Vehicle body structure

Abstract

A vehicle frame structure is provided. The vehicle frame structure includes a frame main body including a wheel house and being integrally formed by casting, a member portion having an upper plate, a lower plate, and one or more intermediate plates provided between the upper plate and the lower plate, and being at least partially included in the frame main body, the upper plate, the lower plate, and the intermediate plates each extending in a vehicle front-rear direction with a vehicle up-down direction set as a plate thickness direction, and a deformation starting point portion provided at an outer side end portion in the vehicle front-rear direction in each of the upper plate, the lower plate, and the intermediate plates, and having a first protruding portion protruding in the vehicle up direction in the upper plate, a second protruding portion protruding in the vehicle down direction in the lower plate, and a third protruding portion protruding in the vehicle down direction in the intermediate plate.

Description

Technical Field

[0001] This disclosure relates to a vehicle frame structure. Background Technology

[0002] In WO2022 / 031991, a structure is disclosed in which an impact-absorbing part (cast crumple zone, buffer energy absorption zone) is provided along the front-to-back direction of a vehicle frame structure integrally formed by casting.

[0003] The impact-absorbing part described in the aforementioned document is installed adjacent to the wheel cover, and the wheel cover is bent upwards towards the vehicle. Therefore, in the event of a frontal collision, the frame may break in a way that protrudes upwards towards the vehicle, which may result in insufficient absorption of the collision load. Summary of the Invention

[0004] Taking into account the above facts, this disclosure provides a vehicle frame structure that can ensure the required amount of energy absorption.

[0005] The vehicle frame structure disclosed in the first aspect comprises: a frame body including wheel covers and integrally formed by casting; a component part, at least a portion of which is included in the frame body and has an upper plate, a lower plate extending in the vehicle longitudinal direction with the vertical direction of the vehicle as the plate thickness direction, and one or more middle plates disposed between the upper plate and the lower plate; and a deformation starting point part disposed at the outer end of the upper plate, the lower plate and the middle plate in the vehicle longitudinal direction, and having a first protrusion protruding in the vehicle upper direction on the upper plate, a second protrusion protruding in the vehicle lower direction on the lower plate, and a third protrusion protruding in the vehicle lower direction on the middle plate.

[0006] In the first embodiment, the deformation initiation point is provided at the outer ends of the upper, lower, and middle plates in the vehicle's longitudinal direction, and has a first protrusion protruding upwards on the upper plate, a second protrusion protruding downwards on the lower plate, and a third protrusion protruding downwards on the middle plate. Therefore, in the event of a collision, the component can be pulled downwards by the third protrusion of the middle plate, thus suppressing the fracture mode where the component bulges upwards and breaks. By suppressing the fracture mode, the component can be effectively compressed and deformed during a collision, thereby ensuring the required energy absorption.

[0007] The second aspect of this disclosure relates to a vehicle frame structure in which, in the structure of the first aspect, the component part further includes a longitudinal plate. The longitudinal plate is provided with multiple longitudinal plates that connect the middle plate and the upper plate and the middle plate and the lower plate respectively in the vehicle front-rear direction as the plate thickness direction. The first protrusion, the second protrusion and the third protrusion are provided in a manner that is offset from the longitudinal plate in the vehicle front-rear direction.

[0008] In the second embodiment, the first protrusion, the second protrusion, and the third protrusion, i.e., the deformation starting point, are disposed offset from the longitudinal plate in the longitudinal direction of the vehicle. In this way, by offsetting the longitudinal plate from the deformation starting point, it is possible to suppress the obstruction of deformation at the deformation starting point, and by using the longitudinal plate to form a cavity, the component can be destroyed sequentially from the front.

[0009] The third aspect of this disclosure relates to a vehicle frame structure in which the second protrusion is located on the outer side of the vehicle in the longitudinal direction compared to the first protrusion.

[0010] In the third approach, since the second protrusion is located on the outer side of the vehicle in the longitudinal direction compared to the first protrusion, if a collision load is input during a frontal collision, the component can be deformed by making the second protrusion the starting point of deformation, thereby stabilizing the failure mode.

[0011] In the vehicle frame structure of the fourth aspect of this disclosure, in the structure of the above-described aspect, the deformation starting point has a vulnerable part.

[0012] In the fourth approach, since the deformation starting point has a weak point, when a frontal collision occurs and the component is crushed from the front side of the vehicle starting from the deformation starting point, the first protrusion, the second protrusion, and the third protrusion, which are the deformation starting points, can deform more easily.

[0013] The fifth aspect of this disclosure relates to a vehicle frame structure in which, in the structure described above, the deformation starting point is formed by bending the upper plate, the lower plate, and the middle plate into a curved portion.

[0014] In the fifth method, since the deformation starting point is composed of a curved section formed by bending the upper plate, lower plate and middle plate, the component can be crushed from the front side of the vehicle starting from the curved section when a frontal collision occurs.

[0015] The sixth aspect of this disclosure relates to a vehicle frame structure in which the middle plate has a thickness variation portion that is thicker on the inner side than on the outer side in the longitudinal direction of the vehicle.

[0016] In the sixth method, since the middle plate has a thickness variation section that is thicker on the inner side than on the outer side in the vehicle's longitudinal direction, the plate thickness increases from the outer side to the inner side in the vehicle's longitudinal direction, thereby making it easy for the component to be crushed from the outer side in the vehicle's longitudinal direction during a collision.

[0017] The seventh embodiment of this disclosure relates to a vehicle frame structure in which, in the structure described above, the deformation starting point is further disposed between the longitudinal plates that are adjacent to each other in the vehicle's longitudinal direction.

[0018] In the seventh embodiment, since the deformation starting point is also provided between the adjacent longitudinal plates in the vehicle longitudinal direction, a deformation starting point is also provided on the inner side of the deformation starting point in the vehicle longitudinal direction at the outer end of the deformation starting point provided in the vehicle longitudinal direction, thereby making the failure mode of the component more stable.

[0019] As explained above, the vehicle frame structure disclosed herein is able to ensure the required energy absorption. Attached Figure Description

[0020] Figure 1 This is a perspective view of a vehicle with the vehicle frame structure according to the first embodiment applied from the left front side, and is a schematic representation of an example of the main part of the front of the vehicle.

[0021] Figure 2 To illustrate Figure 1 A side view of the main parts of the vehicle.

[0022] Figure 3 To be from the left diagonal front side Figure 1 A three-dimensional view of the front side components was taken.

[0023] Figure 4 A side view schematically showing the main part of a modified example of the front side component.

[0024] Figure 5 A side view of the main part of the front side component of a vehicle to schematically illustrate the vehicle frame structure according to the second embodiment.

[0025] Figure 6 A side view of the main part of the front side component of a vehicle to schematically illustrate the vehicle frame structure according to the third embodiment.

[0026] Figure 7 A side view of the main part of the front side component of a vehicle to schematically show the vehicle frame structure according to the fourth embodiment.

[0027] Figure 8A perspective view schematically showing the main parts of the front side component of a vehicle to which the vehicle frame structure according to the fifth embodiment is applied. Detailed Implementation

[0028] <First Implementation Method>

[0029] Hereinafter, a vehicle 12 employing the vehicle frame structure 10 according to the first embodiment of this disclosure will be described using the accompanying drawings. Furthermore, in this specification and the accompanying drawings, structural elements having substantially the same functional structure are omitted from repeated description by using the same symbols. Additionally, in the various figures, the arrow symbol FR indicates the front side in the vehicle's front-rear direction, and the arrow symbol UP indicates the upper side in the vehicle's vertical direction. The arrow symbol LH indicates the left side in the vehicle's width direction, and in this embodiment, it indicates the outer side in the vehicle's width direction. Hereinafter, only the front-rear, vertical, and left-right directions will be used in the description; unless otherwise specified, these refer to the front-rear direction, the vertical direction, and the left-right direction (vehicle width direction).

[0030] (Outline structure of the front of the vehicle) First, a vehicle 12 using the vehicle frame structure 10 described in this embodiment will be explained. For example, this vehicle 12 has a power unit including a motor, engine, etc., as a drive source, and is an electric vehicle or a fuel cell vehicle that travels using the power generated by the power unit.

[0031] Figure 1 This is a perspective view of vehicle 12 from the left front angle. Figure 2 To illustrate Figure 1 A side view of the main parts of vehicle 12. Figure 1 The diagram schematically shows the main parts of the front frame of vehicle 12. (As shown...) Figure 1 as well as Figure 2 As shown, at the front of the vehicle 12, a vehicle frame structure 10, an energy-absorbing box 70, a front bumper 80, etc. are provided as the frame of the vehicle 12.

[0032] The vehicle frame structure 10 includes a frame body 11 integrally formed by casting, and a front side member 16 included in the frame body 11 as a component part.

[0033] Front side members 16 are provided on both sides in the vehicle width direction at the front of the vehicle and extend along the vehicle longitudinal direction. Furthermore, a power unit (not shown) is provided between the left and right front side members 16. Additionally, at the vehicle-front end of the left and right front side members 16, energy-absorbing boxes 70 extend along the vehicle longitudinal direction, respectively. These energy-absorbing boxes 70 have impact-absorbing structures capable of absorbing impact energy for axial loads. At the front end of the left and right energy-absorbing boxes 70, a front bumper 80, serving as the frame of the front bumper, extends along the vehicle width direction.

[0034] Furthermore, although the front bumper 80 and the energy-absorbing box 70 are described here as separate components, a structure in which the two are integrated can also be adopted. In this case, when the two are integrated, the aforementioned impact absorption structure can be applied to either the so-called energy-absorbing box 70 side or both the energy-absorbing box 70 side and the front side member 16 side.

[0035] On the other hand, wheel covers 14 for arranging wheels (not shown) are respectively provided on the rear side of the left and right front side members 16, and the right wheel cover 14 and the left wheel cover 14 are connected by the transverse member 15.

[0036] Furthermore, an apron upper member 17 is disposed on the outer side of the front side member 16 in the vehicle width direction and on the upper side in the vehicle vertical direction. The apron upper member 17 is a skeletal part constituting the upper side frame of the front of the vehicle 12. The apron upper member 17 extends along the front side member 16 in the vehicle longitudinal direction, and the rear end of the apron upper member 17 is connected to the front pillar 21. In addition, a suspension tower portion 23 is integrally formed on the apron upper member 17. Furthermore, a lower side beam 25 extending along the vehicle longitudinal direction and constituting the frame of the side of the vehicle body is provided on the rear side of the wheel arch 14 in the vehicle longitudinal direction.

[0037] In this embodiment, as an example, the frame body 11 includes left and right front side members 16, left and right wheel covers 14, a lateral member 15, a mudguard upper member 17, and a suspension tower 23, and is integrally formed by casting using materials such as aluminum alloy and magnesium alloy. Therefore, each component of the front side member 16, the left and right wheel covers 14, the lateral member 15, the mudguard upper member 17, and the suspension tower 23 has an open section that is open in the direction of pulling out the mold during casting.

[0038] Furthermore, in this embodiment, one side and the other side in the vehicle width direction can be designated as the mold ejection direction. Therefore, the cross-section of each component becomes an open cross-section open to at least one of the outer and inner sides in the vehicle width direction. Additionally, in Figure 1 In the diagram, the outer side (left side) of the left wheel cover 14 is omitted, but it is actually as shown... Figure 2 It is open as shown. In addition, the main frame 11 may also be formed as a separate component, including all or part of the transverse member 15, the upper mudguard member 17, and the suspension tower 23.

[0039] The following is a detailed description of the main components of the front side member 16, the energy absorption box 70, the suspension tower 23, and the front bumper 80.

[0040] (Front side component 16 and energy-absorbing box 70) Figure 3 To be from the left diagonal front side Figure 1 A perspective view of the front side component 16 was taken. (See attached image.) Figure 3 As shown, the front side member 16 extends along the vehicle's longitudinal direction as described above. As an example, the front side member 16 includes an upper plate 16A, a lower plate 16B, a rear plate 16C, and a middle plate 16D, and has an open cross-sectional shape that is approximately E-shaped and opens outward in the vehicle width direction.

[0041] The upper plate 16A extends in the vehicle width direction and the vehicle front-rear direction with its thickness in the vertical direction of the vehicle, and forms the upper wall of the front side member 16 with its elongated direction in the vehicle front-rear direction. The lower plate 16B is provided separately from the upper plate 16A in the vertical direction of the vehicle and extends in the vehicle width direction and the vehicle front-rear direction with its thickness in the vertical direction of the vehicle, and forms the lower wall of the front side member 16 with its elongated direction in the vehicle front-rear direction.

[0042] The rear plate 16C forms the inner wall of the portion connecting the inner end of the upper plate 16A in the vehicle width direction and the inner end of the lower plate 16B in the vehicle width direction. The middle plate 16D is disposed between the upper plate 16A and the lower plate 16B, extends from the middle portion of the rear plate 16C in the vertical direction of the vehicle and extends outward in the vehicle width direction, dividing the internal space of the front side member 16 into upper and lower columns.

[0043] In the front side member 16, multiple ribs 16F are provided in the upper and lower rows separated by the middle plate 16D, spaced apart in the longitudinal direction of the vehicle. As an example, the multiple ribs 16F are erected vertically from the outer side of the rear plate 16C. In other words, the ribs 16F connect the upper plate 16A and the lower plate 16B via the middle plate 16D. Through these multiple ribs 16F, the internal space of each row is divided into multiple chambers, thereby strengthening the open section of the front side member 16.

[0044] In this embodiment, as an example, rib 16F has: a first rib 16FA, which is disposed between the upper plate 16A and the middle plate 16D and connected to the upper plate 16A and the middle plate 16D; and a second rib 16FB, which is disposed between the middle plate 16D and the lower plate 16B and connected to the middle plate 16D and the lower plate 16B. In this embodiment, the arrangement of the first rib 16FA in the upper column and the second rib 16FB in the lower column is consistent in position in the vehicle's longitudinal direction. However, this position is not limited to this and may vary. Furthermore, as an example, rib 16F has a cut-out portion 16R that is cut out from the outer side toward the inner side in the vehicle width direction with an arc-shaped top.

[0045] Furthermore, the cutout portion 16R is not limited to an arc shape; it can also be rectangular, and the shape can be appropriately modified. Additionally, the rib 16F may not have the cutout portion 16R formed. Moreover, in this embodiment, as described above, since the front side member 16 is formed by casting, a draft angle is formed on the rib 16F, and the opening range of the cutout portion 16R widens as it moves towards the open end, i.e., outward in the vehicle width direction.

[0046] In this embodiment, "connection" differs from the state of combining separate components; it refers to a state where they are integrally formed. In other words, in the front side member 16 of this embodiment, the upper plate 16A, lower plate 16B, rear plate 16C, middle plate 16D, and rib 16F are integrally formed. In this embodiment, the rib 16F (first rib 16FA, second rib 16FB) is an example of a longitudinal plate.

[0047] On the other hand, when a collision load is input to the front side member 16 from the front of the vehicle, the upper plate 16A, middle plate 16D, and lower plate 16B, which are multiple chambers formed between adjacent ribs 16F in the upper and lower rows of the front side member 16, deform in the vertical direction of the vehicle and are destroyed sequentially from the front of the vehicle, thereby generating a destructive load. During this process, the collision load is absorbed. At this time, deformation starting point portions 30, which serve as the deformation starting point, are respectively provided on the upper plate 16A, lower plate 16B, and middle plate 16D.

[0048] The deformation starting point 30 is respectively provided at the outer end of the upper plate 16A, lower plate 16B, and middle plate 16D in the vehicle's longitudinal direction. In this embodiment, as... Figure 2 As shown, the deformation starting point 30 is provided at the front end in the vehicle's longitudinal direction. Specifically, in the front side member 16, it is offset rearward from the longitudinal plate formed at the foremost side in the vehicle's longitudinal direction. In this embodiment, as... Figure 1 and Figure 2 As shown, the front wall 40 forming the front end of the skeleton body 11 becomes a longitudinal plate. In addition, if the front end of the skeleton body 11 is not formed by the front wall 40, but by the rib 16F, the rib 16F becomes a longitudinal plate.

[0049] like Figure 2 As shown, in this embodiment, as an example, the deformation starting point 30 is formed between the front wall 40 and the ribs 16F, namely the first rib 16FA and the second rib 16FB, which are adjacent to the front wall 40 on the rear side of the vehicle, and is formed at approximately the center in the vehicle's longitudinal direction.

[0050] The deformation starting point portion 30 includes a first protrusion 30A protruding upwards from the upper plate 16A, a second protrusion 30B protruding downwards from the lower plate 16B, and a third protrusion 30D protruding downwards from the middle plate 16D. For example... Figure 3 As shown, the first protrusion 30A is formed such that the upper plate 16A curves upward in an arc shape when viewed from the vehicle width direction, and extends throughout the vehicle width direction of the upper plate 16A.

[0051] In addition, such as Figure 3 As shown, the second protrusion 30B is formed such that the lower plate 16B curves downward in an arc shape when viewed from the vehicle width direction, and extends entirely across the vehicle width direction of the lower plate 16B. Similarly, the third protrusion 30D is formed such that the middle plate 16D curves downward in an arc shape when viewed from the vehicle width direction, and extends entirely across the vehicle width direction of the middle plate 16D.

[0052] In addition, such as Figure 1 and Figure 2 As shown, a front wall 40 is formed on the front end of the front side member 16 on the vehicle front side, and the front wall 40 is connected to the end of the energy-absorbing box 70 on the vehicle rear side. In addition, although in this embodiment the front side member 16 and the front wall 40 are integrally formed by casting, the structure is not limited to this, and they can also be constructed separately.

[0053] The rear end of the energy-absorbing box 70 is joined to the front end of the front side member 16 on the vehicle front side via the front wall 40. In addition, in this embodiment, "joining" includes not only the form of directly joining the energy-absorbing box 70 to the front wall of the front side member 16 by means of bolts or welding as described above, but also the form of indirectly joining or fixing the energy-absorbing box 70 and the front side member 16 via a connecting part or the like.

[0054] In the front side member 16 constructed as described above, as an example, the middle plate 16D has a thickness variation portion 32 where the thickness is thicker on the inner side (rear side) compared to the outer side (front side) in the vehicle's longitudinal direction. Figure 2 As shown, the plate thickness variation section 32 is, for example, composed of a first region A1 extending from the rear end face of the front wall 40 to the rear end face of the third rib 16F adjacent to it on the rear side, and a second region A2 extending from the rear end face of the rib 16F to the front end of the wheel cover 14. The middle plate 16D has different plate thicknesses in the first region A1 and the second region A2.

[0055] Specifically, the thickness T1 of the middle plate 16D contained in the first region A1 is formed to be thinner than the thickness T2 of the middle plate 16D contained in the second region A2. For example, the thickness T1 is set to be 2.5 mm or more and 3 mm or less, and the thickness T2 is set to be 4.0 mm or more and 4.5 mm or less. The thickness T1 of the middle plate 16D contained in the first region A1 and the thickness T2 of the middle plate 16D contained in the second region A2 can be configured to gradually increase in thickness from the front side to the rear side, or the thickness can be configured to locally change at the boundary between the first region A1 and the second region A2.

[0056] (Suspension tower section 23) like Figure 1 As shown, the suspension tower 23 is erected from the upper surface of a pair of front side members 16 and is mounted between the front side members 16 and the upper fender member 17. Furthermore, the front side members 16, the upper fender member 17, and the suspension tower 23 are integrally formed. The upper end of a suspension shock absorber (not shown) is fixed to the suspension tower 23.

[0057] (Front bumper 80) The front bumper 80 is a hollow, beam-shaped frame that extends along the width of the vehicle. The front bumper 80 is connected so that its outer end in the width direction extends outward beyond the front end of the energy-absorbing box 70. Furthermore, when viewed from above, the front bumper 80 is gently curved so that its middle portion in the width direction protrudes towards the front of the vehicle.

[0058] (Functions and Effects) Next, the effects of the first embodiment will be explained.

[0059] In the vehicle frame structure 10 of the first embodiment, the deformation starting point 30 of the front side member 16 is provided at the front end of the upper plate 16A, lower plate 16B, and middle plate 16D, respectively, and has a first protrusion 30A protruding upward in the upper plate 16A, a second protrusion 30B protruding downward in the lower plate 16B, and a third protrusion 30D protruding downward in the middle plate 16D. Therefore, in the event of a frontal collision, the third protrusion 30D protruding downward in the middle plate 16D can pull the front side member 16 downward in the vehicle, thus suppressing the fracture mode in which the front side member 16 would bulge and break upward in the vehicle. In this way, by suppressing the fracture mode, the front side member 16 can be effectively compressed and deformed in the event of a frontal collision, thus ensuring the required energy absorption.

[0060] Furthermore, since the vehicle frame structure 10 of the first embodiment also has a deformation starting point portion 30, i.e., a third protrusion 30D, on the middle plate 16D, the amount of deformation at the front end of the front side member 16 during a frontal collision is greater than that in the case where the third protrusion 30D is not provided, thereby reducing the deformation (skewness) of the cavity portion, for example, located near the fifth one from the front. As a result, the tendency for deformation to occur sequentially from the front end of the front side member 16 during a frontal collision can be enhanced.

[0061] Furthermore, in the vehicle frame structure 10 of the first embodiment, the first protrusion 30A, the second protrusion 30B, and the third protrusion 30D, i.e., the deformation starting point 30, are disposed in a manner offset rearward from the front wall 40, which serves as a longitudinal plate, in the vehicle's longitudinal direction. In this way, by offsetting the front wall 40 from the deformation starting point 30, it is possible to suppress the obstruction of deformation at the deformation starting point 30, and by utilizing the front wall 40 to form a cavity, the front side member 16 can be sequentially destroyed from the front.

[0062] Furthermore, in the vehicle frame structure 10 of the first embodiment, since the middle plate 16D has a plate thickness variation portion 32 that is thicker on the rear side than on the front side in the vehicle's longitudinal direction, the plate thickness increases towards the rear side of the vehicle, so that in the event of a frontal collision, the component can be easily crushed from the front side of the vehicle.

[0063] Furthermore, in this embodiment, the first protrusion 30A, the second protrusion 30B, and the third protrusion 30D are formed by bending the upper plate 16A, the lower plate 16B, and the middle plate 16D in an arc shape, respectively. However, this disclosure is not limited to an arc shape. For example, they can be rectangular, triangular, or any other shape. In addition, the protrusion amounts of the first protrusion 30A, the second protrusion 30B, and the third protrusion 30D can be the same or different.

[0064] Furthermore, although in this embodiment, as an example, the first protrusion 30A, the second protrusion 30B, and the third protrusion 30D extend integrally across the vehicle width direction, this disclosure is not limited thereto. For example, the first protrusion 30A, the second protrusion 30B, and the third protrusion 30D may extend to the center portion in the vehicle width direction, or they may extend to an inner or outer portion relative to the center. Furthermore, in this embodiment, as an example, the first protrusion 30A, the second protrusion 30B, and the third protrusion 30D extend from the outer end in the vehicle width direction toward the inner side, but this disclosure is not limited thereto. For example, the first protrusion 30A, the second protrusion 30B, and the third protrusion 30D may be formed only at the center portion in the vehicle width direction, or they may extend from the inner end in the vehicle width direction toward the outer side.

[0065] <Change Example> Although in the first embodiment described above, the deformation starting point 30 provided on the front side member 16 is formed between the front wall 40 and the rib 16F adjacent to the front wall 40 on the rear side of the vehicle, and is formed at approximately the center in the vehicle longitudinal direction between them, this disclosure is not limited thereto. Figure 4 The figure shows the main parts of a modified example of the front side member 16 of the above embodiment.

[0066] like Figure 4 As shown, the deformation starting point 30 is not formed at approximately the center in the longitudinal direction of the front wall 40, but at the front end, between the front wall 40 and the rib 16F adjacent to the front wall 40 on the rear side of the vehicle. In other words, the first protrusion 30A, the second protrusion 30B, and the third protrusion 30D, which are the deformation starting point 30, are formed adjacent to the front wall 40 without being offset from it in the longitudinal direction of the vehicle.

[0067] In this way, by forming the deformation starting point 30 adjacent to the front wall 40 without offset from the front wall 40 in the vehicle longitudinal direction, the load from the front wall 40 can be directly transferred to the deformation starting point 30 in the event of a frontal collision.

[0068] <Second Implementation Method> Next, the vehicle frame structure 10A according to the second embodiment of this disclosure will be described. Figure 5 This is a schematic side view of the main parts of the front side member 16-2 of a vehicle to which the vehicle frame structure 10A according to the second embodiment is applied. Furthermore, in the vehicle frame structure 10A according to the second embodiment, structural parts that are the same as those described in the first embodiment are labeled with the same numbers and their descriptions are omitted.

[0069] like Figure 5 As shown, in the front side member 16-2 of the second embodiment, the position of the deformation starting point 30 differs from that of the first embodiment described above. The second protrusion 30B of the front side member 16-2 is positioned forward in the vehicle's longitudinal direction compared to the first protrusion 30A and the third protrusion 30D. In other words, the second protrusion 30B is positioned differently in the vehicle's longitudinal direction from the first protrusion 30A and the third protrusion 30D. Specifically, as an example, the second protrusion 30B is positioned between the front wall 40 and the first protrusion 30A and the third protrusion 30D in the vehicle's longitudinal direction.

[0070] (Functions and Effects) Next, the effects of the second embodiment will be explained.

[0071] In the vehicle frame structure 10A according to the second embodiment, the second protrusion 30B is provided at the front side in the vehicle longitudinal direction compared to the first protrusion 30A and the third protrusion 30D. Therefore, if a collision load is input during a frontal collision, the front side member 16 can be deformed by making the second protrusion 30B the starting point of deformation, thereby stabilizing the failure mode.

[0072] <Third Implementation Method> Next, the vehicle frame structure 10B according to the third embodiment of this disclosure will be described. Figure 6 This is a schematic side view of the main parts of the front side member 16-3 of a vehicle to which the vehicle frame structure 10B according to the third embodiment is applied. Furthermore, in the vehicle frame structure 10B according to the third embodiment, structural parts that are the same as those described in the first embodiment are labeled with the same numbers and their descriptions are omitted.

[0073] like Figure 6As shown, in the front side member 16-3 of the third embodiment, the number of deformation starting points 30 differs from that of the first embodiment described above. In addition to the structure of the first embodiment, the front side member 16-3 also has deformation starting points 30 between the rib 16F adjacent to the rear side of the front wall 40 and the rib 16F adjacent to the rear side of the rib 16F. In other words, additional first protrusions 30A, second protrusions 30B, and third protrusions 30D are respectively provided on the upper plate 16A, lower plate 16B, and middle plate 16D of the chamber portion adjacent to the rear side of the chamber portion at the front end in the vehicle's longitudinal direction. Furthermore, in this embodiment, as an example, the first protrusions 30A, second protrusions 30B, and third protrusions 30D on the front side are formed with a larger protrusion amount compared to the first protrusions 30A, second protrusions 30B, and third protrusions 30D on the rear side. However, the structure is not limited to this, and the protrusion amount can be the same.

[0074] (Functions and Effects) Next, the effects of the third embodiment will be explained.

[0075] In the vehicle frame structure 10B according to the third embodiment, since an additional deformation starting point 30 is provided between adjacent ribs 16F in the vehicle longitudinal direction, a deformation starting point 30 is also provided on the rear side of the deformation starting point 30 provided at the front end in the vehicle longitudinal direction, thereby making the failure mode of the component more stable. In addition, since the first protrusion 30A, the second protrusion 30B and the third protrusion 30D on the front side are formed to protrude more than the first protrusion 30A, the second protrusion 30B and the third protrusion 30D on the rear side, the front side component 16 can be easily crushed from the front side of the vehicle in the event of a frontal collision.

[0076] <Fourth Implementation Method> Next, the vehicle frame structure 10C according to the fourth embodiment of this disclosure will be described. Figure 7 This is a schematic side view of the main parts of the front side member 16-4 of a vehicle to which the vehicle frame structure 10C according to the fourth embodiment is applied. Furthermore, in the vehicle frame structure 10C according to the fourth embodiment, structural parts that are the same as those described in the first embodiment are labeled with the same numbers and their descriptions are omitted.

[0077] like Figure 7As shown, the front side member 16-4 of the fourth embodiment has a curved portion 35 that is a deformation starting point portion with a shape different from that of the embodiment described above. In the embodiment described above, the deformation starting point portion 30 protrudes at least a portion in the vehicle's longitudinal direction from each of the upper plate 16A, lower plate 16B, and middle plate 16D. In contrast, as... Figure 7 As shown, in this embodiment, the curved portion 35 protrudes in the first chamber portion on the front side in a manner that bends as a whole along the length in the vehicle's longitudinal direction.

[0078] Specifically, the curved portion 35 includes: a first protrusion 35A protruding upwards from the upper plate 16A in the direction of vehicle movement; a second protrusion 35B protruding downwards from the lower plate 16B in the direction of vehicle movement; and a third protrusion 35D protruding downwards from the middle plate 16D in the direction of vehicle movement. For example... Figure 7 As shown, the first protrusion 35A is formed such that, when viewed from the vehicle width direction, the upper plate 16A is an arc shape that starts from the rear surface of the front wall 40 and ends at the front surface of the rib 16F adjacent to the rear side of the front wall 40, and is bent upward.

[0079] In addition, such as Figure 7 As shown, the second protrusion 35B is formed such that, when viewed from the vehicle width direction, the lower plate 16B is arc-shaped, starting from the rear surface of the front wall 40 and ending at the front surface of the rib 16F adjacent to the rear side of the front wall 40, and is bent downwards. Similarly, the third protrusion 35D is formed such that, when viewed from the vehicle width direction, the middle plate 16D is arc-shaped, starting from the rear surface of the front wall 40 and ending at the front surface of the rib 16F adjacent to the rear side of the front wall 40, and is bent downwards.

[0080] (Functions and Effects) Next, the effects of the fourth embodiment will be explained.

[0081] Since the bending portion 35, which is the starting point of deformation, in the vehicle frame structure 10C according to the fourth embodiment is composed of a first protrusion 35A, a second protrusion 35B, and a third protrusion 35D formed by bending the upper plate 16A, the lower plate 16B, and the middle plate 16D respectively, the front side member 16 can be crushed from the front side of the vehicle starting from the bending portion 35 when a frontal collision occurs.

[0082] <Fifth Implementation Method> Next, the vehicle frame structure 10D according to the fifth embodiment of this disclosure will be described. Figure 8This is a perspective view illustrating the main parts of the front side member 16-5 of a vehicle to which the vehicle frame structure 10D according to the fifth embodiment is applied. Furthermore, in the vehicle frame structure 10D according to the fifth embodiment, structural parts that are the same as those described in the first embodiment are labeled with the same numbers and their descriptions are omitted.

[0083] like Figure 8 As shown, the deformation starting point 36 of the front side member 16-5 in the fifth embodiment also has a weak point 37 compared to the deformation starting point 30 in the first embodiment. Hereinafter, although the first protrusion 36A, which is formed on the upper plate 16A as the deformation starting point 36, is described, the same structure with different protrusion directions can also be applied to the second protrusion 36B and the third protrusion 36D, which are formed on the lower plate 16B and the middle plate 16D respectively as the deformation starting point 36.

[0084] The first protrusion 36A has a groove formed on its inner surface as a vulnerable part 37. In this embodiment, as an example, the cross-section of the groove is formed into a generally triangular shape, but the shape of the groove is not limited to a generally triangular shape; it can also be rectangular, and the cross-sectional shape, depth, etc., can be changed. As a vulnerable part 37, as an example, the groove is formed on the entire first protrusion 36A along the vehicle width direction. When viewed from the vehicle width direction, the groove is formed at two locations: the obliquely front side and the obliquely rear side.

[0085] Furthermore, the vulnerable portion 37 is not limited to a groove and can also be formed by a cut. In this case, for example, cuts can be continuously or intermittently provided on at least one of the outer and inner surfaces of the first protrusion 36A, the second protrusion 36B, and the third protrusion 36D in the vehicle width direction. Additionally, the vulnerable portion 37 can also be formed by making the plate thickness thinner compared to other portions. In this case, for example, the plate thickness of the first protrusion 36A, the second protrusion 36B, and the third protrusion 36D can be thinner compared to the plate thickness of the upper plate 16A, the lower plate 16B, and the middle plate 16D.

[0086] (Functions and Effects) Next, the effects of the fifth embodiment will be explained.

[0087] In the vehicle frame structure 10D according to the fifth embodiment, since the deformation starting point portion 36 has a weak portion 37, when a frontal collision occurs, the deformation starting point portion 36, i.e. the first protrusion 36A, the second protrusion 36B and the third protrusion 36D, can be deformed more easily when the front side member 16 is crushed from the front side of the vehicle starting from the deformation starting point portion 36.

[0088] [Additional Explanation] Furthermore, although the vehicle frame structures 10, 10A to 10D mounted on the front side of the vehicle 12 have been described as an example of a vehicle frame structure in the above embodiments, this disclosure is not limited thereto. The vehicle frame structure of this disclosure can also be applied to a vehicle frame structure mounted on the rear side of the vehicle 12.

[0089] Furthermore, although the example described above illustrates that the front side members 16, 16-2 to 16-5 are formed by casting, this is not a limitation. For example, the front side members 16, 16-2 to 16-5 may also be formed of CFRP (carbon fiber reinforced plastic) in addition to metal. In this case, they may be formed, for example, by injection molding.

[0090] Furthermore, although the front side members 16, 16-2 to 16-5 have been described in the above embodiments, this disclosure can also be applied to parts other than the front side members 16, 16-2 to 16-5. For example, it can also be applied to the rear side member 66 (see...). Figure 1 Other skeleton components, such as suspension components not shown.

[0091] Furthermore, although in the above embodiment, the front side members 16, 16-2 to 16-5 open outwards in the vehicle width direction, the present invention is not limited to this; they can open inwards or to both sides. That is, the rear plate 16C can connect to the inner ends of the upper plate 16A, middle plate 16D, and lower plate 16B in the vehicle width direction, or it can connect to the outer ends. Alternatively, it can connect at the center in the vehicle width direction. In this case, ribs 16F are provided on both sides of the rear plate 16C in the vehicle width direction.

[0092] Furthermore, although in the above-described embodiment, the front side members 16, 16-2 to 16-5 are integrally formed with the frame body 11, this disclosure is not limited to this, and some parts may also be integrally formed. Specifically, the front wall 40 and the frame body 11 are separately formed, and the front side members are components that are joined together by inserting a separately formed second front side member (not shown) between the front side members 16, 16-2 to 16-5, which are side members integrally formed with the frame body 11, and the aforementioned front wall 40.

[0093] Furthermore, the structure of this disclosure is not limited to the above-described embodiments; the structure can be appropriately modified as long as the problem can be solved.

Claims

1. A vehicle frame structure, comprising: The main frame, including the wheel covers, is integrally formed by casting; The component part, at least a portion of which is included in the frame body, has an upper plate, a lower plate, which are respectively extended in the vehicle front-rear direction with the vertical direction of the vehicle as the plate thickness direction, and one or more middle plates disposed between the upper plate and the lower plate. The deformation starting point is respectively provided on the outer end of the upper plate, the lower plate and the middle plate in the vehicle front-rear direction, and has a first protrusion on the upper plate protruding upward in the vehicle direction, a second protrusion on the lower plate protruding downward in the vehicle direction and a third protrusion on the middle plate protruding downward in the vehicle direction.

2. The vehicle frame structure as described in claim 1, wherein, The component also includes longitudinal plates, which connect the middle plate and the upper plate, as well as the middle plate and the lower plate, respectively, with the vehicle's longitudinal direction as the plate thickness direction. Multiple longitudinal plates are provided at intervals in the vehicle's longitudinal direction. The first protrusion, the second protrusion, and the third protrusion are disposed in a manner offset from the longitudinal plate in the longitudinal direction of the vehicle.

3. The vehicle frame structure as described in claim 1, wherein, The second protrusion is located on the outer side of the vehicle in the longitudinal direction compared to the first protrusion.

4. The vehicle frame structure as described in claim 1, wherein, The deformation starting point has a vulnerable part.

5. The vehicle frame structure as described in claim 1, wherein, The deformation starting point is formed by bending the upper plate, the lower plate, and the middle plate to create a curved section.

6. The vehicle frame structure as described in claim 1, wherein, The middle plate has a thickness variation section where the inner side is thicker than the outer side in the longitudinal direction of the vehicle.

7. The vehicle frame structure as described in claim 2, wherein, The deformation starting point is also located between the longitudinal plates that are adjacent to each other in the longitudinal direction of the vehicle.

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