Vehicle frame structure, vehicle rear structure, and vehicle

Abstract

The present application relates to a vehicle frame structure, a vehicle rear structure, and a vehicle. The vehicle frame structure (101) is a hollow tubular vehicle frame structure (101) that can be arranged at a front or rear portion of a vehicle, has one end (103) and the other end (104) separated along the length direction, and is provided with: a first portion (101A) including the one end (103); a second portion (101B) including the other end (104); and an intermediate portion (101C) arranged between the first portion (101A) and the second portion (101B), wherein a reinforcing rib portion (120) that is continuous along the tube axis direction of the first portion (101A) is provided on at least the first portion (101A) of the vehicle frame structure (101), and one end (121) of the reinforcing rib portion (120) in the length direction is separated from the one end (103) of the vehicle frame structure (101).

Description

Technical Field

[0001] This invention relates to a vehicle frame structure, a vehicle rear structure, and a vehicle.

[0002] This application is based on and claims priority to Japanese Patent Application No. 2024-061667, filed in Japan on April 5, 2024, the contents of which are incorporated herein by reference. Background Technology

[0003] Conventionally, the straight section on the front side of a vehicle frame structure constructed at the front of a vehicle or the straight section on the rear side of a vehicle frame structure constructed at the rear of a vehicle has an energy-absorbing section that deforms due to the load input through the bumper during a collision from the front or rear, absorbing the collision energy (for example, Patent Document 1).

[0004] The vehicle frame structure in the front or rear structure of a vehicle is generally a closed-section structure. In Patent Document 1, the rear beam includes a straight section on the rear side, a straight section on the front side with a different tube axis position, and a bent section disposed between the straight sections on the rear and front sides. Patent Document 1 discloses a technique whereby by making the product of the material strength and plate thickness of the bent section greater than that of the straight section on the rear side, collision energy can be appropriately absorbed during a rear-end collision.

[0005] As a deformation method for ensuring energy absorption performance of the energy-absorbing section (hereinafter, sometimes referred to as the EA section), so-called corrugated deformation, which ensures a greater amount of plastic deformation throughout the entire EA section before the fracture of the material forming the EA section progresses, is preferred. Therefore, in Patent Document 1, a structure is also adopted to promote corrugated deformation by arranging a plurality of geometrically deformable sections 25 on the wall surface corresponding to the EA section in the vertical direction orthogonal to the load input direction.

[0006] Here, if the rigidity of the part of the straight section on the rear side that is adjacent to the downstream side of the EA section in the load input direction, that is, the part that is adjacent to the EA section on the front side, is different, then the deformation of this part will be different during a rear collision. As a result, the deformation mode of the EA section during a rear collision may be different.

[0007] However, in the construction of the straight section on the rear side of the rear beam in Patent Document 1, since no special study was conducted on the portion adjacent to the front side of the EA section, the rigidity of this portion is sometimes insufficient, and the EA section cannot achieve optimal deformation in the event of a rear-end collision. That is, when the EA section deforms due to a rear-end collision, the portion adjacent to the front side deforms significantly, and this deformation sometimes hinders the optimal deformation of the EA section.

[0008] Existing technical documents Patent documents Patent Document 1: Japanese Patent Publication No. 2022-547492 Summary of the Invention

[0009] The problem that the invention aims to solve The present invention was made in view of the above circumstances, and its object is to provide a vehicle frame structure, a vehicle rear structure and a vehicle that are preferably not hindered in absorbing collision energy and can fully ensure energy absorption performance.

[0010] Methods for solving problems The vehicle frame structure of the embodiment is a hollow tubular vehicle frame structure that can be disposed at the front or rear of a vehicle, and has one end and another end separated along the length direction. The vehicle frame structure includes: a first portion that can be disposed at a position near the front of the vehicle or near the rear of the vehicle, and includes the one end; a second portion that can be disposed at a position near the center of the vehicle, with the tube axis at a position different from the tube axis position of the first portion, and includes the other end; and an intermediate portion disposed between the first portion and the second portion, connecting the first portion and the second portion. At least the first portion of the vehicle frame structure is provided with a reinforcing rib that is continuous along the tube axis direction of the first portion, and one end of the reinforcing rib in the length direction is separated from the one end of the vehicle frame structure.

[0011] In addition, the vehicle rear structure of the embodiment includes: a pair of hollow tubular vehicle frame structures arranged along the front-rear direction of the vehicle; and a hollow tubular crossbeam arranged along the left-right direction of the vehicle, which connects the pair of vehicle frame structures, the pair of vehicle frame structures being the vehicle frame structures described previously.

[0012] In addition, the vehicle of the embodiment has the rear structure for vehicles described previously.

[0013] Invention Effects According to the present invention, a vehicle frame structure, a vehicle rear structure, and a vehicle are provided that are preferably resistant to deformation when absorbing collision energy and can fully ensure energy absorption performance as envisioned. Attached Figure Description

[0014] Figure 1 This is a perspective view of a rear structure for a vehicle according to a first embodiment of the present invention.

[0015] Figure 2 This is a top view schematic diagram showing the rear structure of a vehicle according to the first embodiment of the present invention.

[0016] Figure 3 This is a diagram showing a rear structure for a vehicle according to a first embodiment of the present invention, and is related to... Figure 1 A schematic diagram of the cross section corresponding to line AA.

[0017] Figure 4 This is a diagram showing a rear structure for a vehicle according to a first embodiment of the present invention, and is related to... Figure 1 A schematic diagram of the cross section corresponding to the BB line.

[0018] Figure 5 This is a diagram showing a rear structure for a vehicle according to a first embodiment of the present invention, and is related to... Figure 1 A schematic diagram of the cross-section corresponding to the CC line.

[0019] Figure 6 This is a top view schematic diagram showing the vehicle frame structure of the rear structure of a vehicle according to the first embodiment of the present invention.

[0020] Figure 7A The diagram shows the vehicle frame structure included in the rear structure of a vehicle according to the first embodiment of the present invention, and is intended to illustrate this. Figure 1 as well as Figure 2 An enlarged top view of the main parts.

[0021] Figure 7B It is along Figure 7A A schematic diagram of the cross-section of the DD line.

[0022] Figure 8A The diagram shows the vehicle frame structure included in the rear structure of a vehicle according to the first embodiment of the present invention, and is intended to illustrate this. Figure 1 as well as Figure 2 Enlarged side view of the main part.

[0023] Figure 8B It is along Figure 8A A schematic diagram of the cross-section of the EE line.

[0024] Figure 9 This is a top view schematic diagram showing the rear structure of a vehicle according to the second embodiment of the present invention.

[0025] Figure 10 This is a top view schematic diagram showing the rear structure of a vehicle according to the third embodiment of the present invention.

[0026] Figure 11 This is a schematic diagram showing a vehicle equipped with a rear structure for vehicles according to the fourth embodiment of the present invention. Detailed Implementation

[0027] The vehicle frame structure, the vehicle rear structure, and the vehicle according to embodiments of the present invention have the following configurations as described in [1] to

[18] .

[0028] [1] A vehicle frame structure is a hollow tubular vehicle frame structure that can be disposed at the front or rear of a vehicle and has one end and another end separated along the length direction, wherein the vehicle frame structure comprises: a first part that can be disposed at a position near the front of the front of the vehicle or near the rear of the rear of the vehicle and includes the one end; a second part that can be disposed at a position near the center of the vehicle, the position of the tube axis being different from the position of the tube axis of the first part, and includes the other end; an intermediate part disposed between the first part and the second part, connecting the first part and the second part, wherein at least the first part of the vehicle frame structure is provided with a reinforcing rib that is continuous along the tube axis direction of the first part, and one end of the reinforcing rib in the length direction is separated from the one end of the vehicle frame structure.

[0029] [2] According to the vehicle frame structure described in [1], an opening is formed on the vehicle frame structure for connecting a hollow cylindrical crossbeam along the left-right direction of the vehicle, and the opening is formed between the position of one end of the reinforcing rib in the length direction and the position of the other end of the reinforcing rib in the length direction.

[0030] [3] According to [2], the vehicle frame structure, wherein the opening is located in the first part of the vehicle frame structure.

[0031] [4] A vehicle frame structure according to any one of [1] to [3], wherein the reinforcing rib is continuously disposed between the first portion and the intermediate portion, and the other end of the reinforcing rib in the length direction is located at least in the intermediate portion.

[0032] [5] A vehicle frame structure according to any one of [1] to [4], wherein a gradient portion is provided on the side of one end of the reinforcing rib portion, wherein one or both of the reinforcing rib width or reinforcing rib height decreases toward the one end.

[0033] [6] According to the vehicle frame structure described in [5], in the first part of the vehicle frame structure, a first region is provided on the side of the middle part and a second region is provided on the side of the vehicle frame structure closer to one end than the first region. The wall thickness of the vehicle frame structure in the second region is less than the wall thickness of the vehicle frame structure in the first region. The second region has the gradient portion of the reinforcing rib and the one end.

[0034] [7] According to [5] or [6], the first part of the vehicle frame structure is provided with a first region on the middle part side and a second region on the side closer to one end of the vehicle frame structure than the first region. The yield strength and wall thickness of the vehicle frame structure in the second region are smaller than the yield strength and wall thickness of the vehicle frame structure in the first region. The second region has the gradient part of the reinforcing rib and the one end.

[0035] [8] A vehicle frame structure according to any one of [5] to [7], wherein, in the first part of the vehicle frame structure, a first region is provided on the side of the middle part and a second region is provided on the side of the vehicle frame structure closer to one end than the first region. Regarding the first region and the second region, when the difference (Hm-Hs) between the hardness Hm at the center of the wall thickness direction in the cross section perpendicular to the tube axis direction of the first part and the hardness Hs at the surface of the wall thickness direction in the cross section is taken as the hardness difference, the hardness difference in the second region is greater than the hardness difference in the first region. The second region has the gradient portion of the reinforcing rib and the one end.

[0036] [9] A vehicle frame structure according to any one of [1] to [8], wherein an upper wall portion is provided in the vehicle frame structure and the reinforcing rib portion is provided in the upper wall portion.

[0037]

[10] A vehicle frame structure according to any one of [1] to [9], wherein at least two or more of the reinforcing ribs are provided in the vehicle frame structure, and the two reinforcing ribs are respectively disposed at positions opposite each other on the tube shaft separated by the first portion.

[0038]

[11] According to the vehicle frame structure described in

[10] , an upper wall portion and a lower wall portion are provided on the vehicle frame structure, and two reinforcing rib portions are provided on the upper wall portion and the lower wall portion at positions opposite each other across the tube shaft of the first portion.

[0039]

[12] According to the vehicle frame structure described in

[10] , a side wall portion is provided on the frame structure, and one of the reinforcing rib portions is provided on the side wall portion.

[0040]

[13] A rear structure for a vehicle, comprising a vehicle frame structure as described in any one of [1] to

[12] .

[0041]

[14] A rear structure for a vehicle includes: a pair of hollow tubular vehicle frame structures arranged along the front-rear direction of the vehicle; and a hollow tubular crossbeam arranged along the left-right direction of the vehicle and connecting the pair of vehicle frame structures, wherein the pair of vehicle frame structures is any one of [1] to

[12] .

[0042]

[15] According to the rear structure of the vehicle as described in

[14] , the pair of vehicle frame structures and the crossbeam each have an upper wall portion facing the upper side of the vehicle and a lower wall portion facing the lower side of the vehicle, and at the connection position of the vehicle frame structure and the crossbeam, the height of each upper wall portion is the same and the height of each lower wall portion is the same.

[0043]

[16] According to

[14] or

[15] , the vehicle frame structure and the crossbeam are composed of an upper part located on the upper side of the vehicle and a lower part located on the lower side of the vehicle. An upper side beam and a lower side beam constituting the vehicle frame structure are respectively provided on the upper part and the lower part. A first region portion constituting a connection portion with the crossbeam, a second region portion located on one end side of the vehicle frame structure that is closer to the first region portion than the first region portion, and a third region portion located on the other end side of the vehicle frame structure that is closer to the first region portion than the first region portion are respectively provided on the upper side beam and the lower side beam. The first region portion, the second region portion and the third region portion are joined by a weld portion that does not have a heat-affected portion.

[0044]

[17] A vehicle having a vehicle frame structure as described in any one of [1] to

[12] .

[0045]

[18] A vehicle having a rear structure for a vehicle as described in any one of

[14] to

[15] .

[0046] The following is a detailed description of the vehicle frame structure and the vehicle rear structure according to embodiments of the present invention.

[0047] (First Implementation) First, the rear structure 100 for a vehicle according to the first embodiment of the present invention will be described. Figure 1 3D diagram and Figure 2 The vehicle rear structure 100 of this embodiment, shown in the top view, is configured to include: a pair of hollow tubular vehicle frame structures 101 arranged along the longitudinal direction of the vehicle; and a hollow tubular crossbeam 102 arranged along the left-right direction of the vehicle and connecting the pair of vehicle frame structures 101. Furthermore, in Figure 1 and Figure 2 In the rear structure 100 of the vehicle shown, such as Figure 2 As shown by the single-dotted line, it may also have a bumper beam 110 that engages with one end 103 of a pair of vehicle frame structures 101. Furthermore, as can be understood from the configuration of the bumper beam 110, in Figure 1 and Figure 2 In the rear structure 100 of the vehicle shown, one end 103 of a pair of vehicle frame structures 101 becomes the rear side of the vehicle, and the other end 104 of the pair of vehicle frame structures 101 becomes the central side of the vehicle.

[0048] Figures 3-5 express Figure 2 A schematic diagram of the cross-sections of lines AA, BB, and CC. (See attached diagram.) Figures 3-5 As shown, both the vehicle frame structure 101 and the crossbeam 102 are hollow tubular components with a closed cross-section. However, at the connection between the vehicle frame structure 101 and the crossbeam 102, the hollow portion of the vehicle frame structure 101 is interconnected with the hollow portion of the crossbeam 102. Along with this, an opening is provided in the vehicle frame structure 101 at the connection point with the crossbeam 102. The opening will be described later.

[0049] In addition, such as Figures 3-5 As shown, the rear structure 100 for a vehicle in this embodiment is constructed by integrally joining an upper part 100A located on the upper side of the vehicle and a lower part 100B located on the lower side of the vehicle. The upper part 100A and the lower part 100B are formed, for example, by a so-called hot pressing method after steel plates are machined into a predetermined shape to become blanks. As shown from... Figure 2 As can be seen from the cross-sections at lines AA, BB, and CC, each part of the upper component 100A and the lower component 100B has a cross-sectional shape formed by web portions 100a and 100b, longitudinal wall portions 100c, and flange portions 100d, respectively. The rear structure 100 for a vehicle in this embodiment is integrated by joining the flange portions 100d of the upper component 100A and the lower component 100B together. Furthermore, as a joining method, spot welding can be used, for example, and a structural adhesive can also be used in conjunction with spot welding.

[0050] And, as Figures 3-5 As shown, the upper component 100A includes an upper side beam 101U and an upper side crossbeam 102U. When the upper component 100A and the lower component 100B are integrally joined, the upper side beam 101U constitutes the vehicle frame structure 101 of the rear structure 100 for a vehicle. Furthermore, the upper side crossbeam 102U constitutes the crossbeam 102 of the rear structure 100 for a vehicle.

[0051] Similarly, the lower component 100B includes a lower side beam 101D and a lower side crossbeam 102D. The lower side beam 101D, together with the upper side beam 101U, constitutes the vehicle frame structure 101 of the rear structure 100 for a vehicle. The lower side crossbeam 102D, together with the upper side crossbeam 102U, constitutes the crossbeam 102 of the rear structure 100 for a vehicle.

[0052] Then, the upper side beam 101U and upper side crossbeam 102U constituting the upper part 100A are integrally formed by hot pressing. Similarly, the lower side beam 101D and lower side crossbeam 102D constituting the lower part 100B are integrally formed by hot pressing. Hot pressing refers to the method of heating a steel plate as a blank to soften it, forming the heated blank using a forming mold, and using the mold to dissipate heat to process the blank into the desired shape. The heating temperature of the blank can be above Ac3 point. Ac3 point refers to the temperature at which ferrite disappears in the metal structure of the blank. The metal structure processed by hot pressing becomes a martensite-based structure.

[0053] Alternatively, the upper component 100A and the lower component 100B can also be formed by hot pressing a so-called welded blank. The welded blank is formed by welding together multiple steel plates with different yield strengths and thicknesses. The yield strength or plate thickness of the upper component 100A and the lower component 100B formed from such a welded blank is locally different. For example, as described later, the upper side beam 101U and the lower side beam 101D can each be composed of multiple regions (the first region and the second region, described later) with different yield strengths or plate thicknesses.

[0054] In addition, when forming welded blanks by hot pressing, heating the welded blanks to above point Ac3 can eliminate the heat-affected zone of the welded part that remains during the manufacturing of the welded blanks.

[0055] In this embodiment, the rear vehicle structure 100 has upper wall portions 101a and 102a facing upwards towards the vehicle and lower wall portions 101b and 102b facing downwards towards the vehicle, respectively, on a pair of vehicle frame structures 101 and crossbeam 102. Furthermore, in this embodiment of the rear vehicle structure 100, it is preferable that the heights of the upper wall portions 101a and 102a are the same at the connection point between the vehicle frame structure 101 and the crossbeam 102, and the heights of the lower wall portions 101b and 102b are also the same. Therefore, when impact energy is applied, bending is less likely to occur at the connection point between the vehicle frame structure 101 and the crossbeam 102.

[0056] Next, a pair of vehicle frame structures 101, which are part of the vehicle rear structure 100 of this embodiment, will be described in detail. Figure 6 The diagram shows a top view of the vehicle frame structure 101 according to this embodiment. Additionally, Figure 7A The diagram shows a planar schematic top view of a portion of the vehicle's frame structure 101. Figure 7B The middle shows Figure 7A A schematic diagram of the longitudinal section at the DD line. Furthermore, Figure 8A The diagram shows a schematic cross-sectional view of a portion of the vehicle frame structure 101. Figure 8B The middle shows Figure 8A A longitudinal section diagram at the EE line. Furthermore, although the vehicle frame structure 101 of this embodiment is as shown in... Figures 1 to 5 As described above, it can be configured at the rear of the vehicle. However, the configuration position of the vehicle frame structure 101 in this embodiment is not limited to the rear of the vehicle, but can also be configured at the front of the vehicle.

[0057] like Figure 6 As shown, the vehicle frame structure 101 of this embodiment is a hollow tubular component having one end 103 and the other end 104 separated along the length direction. The vehicle frame structure 101 includes a first portion 101A containing one end 103, a second portion 101B containing the other end 104 of the vehicle frame structure 101, and an intermediate portion 101C disposed between the first portion 101A and the second portion 101B.

[0058] The first part 101A, the second part 101B, and the middle part 101C are all hollow tubular, and their hollow parts are interconnected.

[0059] Furthermore, the first part 101A, the second part 101B, and the intermediate part 101C constituting the vehicle frame structure 101 each have an upper wall portion 101a disposed on the upper side of the vehicle, a lower wall portion 101b disposed on the lower side of the vehicle, and a side wall portion 101c connecting the upper wall portion 101a and the lower wall portion 101b. The upper wall portion 101a and the lower wall portion 101b correspond to the web portion 100a in the previously described upper member 100A and lower member 100B. The side wall portion 101c corresponds to the longitudinal wall portion 100c in the upper member 100A and the lower member 100B.

[0060] In this embodiment, when the vehicle frame structure 101 is subjected to external stress due to a collision, only a portion of the first portion 101A is deformed without deforming the second portion 101B and the intermediate portion 101C, thereby absorbing the collision energy. More specifically, the region of the first portion 101A near one end 103 of the vehicle frame structure 101 is deformed to absorb the collision energy. On the other hand, the region of the first portion 101A near the other end 104 of the vehicle frame structure 101 remains undeformed. In this way, the intermediate portion 101C, located at the predetermined connection position between the vehicle frame structure 101 and the crossbeam 102 and positioned closer to the vehicle center than the first portion 101A, will not deform due to a collision. Hereinafter, the first portion 101A, the second portion 101B, and the intermediate portion 101C will be described.

[0061] The first portion 101A is configured to be positioned at the front of the vehicle or the rear of the vehicle, and includes one end 103 of the vehicle frame structure 101. When the bumper beam 110 is mounted on the vehicle frame structure 101, it is mounted on this first portion 101A. The tube axis of the first portion 101A is generally straight. That is, the first portion 101A extends along the longitudinal direction of the vehicle frame structure 101. More specifically, the first portion 101A extends in a generally straight line along the longitudinal direction of the vehicle frame structure 101.

[0062] The first part 101A can connect to the crossbeam 102. The vehicle frame structure 101 of this embodiment has a generally closed cross-section structure, but when the crossbeam 102 is connected to the vehicle frame structure 101, such as... Figure 8A As shown, an opening 150 is provided on the side wall portion 101c of the vehicle frame structure 101 at its connection position. It is configured such that the hollow portion of the vehicle frame structure 101 and the hollow portion of the crossbeam 102 are connected via the opening 150.

[0063] The second part 101B is configured to be positioned near the center of the vehicle, with its tube axis located at a different position than that of the first part 101A. Furthermore, the second part 101B includes the other end 104 of the vehicle frame structure 101. The other end 104 of the vehicle frame structure 101 can engage with other structures constituting the vehicle's cab.

[0064] The intermediate portion 101C is positioned between the first portion 101A and the second portion 101B to connect them. If the intermediate portion 101C were omitted and the first portion 101A and the second portion 101B were arranged in a straight line, the first portion 101A might interfere with the vehicle's tire covers (for the front or rear wheels), engine, battery, axle, etc. Therefore, the intermediate portion 101C serves to position the axle of the first portion 101A differently from that of the second portion 101B.

[0065] Next, the reinforcing rib 120 will be explained. For example... Figure 1 , Figure 2 , Figure 4 , Figures 6-8B As shown, a reinforcing rib 120 is formed on the upper wall 101a of the first portion 101A of the vehicle frame structure 101 in this embodiment. The reinforcing rib 120 is continuously provided from one end 121 to the other end 122 along the longitudinal direction of the first portion 101A. That is, like the first portion 101A, the entire reinforcing rib 120 extends along the longitudinal direction of the vehicle frame structure 101. More specifically, like the first portion 101A, the entire reinforcing rib 120 extends in a generally straight line along the longitudinal direction of the vehicle frame structure 101. One end 121 of the reinforcing rib 120 is located on the side of one end 103 of the vehicle frame structure 101, and the other end 122 is located on the side of the other end 104 of the vehicle frame structure 101. Moreover, the predetermined connection position of the crossbeam 102 is located between one end 121 and the other end 122 of the reinforcing rib 120. By providing reinforcing ribs 120, the rigidity of the first part 101A is locally improved.

[0066] like Figure 1 , Figure 2 , Figure 4 , Figures 6-8B As shown, the reinforcing rib 120 can be a groove-shaped concave reinforcing rib protruding into the inner side of the vehicle frame structure 101, or a convex reinforcing rib protruding into the outer side of the vehicle frame structure 101.

[0067] The other end 122 of the reinforcing rib 120 in the longitudinal direction is located at least in the intermediate portion 101C. That is, the reinforcing rib 120 is present at least in the intermediate portion 101C. The reinforcing rib 120 extends beyond the predetermined connection position of the crossbeam 102 to the intermediate portion 101C, thereby increasing the rigidity of the first portion 101A within the formation range of the reinforcing rib 120, thereby reliably preventing deformation of the predetermined connection position of the crossbeam 102 and the intermediate portion 101C during a collision. In addition, the other end 122 of the reinforcing rib 120 may also extend to the second portion 101B. That is, the reinforcing rib 120 may also be present in the second portion 101B.

[0068] The end 121 of the reinforcing rib 120 along its length is preferably as close as possible to one end 103 of the vehicle frame structure 101. The distance between the end 121 of the reinforcing rib 120 and one end 103 of the vehicle frame structure 101 is at least one-fifth or less of the total length of the vehicle frame structure 101. More preferably, it is at least one-tenth or less of the total length of the vehicle frame structure 101.

[0069] In the region of the first part 101A where the reinforcing rib 120 is provided, the compressive bending load against a load input along the tube axis direction of the first part 101A is relatively increased. On the other hand, the compressive bending load in the region of the first part 101A where the reinforcing rib 120 is not formed is lower than that in the region where the reinforcing rib 120 is formed. The range of the region where the reinforcing rib 120 is not formed, i.e., the region with relatively low compressive bending load, is such that the separation between one end 103 of the vehicle frame structure 101 and one end 121 of the reinforcing rib 120 is greater, thereby generating a larger range of compressive deformation when collision energy is input, which is beneficial for the absorption of collision energy. However, if the distance between one end 103 of the vehicle frame structure 101 and one end 121 of the reinforcing rib 120 is too long, the deformation range during a collision is expanded, and the deformation may sometimes affect the middle part 101C and the crossbeam 102. In particular, when deformation affects the predetermined connection position of the crossbeam 102 in the vehicle frame structure 101, the deformation range caused by the collision sometimes extends to the crossbeam 102. Therefore, as described above, the distance between one end 103 of the vehicle frame structure 101 and one end 121 of the reinforcing rib 120 is preferably set to a distance of less than 1 / 5 of the total length of the vehicle frame structure 101. More preferably, it is set to a distance of less than 1 / 10 of the total length of the vehicle frame structure 101.

[0070] Furthermore, it is preferable to provide a gradient portion 123 on one end 121 side of the reinforcing rib portion 120, where one or both of the reinforcing rib width or reinforcing rib height decreases toward one end 121. Additionally, in the case of a concave reinforcing rib, the reinforcing rib height is the groove depth; in the case of a convex reinforcing rib, the reinforcing rib height is the protrusion height. The gradient portion 123 is located on one end 121 side of the reinforcing rib portion 120. In other words, the gradient portion 123 of the reinforcing rib portion is located on the side where the input impact load is applied. In the gradient portion 123, the cross-sectional shape of the reinforcing rib portion 120 gradually decreases as it approaches one end 121 of the reinforcing rib portion 120, i.e., the side facing the input impact load. On the other hand, in the portion of the reinforcing rib portion 120 other than the gradient portion 123, the reinforcing rib width and reinforcing rib height are constant along the length direction of the reinforcing rib portion 120. Thus, in the following description, the portion where the reinforcing rib width and reinforcing rib height are constant will be referred to as the stabilizing portion 124. Figure 7A In the diagram, the boundary between the transition section 123 and the stabilizing section 124 is represented by a dashed line F. By providing such a transition section 123, the compressive bending load of the first portion 101A gradually decreases as it approaches one end 121 from near the boundary between the stabilizing section 124 and the transition section 123. Furthermore, the compressive bending load at the stabilizing section 124 of the first portion 101A is increased by the stabilizing section 124 and remains constant. Therefore, when impact energy is input to the first portion 101A during a collision, the portion of the first portion 101A without the reinforcing rib 120 undergoes corrugated buckling and crushing, while the buckling and crushing are smaller in the portion with the transition section 123, and even smaller in the portion with the transition section 123. Therefore, by bringing one end 121 of the reinforcing rib 120 as close as possible to one end 103 of the vehicle frame structure 101, even when collision energy is input to the first part 101A, it can be corrugated and crushed sequentially from one end 103 of the vehicle frame structure 101, thereby maximizing the energy absorption.

[0071] Alternatively, the first portion 101A can also be divided into a first region 131 located on the side of the intermediate portion 101C and a second region 132 located on the side of one end 103 of the vehicle frame structure 101, which is closer to the first region 131. Furthermore, a third region 133 may also exist in the vehicle frame structure 101, located on the side of the other end 104 of the vehicle frame structure 101, which is closer to the first region 131. The third region 133 includes the intermediate portion 101C and the second portion 101B. For example... Figure 6 , Figure 7A as well as Figure 8AAs shown, the first region 131 occupies the area of ​​the first portion 101A that is adjacent to the middle portion 101C and includes the area where the crossbeam 102 is formed in a predetermined position. In addition, the second region 132 occupies the area that is adjacent to the first region 131 and includes one end 103 of the vehicle frame structure 101.

[0072] The first region 131, the second region 132, and the third region 133 are joined, for example, by a welding section. For instance, when the upper component 100A and the lower component 100B are manufactured from welded blanks as described above, the first region 131, the second region 132, and the third region 133 are provided. However, when the upper component 100A and the lower component 100B are manufactured from a single steel plate, since there is no difference in local wall thickness or yield strength, the distinction between the first region 131, the second region 132, and the third region 133 is not provided.

[0073] When the first region 131 and the second region 132 are provided in the first part 101A, the wall thickness of the upper wall 101a, lower wall 101b, and side wall 101c constituting the second region 132 can be smaller than the wall thickness of each of the first region 131. Based on this, the transition portion 123 and one end portion 121 of the reinforcing rib 120 can be located in the second region 132. Therefore, when impact energy is input to the first part 101A, the first region 131 does not deform, while the second region 132 deforms preferentially.

[0074] Furthermore, when the first region 131 and the second region 132 are provided in the first part 101A, the yield strength and wall thickness of the upper wall 101a, lower wall 101b, and side wall 101c constituting the second region 132 can be smaller than the respective yield strength and wall thickness of the first region 131. Based on this, the transition portion 123 and one end portion 121 of the reinforcing rib 120 can be located in the second region 132. As a result, when impact energy is input to the first part 101A, the first region 131 does not deform, while the second region 132 easily deforms preferentially.

[0075] Furthermore, when the first region 131 and the second region 132 are provided in the first part 101A, it is preferable to adjust the hardness difference in the wall thickness direction of the upper wall 101a, the lower wall 101b, and the side wall 101c. Specifically, the hardness difference in the second region 132 can be made greater than the hardness difference in the first region 131.

[0076] The hardness difference refers to the difference (Hm-Hs) between the hardness Hm at the center of the wall thickness direction in a cross-section perpendicular to the tube axis of the first portion 101A in the upper wall portion 101a, lower wall portion 101b, and side wall portion 101c, and the hardness Hs at the surface layer in the wall thickness direction of that cross-section. Furthermore, the surface layer in the wall thickness direction refers to a position 50 μm deep from the surface, assuming the wall thickness of the upper wall portion 101a, lower wall portion 101b, and side wall portion 101c is t. The hardness Hs and Hm can be Vickers hardness measured under the same conditions. Therefore, the hardness difference is the difference in Vickers hardness.

[0077] Furthermore, when the upper wall portion 101a, lower wall portion 101b, and side wall portion 101c are made of steel, the reference surface for the Vickers hardness measurement location refers to the surface of the steel. Conversely, when the upper wall portion 101a, lower wall portion 101b, and side wall portion 101c are made of plated steel, the reference surface for the Vickers hardness measurement location refers to the interface between the plating and the steel. Additionally, plated steel refers to steel with a plating formed on its surface.

[0078] As a coating, there are no particular limitations, but examples include molten zinc plating, alloyed molten zinc plating, electroplating zinc, Zn-Ni coating (electroplated alloy zinc coating), Sn coating, Al-Si coating, alloyed electroplating zinc, molten zinc-aluminum alloy coating, molten zinc-aluminum-magnesium alloy coating, molten zinc-aluminum-magnesium-Si alloy coating, and zinc vapor-deposited Al coating.

[0079] By making the hardness difference of the second region 132 greater than that of the first region 131, when the second region 132 deforms due to the input of collision energy to the first part 101A, the surface of the upper wall 101a, lower wall 101b and side wall 101c of the second region 132 becomes less prone to plastic deformation and cracking, thereby preventing the first part 101A from breaking and maintaining the energy absorption capacity of the vehicle frame structure 101 until the collision energy disappears.

[0080] There are no particular restrictions on the wall thickness, yield strength, and hardness difference of the third region 133. For example, it can be the same as the wall thickness, yield strength, and hardness difference of the first region 131.

[0081] The wall thickness of the first region 131 is preferably in the range of 1.4 to 2.0 mm. The wall thickness of the second region 132 is preferably in the range of 0.8 to 1.2 mm.

[0082] The yield strength (0.2% yield point) of the first region 131 is preferably in the range of 1100 to 1800 MPa, for example. The yield strength (0.2% yield point) of the second region 132 is preferably in the range of 800 to 1150 MPa, for example.

[0083] The hardness difference of the first region 131 is preferably in the range of -50 to 50 HV. The hardness difference of the second region 132 is preferably in the range of 100 to 150 HV.

[0084] Vickers hardness can be measured, for example, according to JIS Z 2244-1:2020. Measurements are taken at a location at least 10 mm away from the area, excluding areas with localized hardness variations such as bent or welded sections. Specifically, a cross-section parallel to the plate thickness direction is formed at the measurement location. Vickers hardness values ​​are measured at a total of five points along a line orthogonal to the plate thickness direction at 2 mm intervals, at the center of the plate thickness and at a depth of 50 μm from the surface on this cross-section. The test force for measuring the Vickers hardness Hm at the center of the plate thickness is 9.807 N. The test force for measuring the Vickers hardness Hs at a depth of 50 μm from the surface is 0.1961 N. The average value of these five points is then taken as the Vickers hardness Hm and Hs for that location. The case where the Vickers hardness test is performed on plated steel will be described later.

[0085] Yield strength refers to the maximum stress that a material can generate without causing plastic deformation. In this embodiment, the yield strength refers to the 0.2% yield point. The 0.2% yield point can be determined according to JIS Z 2241:2011. When evaluating the relationship between the yield strengths of the first region 131 and the second region 132, it is preferable to conduct the evaluation under the same specimen shape and the same test conditions.

[0086] The test specimen for yield strength is a plate-shaped specimen as specified in ASTM A370-22 (thickness: the original thickness of the first region 131 and the second region 132). Any specimen specified in the above standard can be either a subsize specimen or a standard specimen. A subsize specification of the Rectangular Tension Test Specimens is particularly preferred. The specimen collection location is preferably a part that allows for collection of the aforementioned plate-shaped specimen. The case where the yield strength is measured on plated steel will be described later. Furthermore, the tensile test is conducted at a tensile speed (strain rate) of 0.015 ± 0.003 / min. The tensile test is performed three times, and the arithmetic mean of the three measurements is taken as the yield strength.

[0087] When the objects for measuring yield strength and Vickers hardness Hm and Hs are coated steel, the methods for determining the "surface" that serves as the reference for the measurement location of Vickers hardness Hm and Hs and the "thickness" of the test piece for yield strength are explained.

[0088] The thickness of the coating on coated steel was determined using a high-frequency glow discharge surface analyzer (GDS). The specific measurement method is described below.

[0089] Three arbitrary measurement points are determined on the coating. At each measurement point, the concentrations of each element, Fe, Mn, Zn, Si, Al, O, Cr, Ni, Mg, Cu, and Sn, are measured while sputtering is performed from the surface of the coating.

[0090] The content of each element is analyzed in the depth direction to determine the depth at which the Fe concentration first reaches 90% by mass or more. This depth is taken as the interface between the steel and the coating. Then, the average depth at each measurement point is calculated, and this average value is taken as the coating thickness. In addition, if the Fe concentration does not reach 90% by mass or more by the depth that can be analyzed by one GDS measurement, that is, if the coating thickness is greater than the measurable depth, at any location in the same area different from the previously measured location, 80-90% of the coating equivalent to the previously measured depth is removed by grinding. Based on the change in plate thickness before and after grinding to determine the depth of the coating removed by grinding, GDS analysis is performed again on the ground surface. The results of the first and subsequent measurements are combined to determine the coating thickness.

[0091] Regarding yield strength, when the yield strength is measured on plated steel, a test piece with the plated coating is used to determine the tensile strength. "Thickness: Original thickness of the first region 131 and the second region 132" is set as the thickness of the steel portion obtained by subtracting the coating thickness from the total thickness of the plated steel. That is, the original cross-sectional area of ​​the test piece used in the yield strength calculation is the original cross-sectional area of ​​the steel portion excluding the coating.

[0092] Regarding Vickers hardness, when the Vickers hardness test subject is coated steel, a test piece with the coating applied is used for Vickers hardness measurement. A cross-section of the coated steel, parallel to the thickness direction of the sheet, is formed at the Vickers hardness measurement location. Then, the thickness of the steel portion, obtained by subtracting the coating thickness from the total thickness of the coated steel, is determined. Vickers hardness values ​​are measured at a total of 5 points, at the center of the steel portion thickness and at a depth of 50 μm from the surface of the steel portion (the interface between the coating and the steel), along a line orthogonal to the thickness direction, at measurement intervals of 2 mm. The average value of these 5 points is then taken as the Vickers hardness Hm and Hs of that location.

[0093] Furthermore, the welded portion that joins the first region 131, the second region 132, and the third region 133 preferably does not have a heat-affected zone. As described above, when manufacturing the upper component 100A and the lower component 100B from the welded blank by hot pressing, the heat-affected zone disappears in the welded portion that joins the first region 131, the second region 132, and the third region 133 by heating to point Ac3 or above.

[0094] Furthermore, in this embodiment, the case where a reinforcing rib 120 is provided on the upper wall portion 101a of the vehicle frame structure 101 has been described. However, this embodiment is not limited to this, and reinforcing ribs 120 may also be provided on both the upper wall portion 101a and the lower wall portion 101b of the vehicle frame structure 101. That is, the two reinforcing ribs 120 may also be positioned opposite each other across the tube axis of the first portion 101A. As a result, when collision energy is input, the first portion 101A will not warp or bend to the upper or lower side, but will deform in a manner that is compressed toward the tube axis of the first portion 101A.

[0095] Alternatively, in this embodiment, a reinforcing rib may also be provided on the side wall portion 101c of the first portion 101A of the vehicle frame structure 101. In this case, the reinforcing rib only needs to be provided on the outer side of the vehicle frame structure 101, that is, on the side where the crossbeam 102 is not provided. In addition, the reinforcing rib provided on the side wall portion 101c may also exist in the middle portion 101C in the same way as the reinforcing rib 120 provided on the upper wall portion 101a. By providing a reinforcing rib on the side wall portion 101c, when impact energy is input, the first portion 101A will not bend, but will deform by being compressed in the direction of the tube axis of the first portion 101A.

[0096] As explained above, in this embodiment, the vehicle frame structure 101 has a reinforcing rib 120 continuously extending along the tube axis of the upper wall 101a of the hollow cylindrical first portion 101A. One end 121 of the reinforcing rib 120 in the longitudinal direction is as close as possible to one end 103 of the vehicle frame structure 101. Therefore, the rigidity is increased in the area of ​​the first portion 101A where the reinforcing rib 120 is provided, while the rigidity is relatively lower in the area where the reinforcing rib 120 is not provided, i.e., between one end 121 of the reinforcing rib 120 and one end 103 of the vehicle frame structure 101. Furthermore, the area where the rigidity is relatively lower is located on the side of one end 103 of the vehicle frame structure 101, i.e., the side where a load is applied, compared to the area where the rigidity is increased by the reinforcing rib 120. Thus, when a load is applied due to a collision or the like, the area of ​​the first portion 101A where the reinforcing rib 120 is not provided can deform by compression along its tube axis to absorb collision energy. On the other hand, deformation is difficult to occur within the area where the reinforcing rib 120 is provided, which can suppress the propagation of deformation towards the center of the vehicle.

[0097] In addition, in the vehicle frame structure 101 of this embodiment, an opening 150 for connecting the crossbeam 102 may be formed. In this case, the opening 150 is positioned between the position of one end 121 in the longitudinal direction of the reinforcing rib 120 and the position of the other end 122 in the longitudinal direction of the reinforcing rib 120. Therefore, even if there is a concern that the rigidity of the vehicle frame structure 101 may be reduced due to the presence of the opening 150, the rigidity near the opening 150 can be strengthened by the reinforcing rib 120, thereby suppressing deformation at the predetermined connection position with the crossbeam 102.

[0098] Furthermore, in the vehicle frame structure 101 of this embodiment, when the opening 150 is in the first part 101A, the deformation caused by the collision energy during a collision may also affect the crossbeam 102. Since the rigidity near the opening 150 can be strengthened by the reinforcing rib 120, the deformation at the predetermined connection position with the crossbeam 102 can be suppressed.

[0099] Furthermore, in the vehicle frame structure 101 of this embodiment, the reinforcing rib 120 is continuously provided from the first part 101A to the middle part 101C, and the other end 122 of the reinforcing rib 120 in the longitudinal direction is located in the middle part 101C. Therefore, when a collision load is input, the deformation of the middle part 101C can be suppressed in addition to the first part 101A, and the propagation of deformation to the center of the vehicle can be suppressed.

[0100] Furthermore, in the vehicle frame structure 101 of this embodiment, a gradient portion 123 that decreases towards one end 121 of the reinforcing rib 120 may be provided on one end 121 side. As a result, when a collision load is input to the vehicle frame structure 101, stress is less likely to concentrate at one end 121 of the reinforcing rib 120, and the first portion 101A will not break near the boundary between the area where the reinforcing rib 120 is provided and the area where the reinforcing rib 120 is not provided, thus not hindering the absorption of collision energy by the first portion 101A and suppressing the propagation of deformation towards the center of the vehicle.

[0101] Furthermore, in this embodiment, the first part 101A of the vehicle frame structure 101 has a first region 131 and a second region 132 located at a position closer to one end 103 of the vehicle frame structure 101 than the first region 131 and with a wall thickness smaller than the first region 131. The second region 132 has a gradient 123 of the reinforcing rib 120 and an end 121. Therefore, in the event of a collision, the first region 131 is difficult to deform while the second region 132 is easy to deform, and the collision energy can be absorbed in the second region 132.

[0102] Furthermore, in this embodiment, the first part 101A of the vehicle frame structure 101 has a first region 131 and a second region 132 located at a position closer to one end 103 of the vehicle frame structure 101 than the first region 131, and with a yield strength and wall thickness smaller than the first region 131. The second region 132 has a transition portion 123 of the reinforcing rib portion 120 and an end portion 121. Therefore, in the event of a collision, the first region 131 is difficult to deform while the second region 132 is easy to deform, and the second region 132 can absorb the collision energy.

[0103] Furthermore, in this embodiment, the first part 101A of the vehicle frame structure 101 has a first region 131 and a second region 132 located on the side of one end 103 of the vehicle frame structure 101 that is closer to the first region 131 and has a smaller hardness difference than the first region 131. The second region 132 has a gradient 123 of the reinforcing rib 120 and one end 121. Therefore, in the event of a collision, the surface of the upper wall 101a, lower wall 101b and side wall 101c constituting the second region 132 is unlikely to crack. The second region 132 can fully absorb the collision energy and suppress the deformation from affecting the first region 131.

[0104] Furthermore, in the vehicle frame structure 101 of this embodiment, reinforcing ribs 120 can be provided not only on the upper wall portion 101a, but also on both the upper wall portion 101a and the lower wall portion 101b. This allows the first portion 101A to reliably deform in a compressed manner along its axial direction when impact energy is input, suppressing the propagation of deformation towards the vehicle's center. Additionally, reinforcing ribs can also be provided on the side wall portion 101c of the vehicle frame structure 101 in this embodiment to compress and deform the first portion 101A along its axial direction.

[0105] The rear structure 100 for a vehicle in this embodiment includes a pair of vehicle frame structures 101. The vehicle frame structure 101 is the vehicle frame structure 101 of this embodiment in which a reinforcing rib 120 is provided in the first part 101A. Therefore, the first part 101A can be deformed by compression along its tube axis direction, and the propagation of deformation toward the center of the vehicle can be suppressed.

[0106] Furthermore, the rear structure 100 for vehicles in this embodiment includes a pair of vehicle frame structures 101 and a crossbeam 102. The vehicle frame structure 101 is the vehicle frame structure 101 of this embodiment with a reinforcing rib 120 provided in the first part 101A. Therefore, the first part 101A can be deformed by compression along its tube axis direction. Moreover, the connection between the vehicle frame structure 101 and the crossbeam 102 does not deform during a collision. Therefore, the range of deformation can be reduced and the propagation of deformation towards the center of the vehicle can be suppressed.

[0107] Furthermore, in this embodiment, at the connection point between the vehicle frame structure 101 and the crossbeam 102, the upper wall portion 101a of the vehicle frame structure 101 and the upper wall portion 102a of the crossbeam 102 have the same height, and the lower wall portion 101b of the vehicle frame structure 101 and the lower wall portion 102b of the crossbeam 102 have the same height. Therefore, when collision energy is applied, it is difficult for bending to occur at the connection point between the vehicle frame structure 101 and the crossbeam 102, and the propagation of deformation towards the center of the vehicle can be suppressed.

[0108] Furthermore, in the vehicle frame structure 101 of the rear structure 100 of this embodiment, a first region 131 serving as a connection portion to the crossbeam 102, a second region 132 located on one end 103 side of the vehicle frame structure 101, and a third region 133 located on the other end 104 side of the vehicle frame structure 101 are provided, and are joined together via welded portions that do not have heat-affected zones. Therefore, the strength near the welded portions does not locally decrease, and the generation of cracks originating from the welded portions can be suppressed. As a result, the first portion 101A can be deformed by compression along its tube axis, and the propagation of deformation towards the vehicle center can be suppressed.

[0109] (Second Implementation) Next, the rear structure 200 for a vehicle according to the second embodiment of the present invention will be described. Figure 9 The rear structure 200 for a vehicle shown in this embodiment has a structure that is substantially the same as that of the rear structure 100 for a vehicle in the first embodiment. The difference between the rear structure 200 for a vehicle in this embodiment and the rear structure 100 for a vehicle in the first embodiment is the extent in which the reinforcing ribs are provided.

[0110] The reinforcing rib 220 of the vehicle rear structure 200 in this embodiment is similar to that in the first embodiment, continuously extending from one end 221 to the other end 222 along the longitudinal direction of the first portion 101A. One end 221 of the reinforcing rib 220 is located on the side of one end 103 of the vehicle frame structure 101, and the other end 122 is located on the side of the other end 104 of the vehicle frame structure 101. Furthermore, the predetermined connection position of the crossbeam 102 is located between one end 121 and the other end 222 of the reinforcing rib 220.

[0111] Similar to the first embodiment, the other end 222 of the reinforcing rib 220 in the longitudinal direction is located in the middle portion 101C. On the other hand, compared to the first embodiment, one end 221 of the reinforcing rib 220 in the longitudinal direction is located further away from one end 103 of the vehicle frame structure 101. Similar to the first embodiment, the distance between one end 221 of the reinforcing rib 220 and one end 103 of the vehicle frame structure 101 is less than 1 / 5 of the total length of the vehicle frame structure 101. In addition, it is less than 2 / 3 of the distance between one end 103 of the vehicle frame structure 101 and the predetermined connection position of the crossbeam 102.

[0112] As is preferred in the first embodiment, a gradient portion 223 is provided on one end 221 of the reinforcing rib portion 220, where one or both of the reinforcing rib width or reinforcing rib height decreases toward one end 221.

[0113] Furthermore, similar to the first embodiment, the first portion 101A of this embodiment can also be divided into a first region 131 located on the side of the middle portion 101C and a second region 132 located on the side of one end 103 of the vehicle frame structure 101, which is closer to the first region 131 than the first region 131. Based on this, the gradient portion 223 and one end portion 221 of the reinforcing rib 220 can be located in the second region 132.

[0114] As described above, the vehicle rear structure 200 and the vehicle frame structure 101 provided by the vehicle rear structure 200 of this embodiment can achieve the same effect as the first embodiment.

[0115] (Third Implementation) Next, the rear structure 300 for a vehicle according to the third embodiment of the present invention will be described. Figure 10 The rear structure 300 for a vehicle shown in this embodiment has a structure that is substantially the same as that of the rear structure 100 for a vehicle in the first embodiment. The difference between the rear structure 300 for a vehicle in this embodiment and the rear structure 100 for a vehicle in the first embodiment is the extent in which the reinforcing ribs are provided.

[0116] Similar to the first embodiment, in this embodiment, the reinforcing rib 320 of the vehicle rear structure 300 is continuously provided along the tube axis direction of the first portion 101A, extending from one end 321 of the reinforcing rib 120 in the longitudinal direction to the other end 322. One end 321 of the reinforcing rib 320 is located on the side of one end 103 of the vehicle frame structure 101, and the other end 322 is located on the side of the other end 104 of the vehicle frame structure 101.

[0117] Similar to the first embodiment, one end 321 of the reinforcing rib 320 in the longitudinal direction is located at a position separated from one end 103 of the vehicle frame structure 101. Also similar to the first embodiment, the distance between one end 221 of the reinforcing rib 320 and one end 103 of the vehicle frame structure 101 is less than one-fifth of the total length of the vehicle frame structure 101. Furthermore, it is less than two-thirds of the distance between one end 103 of the vehicle frame structure 101 and the predetermined connection position of the crossbeam 102.

[0118] On the other hand, in this embodiment, the other end 322 of the reinforcing rib 320 in the longitudinal direction does not extend to the predetermined connection position of the crossbeam 102. That is, the reinforcing rib 320 is not formed at the predetermined connection position of the crossbeam 102. Therefore, the rigidity at the predetermined connection position of the crossbeam 102 is lower than that in the first or second embodiment. However, as in the first and second embodiments, one end 321 of the reinforcing rib 320 in the longitudinal direction is located at a position separated from one end 103 of the vehicle frame structure 101. Therefore, the range with relatively low rigidity is located on the side of one end 103 of the vehicle frame structure 101, i.e., the side where the load is input, compared to the range where the rigidity is increased by the reinforcing rib 320. As a result, when a load is input due to a collision, as in the first and second embodiments, the range in the first part 101A where the reinforcing rib 120 is not provided can be deformed in a way that compresses along its tube axis to absorb collision energy.

[0119] Furthermore, in this embodiment, similarly to the first embodiment, it is preferable to provide a gradient portion 323 on one end 321 of the reinforcing rib portion 320, where one or both of the reinforcing rib width or reinforcing rib height decreases toward one end 321.

[0120] Furthermore, in this embodiment, similar to the first embodiment, the first portion 101A can also be divided into a first region 131 located on the side of the middle portion 101C and a second region 132 located on the side of one end 103 of the vehicle frame structure 101, which is closer to the first region 131 than the first region 131. Based on this, the gradient portion 323 and one end portion 321 of the reinforcing rib portion 320 can be located in the second region 132.

[0121] As described above, the vehicle rear structure 300 and the vehicle frame structure 101 provided by the vehicle rear structure 300 of this embodiment can achieve the same effect as the first embodiment.

[0122] (Fourth Implementation) exist Figure 11 A schematic diagram of a vehicle as a fourth embodiment of the present invention is shown. (As shown) Figure 11As shown, the vehicle of this embodiment includes a rear structure 300. The rear structure 300 is positioned further rearward than the passenger compartment. Furthermore, a vehicle frame structure 101 constituting the rear structure 300 serves as a rear side member RM. One end of the vehicle frame structure 101 is positioned facing rearward. The vehicle frame structure 101 functions as an impact absorber for the vehicle. Therefore, even if a collision load is applied from the rear of the vehicle, the vehicle frame structure 101 absorbs the collision energy, preventing deformation of the passenger compartment and ensuring occupant safety.

[0123] Example The upper and lower components are manufactured by forming the welded blanks using hot stamping, and then joined together using spot welding. Figure 2 , Figure 9 or Figure 10 The diagram shows a rear structure for a vehicle. A bumper beam is attached to one end of the vehicle frame structure. The vehicle frame structure constituting the rear structure includes a first region, a second region, and a third region. The first and third regions are constructed of steel with a plate thickness of 1.6 mm and a yield strength of 1105-1498 MPa. The second region is constructed of steel with a plate thickness of 1.0 mm and a yield strength of 900-1105 MPa.

[0124] A CAE analysis was performed on the bumper beam of the obtained vehicle rear structure, simulating a full overlap collision with a rigid barrier of 1100 kgf from the rear at 50 km / h. Fully constrained boundary conditions were set at the boundaries of 101B and 101C.

[0125] The deformation state of the rear structure for vehicles was then evaluated using the following evaluation criteria.

[0126] [Evaluation Criteria] ◎…One end of the first region of the vehicle frame structure is corrugated and crushed, but no deformation was found at the connection with the crossbeam.

[0127] 〇…One end of the first region of the vehicle frame structure was corrugated and crushed, and slight deformation was also confirmed at the connection with the crossbeam.

[0128] △…One end of the first region of the vehicle frame structure was not crushed, but the rest was crushed, and slight deformation was also found at the connection with the crossbeam.

[0129] ×… Significant deformation was confirmed at the connection point with the crossbeam in the first part of the vehicle frame structure, while the rest of the parts, including the portion on one end side, were not crushed.

[0130] The results are shown in Table 1.

[0131] [Table 1]

[0132] As shown in Table 1, the rear structure for vehicles that meets the requirements of the present invention is better than that of the comparative example.

[0133] Industrial availability According to the present invention, a vehicle frame structure, a vehicle rear structure, and a vehicle are provided that are preferably not hindered when absorbing collision energy and can fully ensure energy absorption performance, and are therefore industrially applicable.

[0134] Explanation of symbols 100: Rear structure for vehicles 100A: Upper component 100B: Lower component 101: Vehicle Frame Structure 101a: Upper wall portion 101b: Lower wall portion 101c: Side wall portion 101A: Part One 101B: Part Two 101C: Middle section 101U: Upper side beam 101D: Lower side beam 102: Crossbeam 102U: Upper crossbeam 102D: Lower crossbeam 103: One end of the vehicle's frame structure 104: The other end of the vehicle's frame structure 110: Bumper beam 120, 220, 320: Reinforcing ribs 121, 221, 321: One end 122, 222, 322: The other end 123, 223, 323: Gradient section 124: Stability Department 131: First Regional Division 132: Second Regional Division 133: Third Regional Department 150: Opening

Claims

1. A vehicle frame structure, which is a hollow tubular vehicle frame structure that can be disposed at the front or rear of a vehicle and has one end separated along its length and the other end, wherein, The vehicle frame structure includes: The first part can be configured at a position slightly forward of the front of the vehicle or slightly rear of the rear, and includes one end; The second part can be configured at a position near the center of the vehicle, the tube shaft position is at a position different from the tube shaft position of the first part, and includes the other end; as well as The middle section, positioned between the first section and the second section, connects the first section and the second section. At least the first portion of the vehicle frame structure is provided with a reinforcing rib that is continuous along the tube axis of the first portion. One end of the reinforcing rib in the longitudinal direction is separated from the other end of the vehicle frame structure.

2. The vehicle frame structure according to claim 1, wherein, An opening is formed on the vehicle frame structure for connecting a hollow cylindrical crossbeam along the left-right direction of the vehicle. The opening is located between one end of the reinforcing rib along its length and the other end of the reinforcing rib along its length.

3. The vehicle frame structure according to claim 2, wherein, The opening is located in the first part of the vehicle frame structure.

4. The vehicle frame structure according to claim 1, wherein, The reinforcing ribs are continuously disposed between the first portion and the middle portion, and the other end of the reinforcing ribs in the length direction is located at least in the middle portion.

5. The vehicle frame structure according to claim 1, wherein, On one end side of the reinforcing rib, there is a gradient portion where one or both of the reinforcing rib width or reinforcing rib height decrease towards that end.

6. The vehicle frame structure according to claim 5, wherein, The first portion of the vehicle frame structure includes a first region located on the middle portion side and a second region located on the end side of the vehicle frame structure that is closer to the first region than the first region. The wall thickness of the vehicle frame structure in the second region is less than the wall thickness of the vehicle frame structure in the first region. The second region has the gradient portion of the reinforcing rib and the end portion.

7. The vehicle frame structure according to claim 5, wherein, The first portion of the vehicle frame structure includes a first region located on the middle portion side and a second region located on the end side of the vehicle frame structure that is closer to the first region than the first region. The yield strength and wall thickness of the vehicle frame structure in the second region are respectively less than the yield strength and wall thickness of the vehicle frame structure in the first region. The second region has the gradient portion of the reinforcing rib and the end portion.

8. The vehicle frame structure according to claim 5, wherein, The first portion of the vehicle frame structure includes a first region located on the middle portion side and a second region located on the end side of the vehicle frame structure that is closer to the first region than the first region. Regarding both the first and second regions, when the difference (Hm-Hs) between the hardness Hm at the center of the wall thickness direction in a cross-section perpendicular to the tube axis direction of the first region and the hardness Hs at the surface of the wall thickness direction in that cross-section is defined as the hardness difference, the hardness difference in the second region is greater than the hardness difference in the first region. The second region has the gradient portion of the reinforcing rib and the end portion.

9. The vehicle frame structure according to claim 1, wherein, The vehicle frame structure is provided with an upper wall portion, and the reinforcing rib portion is provided on the upper wall portion.

10. The vehicle frame structure according to claim 1, wherein, The vehicle frame structure is provided with at least two of the aforementioned reinforcing ribs. The two reinforcing ribs are respectively positioned opposite each other on the tube axis separated by the first part.

11. The vehicle frame structure according to claim 10, wherein, The vehicle frame structure includes an upper wall and a lower wall, and two reinforcing ribs are disposed on the upper wall and the lower wall at positions opposite each other, separated by the tube axis of the first part.

12. The vehicle frame structure according to claim 10, wherein, The vehicle frame structure is provided with a side wall portion, and one of the reinforcing ribs is provided in the side wall portion.

13. A rear structure for a vehicle comprising the vehicle frame structure as described in any one of claims 1 to 12.

14. A rear structure for a vehicle, comprising: A pair of hollow tubular vehicle frame structures, arranged along the longitudinal direction of the vehicle; and Hollow tubular crossbeams are arranged along the left-right direction of the vehicle and connect the pair of vehicles with a frame structure. The pair of vehicle frame structures are the vehicle frame structures according to any one of claims 1 to 12.

15. The rear structure for a vehicle according to claim 14, wherein, The pair of vehicle frame structures and the crossbeam each have an upper wall portion facing upwards towards the vehicle and a lower wall portion facing downwards towards the vehicle. At the connection point between the vehicle frame structure and the crossbeam, the heights of the upper walls are consistent, and the heights of the lower walls are consistent.

16. The rear structure for a vehicle according to claim 14, wherein, The vehicle frame structure and the crossbeam are composed of an upper component located on the upper side of the vehicle and a lower component located on the lower side of the vehicle. The upper component and the lower component are respectively provided with an upper side beam and a lower side beam that constitute the vehicle frame structure. The upper beam and the lower beam are respectively provided with a first region that forms a connection portion with the crossbeam, a second region located at one end of the vehicle frame structure that is closer to the first region than the first region, and a third region located at the other end of the vehicle frame structure that is closer to the first region than the first region. The first region, the second region, and the third region are joined together via welds that do not have heat-affected zones.

17. A vehicle having a vehicle frame structure according to any one of claims 1 to 12.

18. A vehicle having the rear structure for a vehicle as described in claim 14.

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