Vehicle frame structure

Abstract

The invention provides a frame structure for a vehicle, which is capable of efficiently absorbing collision energy and further contributing to the development of a sustainable transportation system. A first portion (10) of a side frame (3), which is a frame structure for a vehicle, has: a pair of opposing wall sections (11, 11) provided so as to extend in the front-rear direction of the vehicle body; and a connecting wall section (12) that extends in the front-rear direction of the vehicle body and connects the pair of opposing wall sections (11, 11), the connecting wall section (12) having a corrugated plate section that has a wave shape in the front-rear direction of the vehicle body, and the corrugated plate section having parallel ribs (12a, 12a) formed so as to be parallel to the pair of opposing wall sections (11, 11).

Description

Technical Field

[0001] The present invention relates to a vehicle frame structure. Background Art

[0002] In recent years, in order to suppress natural disasters and from the viewpoint of improving the global environment, improvement in fuel consumption of automobiles has been required. On the other hand, maintenance or improvement of vehicle collision safety has been required. In order to meet these requirements, development of a vehicle frame structure for absorbing collision energy has been progressing. As the above vehicle frame structure, a front body (engine compartment) composed of a simple casting member having a plurality of ribs is disclosed in Patent Document 1.

[0003] Prior Art Documents

[0004] Patent Documents

[0005] Patent Document 1: Chinese Patent No. 115158479 Summary of the Invention

[0006] The above structure can be set to have high rigidity. On the other hand, due to the high rigidity, it is difficult to deform and crush, and there is room for improvement in terms of absorbing collision energy. In addition, in the above structure, there is a risk that even when deformation occurs, incomplete crushing will occur and collision energy cannot be sufficiently absorbed.

[0007] The present invention has been made in view of the above points, and an object thereof is to provide a vehicle frame structure that can efficiently absorb collision energy and contribute to the development of a sustainable transportation system.

[0008] In order to solve the above problems, the vehicle frame structure of the present invention is characterized by having: a pair of opposing wall portions extending in the vehicle body front-rear direction; and a connecting wall portion extending in the vehicle body front-rear direction and connecting the pair of opposing wall portions, the connecting wall portion having a corrugated plate portion that is wavy in the vehicle body front-rear direction, and parallel ribs formed in a manner parallel to the pair of opposing wall portions in the corrugated plate portion.

[0009] Advantages of the Invention

[0010] According to the present invention, collision energy can be efficiently absorbed, and thus it can contribute to the development of a sustainable transportation system. Brief Description of the Drawings

[0011] Figure 1 It is a side view schematically showing a body structure of a vehicle frame structure to which an embodiment of the present invention is applied.

[0012] Figure 2 It is a perspective view schematically showing a vehicle frame structure according to an embodiment of the present invention.

[0013] Figure 3 is Figure 2 the end view taken along line III-III.

[0014] Figure 4 is a bottom view schematically showing a first part in the vehicle frame structure according to an embodiment of the present invention ( Figure 2 view in the direction of IV).

[0015] Figure 5 is Figure 2 the cross-sectional view taken along line V-V.

[0016] Figure 6 is a side view schematically showing the vehicle frame structure according to an embodiment of the present invention ( Figure 2 view in the direction of VI).

[0017] Description of Reference Numerals

[0018] 1 Body structure

[0019] 2 Rear part (vehicle frame structure, body structure component applicable to the vehicle frame structure)

[0020] 3 Side frame (frame, rear side frame, vehicle frame structure)

[0021] 4 Panel part

[0022] 10 First part (frame, rear side frame, vehicle frame structure)

[0023] 11 Opposite wall part

[0024] 11a Tapered part

[0025] 12 Connecting wall part (corrugated plate part)

[0026] 12a, 12b Parallel ribs

[0027] 12a1, 12b1 Tapered part

[0028] 14 Flat plate part

[0029] 20 Second part (frame, rear side frame, vehicle frame structure)

[0030] 21 Opposite wall part

[0031] 21a Sub-frame mounting part

[0032] 22 Connecting wall part

[0033] 22a Parallel rib

[0034] 22b Support rib

[0035] 24 Flat plate part

[0036] 31 Corrugated plate part

[0037] 33 Flat plate part Detailed implementation mode

[0038] Next, taking the case where the vehicle frame structure of the present invention is applied to the rear frame as an example, the implementation mode of the present invention will be described in detail while appropriately referring to the attached Figure 1 In the attached drawings, "front and rear" represents the front and rear directions in the traveling direction of the vehicle, and "left and right" represents the left and right directions (vehicle width direction) as seen from the driver's seat. In addition, since the vehicle frame structure is applied to the front part of the vehicle body, the outer side (outer side) in the front and rear directions of the vehicle body becomes the front (front side), and the inner side (inner side) in the front and rear directions of the vehicle body becomes the rear (rear side) (in the case of being applied to the rear part of the vehicle body, it is the opposite).

[0039] As Figure 1 shown, the vehicle body structure 1 of the implementation mode of the present invention is constituted by a die casting formed by casting at least a part using aluminum as a material (aluminum casting method). The vehicle body structure 1 has a rear component 2 disposed at the rear of the vehicle body.

[0040] <Rear component>

[0041] The rear component 2 is an example of a vehicle body structure component to which the vehicle frame structure of the present invention is applied, and is a component constituting the rear part in the vehicle body structure 1. The rear component 2 is a die casting formed (integrally formed) by the aluminum casting method, and integrally has a pair of side frames 3, a panel part 4, and a wheel housing 5 in the vehicle width direction, and cross beams 6 and 7.

[0042] <Side frame (rear frame)>

[0043] The side frame 3 is an example of the vehicle frame structure of the present invention, and is a frame having an open cross-sectional shape extending in the front-rear direction at the lower part of the vehicle body and at the vehicle width direction end side. The side frame 3 will be described in detail later.

[0044] <Panel part>

[0045] The panel part 4 is a plate-like part extending in the front-rear direction and the vehicle width direction on the outer side in the vehicle width direction of the side frame 3. The panel part 4 will be described in detail later.

[0046] <Wheel housing>

[0047] The wheel housing 5 is a part that houses a wheel (in this implementation mode, the rear wheel) in the space formed on the outer side in the vehicle width direction of the wheel housing 5. The rear end of the wheel housing 5 is connected to the front end of the panel part 4. The inner end and the lower end in the vehicle width direction of the wheel housing 5 are connected to the outer end and the upper end in the vehicle width direction of the side frame 3.

[0048] <Cross member>

[0049] The cross member 6 is a frame with an open cross-section shape that is installed between a pair of side frames 3, 3 in the vehicle width direction and between a pair of wheel housings 5, 5 in the vehicle width direction.

[0050] <Cross member>

[0051] The cross member 7 is a frame with an open cross-section shape that is installed between a pair of side frames 3, 3 in the vehicle width direction at a position that is inside (in the front in this embodiment) in the vehicle longitudinal direction compared to a pair of wheel housings in the vehicle width direction.

[0052] <Side frame (rear side frame)>

[0053] As Figure 2 shown, the side frame 3 integrally has a first part 10 and a second part 20 in the order from the rear to the front.

[0054] <Side frame: First part>

[0055] The first part 10 forms the rear part of the side frame 3 and has a part on the inner side in the vehicle width direction at the rear of the wheel housing 5 and a part that protrudes rearward (outside in the vehicle longitudinal direction. When the side frame is applied to the front part of the vehicle body, it is forward) compared to the wheel housing 5. As Figure 3 shown, the first part 10 integrally has a pair of opposing wall parts 11, 11, a connecting wall part 12 that connects the opposing wall parts 11, 11, a flange wall part 13, and a flat plate part 14 (see Figure 4 ).

[0056] <Opposing wall parts>

[0057] The opposing wall parts 11, 11 are long plate-like parts that extend in the front-rear direction and are spaced apart from each other. In this embodiment, the opposing wall parts 11, 11 extend in the front-rear direction and the up-down direction and are spaced apart from each other in the vehicle width direction. That is, one of the opposing wall parts 11, 11 is an inner wall part arranged on the inner side in the vehicle width direction, and the other of the opposing wall parts 11, 11 is an outer wall part arranged on the outer side in the vehicle width direction.

[0058] As Figure 4 shown, the interval between the pair of opposing wall parts 11, 11 widens as it approaches the front. In this embodiment, the opposing wall part 11 as the outer wall part is parallel to the vehicle longitudinal direction of the vehicle body. In addition, the opposing wall part 11 as the inner wall part is inclined so as to approach the inner side in the vehicle width direction as it approaches the rear and is inclined at an inclination angle θ within a range greater than 0° and 5° or less with respect to the vehicle longitudinal direction of the vehicle body.

[0059] <Gradual change part>

[0060] AsFigure 6 As shown in Figure 6 , in the upper part of the opposing wall portion 11 that serves as the outer wall portion, the outer end portion (rear end portion) of the opposing wall portion 11 in the vehicle longitudinal direction forms a tapered portion 11a. The tapered portion 11a is formed such that the standing height from the amplitude center (vibration center, the center of the peak portion 12x and the valley portion 12y in the vibration direction) A of the connecting wall portion (corrugated plate portion) 12 decreases as it approaches the outer side in the vehicle longitudinal direction. The standing height of the outer end portion (rear end portion) of the tapered portion 11a in the vehicle longitudinal direction from the amplitude center A of the connecting wall portion (corrugated plate portion) 12 is equal to or less than the amplitude of the connecting wall portion (corrugated plate portion) 12. That is, the rear end portion of the tapered portion 11a is formed to have the same height as the peak portion (apex) 12x of the connecting wall portion (corrugated plate portion) 12 or to be lower than the peak portion 12x of the connecting wall portion (corrugated plate portion) 12. The upper end portions of the portions other than the tapered portion 11a in the opposing wall portion 11 that serves as the outer wall portion have a straight shape with the same height.

[0061] In addition, the upper end portion of the opposing wall portion 11 that serves as the inner wall portion has the same wavy shape as the corrugated plate portion 31 described later. Similar to the opposing wall portion 11 that serves as the outer wall portion, in the upper part of the opposing wall portion 11 that serves as the inner wall portion, the outer end portion (rear end portion) of the opposing wall portion 11 in the vehicle longitudinal direction forms a tapered portion 11a.

[0062] 《Connecting Wall Portion》

[0063] As Figure 3 shown, the connecting wall portion 12 is formed so as to connect a pair of opposing wall portions 11, 11. In the present embodiment, the connecting wall portion 12 extends in the front-rear direction and the vehicle width direction, and connects the middle portions in the up-down direction of the pair of opposing wall portions 11, 11 to each other.

[0064] As Figure 5 shown, the connecting wall portion 12 is a corrugated plate portion that is wavy in the vehicle longitudinal direction. The outer end portion (in the present embodiment, the rear end portion) of the connecting wall portion 12 in the vehicle longitudinal direction approaches the amplitude center A as it approaches the outer side in the vehicle longitudinal direction, similar to the tapered portion 12a1 of the parallel rib 12a described later.

[0065] As Figure 3 shown, on the connecting wall portion 12, a plurality of parallel ribs 12a, 12b parallel to the opposing wall portions 11, 11 are arranged and formed in the vehicle width direction.

[0066] 《Parallel Rib》

[0067] The parallel rib 12a extends upward from the connecting wall portion 12, and the parallel rib 12b extends downward from the connecting wall portion 12 at the same position as the parallel rib 12a in the vehicle width direction. The parallel ribs 12a, 12b extend in the front-rear direction and are formed so as to be parallel to the pair of opposing wall portions 11, 11.

[0068] The intervals between adjacent parallel ribs 12a, 12a widen as they approach the inner side (front side in this embodiment) in the vehicle body front-rear direction. Similarly, the intervals between adjacent parallel ribs 12b, 12b widen as they approach the inner side (front side in this embodiment) in the vehicle body front-rear direction (refer to Figure 4 ). That is to say, the inclination angle of the parallel ribs 12a, 12b on the inner side in the vehicle width direction with respect to the vehicle body front-rear direction is greater than that of the parallel ribs 12a, 12b on the outer side in the vehicle width direction with respect to the vehicle body front-rear direction.

[0069] "Gradient portion"

[0070] As Figure 6 shown, the outer end portion (rear end portion) of the parallel rib 12a in the vehicle body front-rear direction constitutes a gradient portion 12a1. The gradient portion 12a1 is formed such that the standing height from the amplitude center A of the connecting wall portion (corrugated plate portion) 12 decreases as it approaches the outer side in the vehicle body front-rear direction. The standing height of the outer end portion (rear end portion) of the gradient portion 12a1 from the amplitude center A of the connecting wall portion (corrugated plate portion) 12 is below the amplitude of the connecting wall portion (corrugated plate portion) 12. That is to say, the rear end portion of the gradient portion 12a1 is formed to have the same height as the peak portion (vertex) 12x of the connecting wall portion (corrugated plate portion) 12, or be lower than the peak portion 12x of the connecting wall portion (corrugated plate portion) 12. The upper end portions of the portions other than the gradient portion 12a1 in the parallel rib 12a are in a straight line shape with the same height.

[0071] Similarly, the outer end portion (rear end portion) of the parallel rib 12b in the vehicle body front-rear direction constitutes a gradient portion 12b1. The gradient portion 12b1 is formed such that the standing height from the amplitude center A of the connecting wall portion (corrugated plate portion) 12 decreases as it approaches the outer side in the vehicle body front-rear direction. The standing height of the outer end portion (rear end portion) of the gradient portion 12b1 from the amplitude center A of the connecting wall portion (corrugated plate portion) 12 is below the amplitude of the connecting wall portion (corrugated plate portion) 12. That is to say, the rear end portion of the gradient portion 12b1 is formed to have the same height as the valley portion (lowest point) 12y of the connecting wall portion (corrugated plate portion) 12, or be higher than the valley portion 12y of the connecting wall portion (corrugated plate portion) 12. The upper end portions of the portions other than the gradient portion 12b1 in the parallel rib 12b are in a straight line shape with the same height.

[0072] The gradient portions 12a1, 12b1 may be formed on at least one of the upper and lower parallel ribs 12a, 12b. Similarly, the gradient portion 11a may be formed on at least one of the upper end portion and the lower end portion of the opposing wall portion 11 (on the same side as the gradient portions 12a1, 12b1).

[0073] "Flange wall portion"

[0074] The flange wall portion 13 extends inward in the vehicle width direction from the lower end portion of the opposing wall portion 11 that serves as the inner wall portion.

[0075] 《Flat Plate Portion》

[0076] As Figure 4 shown, the flat plate portion 14 is a wall portion (rear wall portion) that bridges the outer end portions (in the rear end portion in this embodiment) in the vehicle body front-rear direction of the pair of opposing wall portions 11, 11, the connecting wall portion 12, and the flange wall portion 13. The flat plate portion 14 is a portion where the vehicle's bumper (bumper beam) is directly installed or installed via other components.

[0077] <Side Frame: Second Portion>

[0078] As Figure 2 shown, the second portion 20 has a portion connected to the lower end portion of the front portion of the wheel housing 5 and a portion protruding inward (in the front direction in this embodiment) in the vehicle body front-rear direction compared to the wheel housing 5. The second portion 20 integrally has a pair of opposing wall portions 21, 21, a connecting wall portion 22 that connects the opposing wall portions 21, 21, a flange wall portion 23, and a flat plate portion 24.

[0079] 《Opposing Wall Portion》

[0080] The opposing wall portions 21, 21 are long plate-shaped portions extending in the front-rear direction and are spaced apart from each other. In this embodiment, the opposing wall portions 21, 21 extend in the front-rear direction and the vehicle width direction and are spaced apart from each other in the up-down direction. That is, one of the opposing wall portions 21, 21 is an upper wall portion disposed on the upper side, and the other of the opposing wall portions 21, 21 is a lower wall portion disposed on the lower side. The rear end portion of the opposing wall portion 21 is connected to the flat plate portion 14. The outer end portion in the vehicle width direction of the opposing wall portion 21 serving as the upper wall portion is connected to the lower end portion of the wheel housing 5.

[0081] 《Connecting Wall Portion》

[0082] The connecting wall portion 22 is formed so as to connect the pair of opposing wall portions 21, 21. In this embodiment, the connecting wall portion 22 extends in the front-rear direction and the up-down direction and is an inner wall portion that connects the inner end portions in the vehicle width direction of the pair of opposing wall portions 21, 21. The rear end portion of the connecting wall portion 22 is connected to the front end portion of the opposing wall portion 21 that serves as the inner wall portion. The upper end portion of the connecting wall portion 22 is connected to the lower end portion of the wheel housing 5.

[0083] On the connecting wall portion 22, parallel ribs 32a parallel to the opposing wall portions 21, 21 and a plurality of bridging ribs 22b bridging the opposing wall portions 21, 21 are formed.

[0084] 《Parallel Rib》

[0085] The parallel rib 22a extends outward in the vehicle width direction from the middle portion in the vertical direction of the connecting wall portion 22. The parallel rib 32a extends in the front-rear direction and is formed in a manner parallel to the pair of opposing wall portions 21, 21. The parallel rib 22a intersects with a plurality of bridging ribs 22b. The rear end portion of the parallel rib 22a is connected to the flat plate portion 24.

[0086] 《Bridging Rib》

[0087] The bridging rib 22b extends outward in the vehicle width direction from the connecting wall portion 22. The bridging rib 22b is a straight rib that extends linearly in the direction intersecting with the pair of opposing wall portions 21, 21 (in this embodiment, the direction orthogonal to the pair of opposing wall portions 21, 21, that is, the vertical direction). Both end portions of the bridging rib 22b are respectively connected to the opposing wall portion 21, and the middle portion of the bridging rib 22b intersects with the parallel rib 22a.

[0088] 《Subframe Mounting Portion》

[0089] On the opposing wall portion 21 serving as the lower wall portion, a subframe mounting portion 21a for mounting a subframe (not shown) by bolting or the like is formed. A subframe is mounted on the pair of subframe mounting portions 21a, 21a in the vehicle width direction.

[0090] 《Flange Wall Portion》

[0091] The flange wall portion 23 extends inward in the vehicle width direction from the lower end portion of the connecting wall portion 22. In other words, the flange wall portion 23 extends inward in the vehicle width direction from the inner end portion in the vehicle width direction of the opposing wall portion 21 serving as the lower wall portion compared to the connecting wall portion 22.

[0092] 《Flat Plate Portion》

[0093] The flat plate portion 24 is a wall portion (rear wall portion) erected at the end portion (in this embodiment, the rear end portion) in the vehicle body front-rear direction of the pair of opposing wall portions 21, 21 and the connecting wall portion 22.

[0094] <Panel Portion>

[0095] As Figure 2 shown, the panel portion 4 integrally has a corrugated plate portion 31, a flange wall portion 32, and a flat plate portion 33.

[0096] 《Corrugated Plate Portion》

[0097] The corrugated plate portion 31 extends outward in the vehicle width direction from the upper end portion of the opposing wall portion 11 that serves as the outer wall portion. The corrugated plate portion 31 extends in the front-rear direction and the vehicle width direction, and is wavy in the vehicle front-rear direction. The corrugated plate portion 31 has the same wavy shape as that of the connecting wall portion 12 and is disposed at a position higher than the connecting wall portion 12 in the up-down direction. The rear end portion of the corrugated plate portion 31 is connected to the flat plate portion 33, and the front end portion of the corrugated plate portion 31 is connected to the rear end portion of the wheel housing 5.

[0098] The amplitudes of the wavy shape of the connecting wall portion 12 and the wavy shape of the corrugated plate portion 31 may be the same or different. In the present embodiment, the amplitude of the corrugated plate portion 31 is larger than the amplitude of the connecting wall portion 12. According to the above configuration, compared with the case where the amplitudes of the corrugated plate portion 31 and the connecting wall portion 12 are the same, by alternately crushing and buckling the connecting wall portion 12 and the corrugated plate portion 31, the collision energy can be more appropriately absorbed.

[0099] 《Flange Wall Portion》

[0100] The flange wall portion 32 extends upward from the outer end portion in the vehicle width direction of the corrugated plate portion 31. The rear end portion of the flange wall portion 32 is connected to the flat plate portion 33, and the front end portion of the flange wall portion 32 is connected to the rear end portion of the wheel housing 5.

[0101] 《Flat Plate Portion》

[0102] The flat plate portion 33 is a wall portion (rear wall portion) that bridges the end portions (rear end portions in the present embodiment) in the vehicle front-rear direction of the corrugated plate portion 31 and the flange wall portion 32. The flat plate portion 33 is a portion where the bumper (bumper beam) of the vehicle is directly installed or installed via other components. The inner end portion in the vehicle width direction of the flat plate portion 33 is connected to the outer end portion in the vehicle width direction of the flat plate portion 14.

[0103] <Transmission of Collision Load in Side Frame etc.>

[0104] In the side frame 3, the first portion 10 is designed to have a lower strength than the second portion 20 with respect to the rear collision load. That is, when the vehicle is rear-collided, the first portion 10 is preferentially damaged according to the rear collision load (collision load) input via the bumper, and the rear collision energy (collision energy) is absorbed.

[0105] As Figure 6As shown, in the peak portion 12x of the wavy connecting wall portion 12, the first portion 10 is crushed and buckled in a manner that moves the peak portion 12x upward, and in the valley portion 12y of the wavy connecting wall portion 12, it is crushed and buckled in a manner that moves the valley portion 12y downward (see the black arrows). Additionally, the corrugated plate portion 31 having the same wavy shape as the first portion 10 is crushed and buckled in the peak portion 31x in a manner that moves the peak portion 31x upward and in the valley portion 31y in a manner that moves the valley portion 31y downward, similar to the first portion 10. The crushing and buckling deformation in the above-mentioned peak portions 12x, 31x and valley portions 12y, 31y occur successively in the order from the rear end side where the rear collision load is input to the front.

[0106] Here, the intervals between the opposing wall portion 11 and the adjacent components among the plurality of parallel ribs 12a, 12b widen as they approach the inner side (in the front direction in this embodiment) in the vehicle body front-rear direction. That is, the strength of the first portion 10 in the side frame 3 becomes lower from the outer side to the inner side in the vehicle body front-rear direction. Therefore, the first portion 10 can be more reliably crushed in the order of the portion corresponding to the tapered portions 11a, 12a1, 12b1 → the portion corresponding to the last peak portion 12x (or valley portion 12y) → the portion corresponding to the last valley portion 12y (or peak portion 12x) →... from the outer side to the inner side in the vehicle body front-rear direction.

[0107] Here, the standing height of the parallel rib 12a from the peak portion 12x in the peak portion 12x is less than the standing height of the parallel rib 12b from the peak portion 12x in the peak portion 12x. Therefore, the peak portion 12x in the connecting wall portion 12 is easily crushed and deformed in the direction of buckling toward the parallel rib 12a side. Additionally, the standing height of the parallel rib 12a from the valley portion 12y in the valley portion 12y is greater than the standing height of the parallel rib 12b from the valley portion 12y in the valley portion 12y. Therefore, the valley portion 12y in the connecting wall portion 12 is easily crushed and deformed in the direction of buckling toward the parallel rib 12b side.

[0108] Then, the rear collision load for which energy is not absorbed in the first portion 10 is transmitted to the second portion 20. Since the second portion 20 has a higher strength than the first portion 10, it can suppress deformation and appropriately transmit the rear collision load to the front side relative to the rear component 2 with respect to the vehicle body structural component.

[0109] That is to say, the first part 10 in the side frame 3, and the panel part 4 and the rear part of the wheel housing 5 on the outer side in the vehicle width direction of the first part 10 are preferentially crushed and deformed according to the rear collision load, thereby absorbing the rear collision energy. In addition, the second part 20 in the side frame 3 is formed to be of high strength and high rigidity compared with the first part 10, so that the rear collision load is properly transmitted, and the peripheral components arranged around the second part 20 can be properly protected.

[0110] The vehicle frame structure according to an embodiment of the present invention has a pair of opposing wall portions 11, 11 extending in the vehicle body front-rear direction, and a connecting wall portion 12 extending in the vehicle body front-rear direction and connecting the pair of opposing wall portions 11, 11. The connecting wall portion 12 has a corrugated plate portion that is wavy in the vehicle body front-rear direction, and parallel ribs 12a, 12b are formed in the corrugated plate portion in a manner parallel to the pair of opposing wall portions 11, 11.

[0111] Therefore, the vehicle frame structure can generate a reaction force with respect to the collision load through the parallel ribs 12a, 12b, and at the same time, a plurality of small fractures occur in the peak portions 12x and valley portions 12y of the wavy shape, thereby efficiently absorbing the collision energy.

[0112] In the vehicle frame structure, the outer end portions in the vehicle body front-rear direction of the opposing wall portions 11 and / or the parallel ribs 12a, 12b are tapered portions 11a, 12a1, 12b1, and the standing height of the tapered portions 11a, 12a1, 12b1 from the amplitude center A of the corrugated plate portion becomes smaller as it approaches the outer side in the vehicle body front-rear direction.

[0113] Therefore, when the vehicle collides, the vehicle frame structure preferentially fractures at the outer end portions in the vehicle body front-rear direction of the frame, and the absorption efficiency of the collision energy can be improved.

[0114] In the vehicle frame structure, the outer end portion in the vehicle body front-rear direction of the corrugated plate portion approaches the amplitude center A as it approaches the outer side in the vehicle body front-rear direction.

[0115] Therefore, when the vehicle collides, the vehicle frame structure preferentially fractures at the outer end portions in the vehicle body front-rear direction of the frame through the cooperation of the tapered portion and the corrugated plate portion, and the absorption efficiency of the collision energy can be further improved.

[0116] In the vehicle frame structure, the standing height of the outer end portion in the vehicle body front-rear direction of the tapered portion from the amplitude center A of the corrugated plate portion is less than or equal to the amplitude of the corrugated plate portion.

[0117] Therefore, when the vehicle collides, the vehicle frame structure makes the preferential occurrence of fractures at the outer end portions in the vehicle body front-rear direction of the frame reliable, and the absorption efficiency of the collision energy can be further improved.

[0118] In the vehicle frame structure, the parallel ribs 12a and 12b are formed on both surfaces of the corrugated plate portion.

[0119] Therefore, in the vehicle frame structure, a large reaction force can be generated by the parallel ribs 12a and 12b on both sides (compared with the parallel ribs on only one side) with respect to the collision load, so that high rigidity of the frame and an increase in the amount of absorbed collision energy can be achieved.

[0120] The vehicle frame structure has one or more of the parallel ribs 12a and 12b arranged in the vehicle width direction, and the intervals between two adjacent components among the pair of opposing wall portions 11, 11 and the one or more parallel ribs 12a and 12b widen as they approach the inner side in the vehicle longitudinal direction.

[0121] Therefore, the vehicle frame structure actively crushes in the region outside in the vehicle longitudinal direction where the cross-section is relatively small, and suppresses crushing in the region inside in the vehicle longitudinal direction where the cross-section is relatively large (compared with the region outside in the vehicle longitudinal direction where the cross-section is relatively small), thereby being able to protect the peripheral components arranged around this region.

[0122] The vehicle frame structure is a rear side frame arranged below the wheelhouse 5 on the inner side in the vehicle width direction and behind the wheelhouse 5, and has a sub-frame mounting portion 21a for mounting the sub-frame, and the corrugated plate portion is arranged behind the sub-frame mounting portion 21a.

[0123] Therefore, the vehicle frame structure can appropriately absorb the collision energy based on the rear collision load and protect the sub-frame.

[0124] The vehicle frame structure has a panel portion 4 arranged at the rear side of the wheelhouse 5.

[0125] The pair of opposing wall portions 11, 11 are arranged in the vehicle width direction, and the panel portion 4 extends from the opposing wall portion 11 on the outer side in the vehicle width direction to the outer side in the vehicle width direction, and is in a wavy shape having the same phase as the corrugated plate portion.

[0126] Therefore, the vehicle frame structure can more appropriately absorb the collision energy based on the rear collision load at the rear compared with the sub-frame.

[0127] The vehicle frame structure has a flat plate portion 14 spanned across the outer ends in the vehicle longitudinal direction of the pair of opposing wall portions 11, 11 and the connecting wall portion 12.

[0128] Therefore, in the vehicle frame structure, the flat plate portion 14 bears the collision load during vehicle collision, and reliably transmits the received collision load to the corrugated plate portion, thereby reliably causing successive crushing of the corrugated plate portion and being able to reliably absorb the collision energy.

[0129] The vehicle frame structure is formed by aluminum casting.

[0130] Therefore, the vehicle frame structure can improve the collision energy absorption performance and achieve recyclability, CO 2 emission reduction and high rigidity.

[0131] The embodiments of the present invention have been described above, but the present invention is not limited to the above embodiments and can be appropriately modified without departing from the gist of the present invention. For example, the vehicle frame structure of the present invention can also be applied to the front part of the vehicle body. In addition, in the first part 10, the pair of opposing wall parts 11 may be an upper wall part and a lower wall part extending in the front-rear direction and the vehicle width direction, and the connecting wall part 12 may be a side wall part extending in the front-rear direction and the up-down direction.

Claims

1. A vehicle frame structure, characterized in that: have: A pair of opposite wall portions extending along the front-rear direction of the vehicle body; and a connecting wall portion extending in the front-rear direction of the vehicle body and connecting the pair of opposing wall portions, The connecting wall portion has a corrugated plate portion that is wavy in the front-rear direction of the vehicle body. The corrugated plate portion has parallel ribs formed in parallel with the pair of opposing wall portions.

2. The vehicle frame structure according to claim 1, wherein: The outer end portions of the opposing wall portions and / or the parallel ribs in the vehicle body front-rear direction are gradual portions, and the standing height from the amplitude center of the corrugated plate portion decreases toward the outer side in the vehicle body front-rear direction.

3. The vehicle frame structure according to claim 2, wherein: The outer end of the corrugated plate portion in the vehicle body front-rear direction approaches the amplitude center as it goes to the outer side in the vehicle body front-rear direction.

4. The vehicle frame structure according to claim 2, wherein: The height of the outer end of the gradual change portion in the vehicle body front-rear direction from the amplitude center of the corrugated plate portion is equal to or less than the amplitude of the corrugated plate portion.

5. The vehicle frame structure according to claim 1, wherein: The parallel ribs are formed on both surfaces of the corrugated plate portion.

6. The vehicle frame structure according to claim 1, wherein: having at least one parallel rib arranged in the vehicle width direction, The distance between two adjacent members of the pair of opposing wall portions and the one or more parallel ribs increases toward the inner side in the front-rear direction of the vehicle body.

7. The vehicle frame structure according to claim 1, wherein: The vehicle frame structure is a rear side frame arranged on the lower side of the wheel house and arranged behind the wheel house in the vehicle width direction. A subframe mounting portion is provided for mounting the subframe. The corrugated plate portion is arranged rearward of the sub-frame mounting portion.

8. The vehicle frame structure according to claim 7, wherein: A panel portion is provided on the rear side of the wheel housing, The pair of opposing wall portions are arranged along the vehicle width direction, The panel portion is extended from the opposing wall portion on the outer side in the vehicle width direction toward the outer side in the vehicle width direction, and has a wave shape in the same phase as that of the corrugated plate portion.

9. The vehicle frame structure according to claim 1, wherein: The invention includes a flat plate portion which is bridged between the outer end portions of the pair of opposing wall portions and the connecting wall portion in the front-rear direction of the vehicle body.

10. The vehicle frame structure according to any one of claims 1 to 9, characterized in that: The vehicle frame structure is formed by aluminum casting.

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