wall of the side frame 20. The first portion 31 and the second portion 32 can directly transmit the impact load to the side frame 20. The collision performance of the impact absorbing structure 1 of the vehicle can be improved by the stable transmission of the impact load.

[0083] like Figure 3 As shown, the ridgeline 320 of the second portion 32 continues from the bumper beam 25 to the front end of the side frame 20. In a small overlap collision, the second portion 32 can more efficiently transmit the impact load input to the beam end 251 to the front end of the side frame 20.

[0084] A portion of the rear end of the first portion 31 abuts against the side of the second portion 32, and the remaining portion of the rear end of the first portion 31 is joined to the fixing plate 26. In other words, the impact absorbing member 3 prioritizes the second portion 32 among the first portion 31 and the second portion 32 that interfere with each other at the rear end, so that the ridge line 320 continues to the fixing plate 26.

[0085] The rear ends of the first portion 31 and the second portion 32 are joined to the fixing plate 26 in a state of being close to each other in the vehicle width direction. The first portion 31 and the second portion 32 can each efficiently transmit an impact load to the front end of the side frame 20.

[0086] (Characteristic structure that improves the bending rigidity of the second part) like Figure 4 As shown, when the width W1 of the first portion 31 in the vehicle width direction is compared with the width W2 of the second portion 32 in the vehicle width direction, the width W2 of the second portion 32 is larger. The bending rigidity of the second portion 32 in the vehicle width direction is higher than that of the first portion 31 .

[0087] The second portion 32 is inclined relative to the front-rear direction of the vehicle. When the impact load is input to the beam end 251 due to a small overlap collision, the inclined second portion 32 may bend outward in the vehicle width direction. In the impact absorbing member 3, the bending rigidity of the second portion 32 against the load in the vehicle width direction is higher than the bending rigidity of the first portion 31 against the load in the vehicle width direction. When the impact load of a small overlap collision is input to the beam end 251, the high bending rigidity suppresses the second portion 32 from bending outward in the vehicle width direction. Figure 8 As shown, the second portion 32 does not bend but is compressively deformed. The second portion 32 can absorb energy by compressively deforming and efficiently transmit the impact load to the side frame 20. The impact absorbing member 3 can stably perform the above three functions during a small overlap collision.

[0088] In addition, the cross-sectional area of ​​the second portion 32 is larger than the cross-sectional area of ​​the first portion 31. A large cross-sectional area is advantageous in improving the bending rigidity of the second portion 32.

[0089] The first portion 31 has a closed cross-section structure having a first closed cross-section 311 and a second closed cross-section 312 arranged in a vertical arrangement. The first portion 31 having a closed cross-section structure is compressively deformed in response to an impact load, and efficiently transmits the impact load to the side frame 20. In addition, since the first portion 31 has two closed cross-sections, namely the first closed cross-section 311 and the second closed cross-section 312, the energy absorption capacity during compression deformation is high. Furthermore, even if the first portion 31 has a small cross-sectional area, the necessary bending rigidity can be ensured.

[0090] The second portion 32 has a closed cross-sectional structure in which an upper plate portion 38 and a lower plate portion 39 are overlapped and joined, and the upper plate portion 38 and the lower plate portion 39 have joint flanges 381 and 391. The second portion 32 having a closed cross-sectional structure is advantageous in improving the bending rigidity. In addition, the second portion 32 having the joint flanges 381 and 391 has a corner portion formed by bending, that is, a second ridgeline 321 extending from the end to the end of the second portion 32. The second portion 32 further improves the bending rigidity, and when an impact load is input, it can stably achieve both energy absorption by compressive deformation and transmission of the impact load to the side frame 20.

[0091] (Characteristic structure that suppresses the collapse of part 2) The second portion 32 is inclined with respect to the front-rear direction of the vehicle. If an impact load is input to the beam end portion 251 due to a small overlap collision, the inclined second portion 32 may collapse outward in the vehicle width direction.

[0092] The impact absorbing member 3 has a common member 4. The common member 4 spans the first portion 31 and the second portion 32 and forms a part of each of the first portion 31 and the second portion 32. When an impact load of a small overlap collision is input to the beam end 251, the common member 4 suppresses the second portion 32 from collapsing outward in the vehicle width direction by the rigidity of the common member 4. Figure 8 As shown, the second portion 32 does not collapse. The second portion 32 whose collapse is suppressed can absorb energy by compressive deformation and efficiently transmit the impact load to the side frame 20. The impact absorbing member 3 can stably perform the above three functions during a small overlap collision.

[0093] The common member 4 is an intermediate plate portion 35 located between the first closed section 311 and the second closed section 312 in the first portion 31, and is also a lower plate portion 39 located at the lower portion of the closed section in the second portion 32. The first portion 31 and the second portion 32 including the common member 4 are compressively deformed with respect to the impact load, and the impact load is efficiently transmitted to the side frame 20. The impact absorbing member 3 is light and can improve the collision performance.

[0094] The first portion 31 has two closed cross sections, namely, the first closed cross section 311 and the second closed cross section 312, due to the common member 4 serving as the intermediate plate portion 35. The first portion 31 can ensure a high energy absorption function despite being light.

[0095] In the first portion 31, the thickness t1 of the intermediate plate 35 is thicker than the thickness t2 of the upper plate 33 and the thickness t3 of the lower plate 34. Since the thickness t1 of the intermediate plate 35 is relatively thick, the first portion 31 can ensure a high energy absorption function accompanied by compressive deformation.

[0096] The common member 4 having the thick plate thickness t1 has high rigidity, and therefore the common member 4 effectively suppresses the second portion 32 from collapsing outward in the vehicle width direction during a small overlap collision.

[0097] The common member 4 has a thin portion 41 between the first portion 31 and the second portion 32. The thin portion 41 can make the shock absorbing member 3 lighter without impairing the function of the common member 4.

[0098] As described above, the impact absorbing structure 1 of the vehicle can improve the collision performance in a small overlap collision without increasing the weight of the vehicle.

[0099] (Variation) Fig.10 A modified example of the shock absorbing structure 1 for a vehicle is shown in the figure. Fig.10 Modifications of the common components are shown in the drawings. Fig.11 The common member 42 involved in the modification is shown in the figure. The common member 42 has no thin portion. The common member 42 without the thin portion has higher rigidity. The common member 42 can further suppress the second portion 32 from collapsing outward in the vehicle width direction. The common member 42 without the thin portion also has high energy absorption capacity. The impact absorbing member 3 can fully absorb the impact load in various collisions.

[0100] Fig.12 Still another modified example of the common member is shown in the drawings. Fig.13 The common member 43 according to the modification is shown in the figure. Figure 6 The common member 43 has a connecting portion 45 at its front end. The connecting portion 45 connects the middle plate portion 35 of the first portion 31 and the lower plate portion 39 of the second portion 32 in the vehicle width direction. The connecting portion 45 supports the front end of the second portion 32, so the common member 43 is light and has a good effect of suppressing the second portion 32 from collapsing outward in the vehicle width direction.

[0101] The impact absorbing structure of the vehicle of the present invention is not limited to being applied to the side frame, but can also be applied to the front frame. That is, the impact absorbing member 3 can also be installed at the front end of the front frame.

[0102]

Number Description

Claims

1. A shock absorbing structure for a vehicle, comprising: A side frame extending in the front-to-rear direction of the vehicle at the front of the vehicle; a bumper beam extending in the vehicle width direction at the front side of the side frame and having a beam end portion located outside the vehicle width direction relative to the side frame; an impact absorbing member that connects the front end of the side frame and the bumper beam in the front-rear direction of the vehicle and is compressively deformed in response to an impact load input to the bumper beam from the front of the vehicle; wherein The shock absorbing member comprises: a first portion extending from the front end of the side frame toward the front of the vehicle in the vehicle front-rear direction and joined to the bumper beam; a second portion extending obliquely from the front end of the side frame toward the front of the vehicle toward the outside in the vehicle width direction and joined to the beam end of the bumper beam; The shock absorbing member includes a common member that spans the first portion and the second portion and forms a portion of each of the first portion and the second portion.

2. The impact absorbing structure of a vehicle according to claim 1, characterized in that: The first portion is a closed cross-section structure including a first closed cross-section and a second closed cross-section arranged vertically. The second portion is a closed cross-section structure including a closed cross-section.

3. The impact absorbing structure of a vehicle according to claim 2, characterized in that: The common member is an intermediate plate portion located between the first closed cross section and the second closed cross section in the first portion, and is also a lower plate portion located below the closed cross section in the second portion.

4. The impact absorbing structure of a vehicle according to claim 2, characterized in that: The first portion includes: an intermediate plate portion located between the first closed section and the second closed section, an upper plate portion located above the intermediate plate portion, and a lower plate portion located below the intermediate plate portion. The middle plate portion has a plate thickness thicker than the upper plate portion and the lower plate portion.

5. The impact absorbing structure of a vehicle according to claim 1, characterized in that: The common member has a thin portion between the first portion and the second portion.

6. The impact absorbing structure of a vehicle according to claim 1, characterized in that: The first part and the second part are closed cross-sectional structures including corners, A ridgeline of the corner portion of the second portion continues from the bumper beam to the front end of the side frame, and a portion of the rear end of the first portion abuts against a side portion of the second portion.

7. The impact absorbing structure of a vehicle according to claim 3, characterized in that: The lower plate portion of the second portion of the common portion is in a groove shape that is recessed downward.

8. The impact absorbing structure for a vehicle according to any one of claims 1 to 6, characterized in that: At least a portion of the rear end of the second portion is located outward in the vehicle width direction relative to the rear end of the first portion.

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