Frame structure for a vehicle and method of an absorbing structure

Abstract

Frame structure for a vehicle, comprising: an outer panel (2a) forming an outer wall portion in a vehicle width direction of a frame (2); an inner panel (2b) forming an inner wall portion in the vehicle width direction of the frame (2) and cooperating with the outer panel (2a) to form a closed main cross-section (C) extending substantially in a longitudinal direction; a reinforcing member (12) provided in the main cross-section (C), the reinforcing member (12) being connected to only one of the outer panel (2a) and the inner panel (2b) and being spaced from the other of the outer panel (2a) and the inner panel (2b) so as to cooperate with said one of the outer panel (2a) and the inner panel (2b) to form a closed sub-cross-section extending substantially in the longitudinal direction; a bending support portion (9) formed at a portion of the other of the outer panel (2a) and the inner panel (2b) arranged at a position corresponding to the reinforcing member (12), the bending support portion (9) being configured to be a starting point that causes the frame (2) to bend toward the reinforcing member (12) when a collision load is applied to the frame (2) in a vehicle collision; and a compressing mechanism (14) provided at a position located on a front end side of the frame (2) relative to the reinforcing member (12) and immediately in front of the reinforcing member (12), and configured to make the reinforcing member (12) compressible or collapsible in a bending direction in the vehicle collision.

Description

[0001] The present invention relates to a frame structure for a vehicle, comprising a reinforcing member provided in a closed main cross-section and cooperating with one of an outer panel and an inner panel to form a closed sub-cross-section extending substantially in a longitudinal direction. Furthermore, the invention relates to a method for providing an absorbing structure.

[0002] Conventionally, a structure in which an impact bushing (an impact box) configured to be axially compressibly deformable is provided at a tip portion of a front side frame made of a high-tensile steel plate, and a plurality of impact absorbing mechanisms configured to be preliminarily bendable are provided over a range from a central portion of the front side frame to a rear end portion of the front side frame, has been used to increase impact energy absorption in a vehicle frontal collision, thereby achieving protection for passengers. In such impact absorbing mechanisms, since an impact load is absorbed by bending deformation of the front side frame,absorbs most of the energy absorption after the axial compressive deformation or deformation of the impact bushing, energy absorption characteristics by the bending deformation the EA (energy absorption) performance or property more than energy absorption characteristics by the compressive deformation or deformation.

[0003] In a frame structure disclosed in JP 2016-113084 A, a first reinforcing member which cooperates with a closed main cross-section to form five closed sub-sections which are vertically adjacent to each other, comprises a first partition wall portion which includes a first compression-side partition portion and a first tension-side partition portion, and a second partition wall portion which includes a second compression-side partition portion and a second tension-side partition portion, a vertical distance between tension-side rib portions which face each other is set to be smaller than a vertical distance between compression-side rib portions.edge line portions facing each other, and when a difference between a lateral width of the first and second compression-side partition portions and a lateral width of the first and second tension-side partition portions at a front end portion of a front-side region is set to be smaller than a difference between a lateral width of the first and second compression-side partition portions and a lateral width of the first and second tension-side partition portions at a rear half portion of the front-side region in a case where a load is applied. Thereby, the tension-side edge line portions facing each other contact early after buckling of the frame occurs, so that the respective partition wall portions cooperate with each other to constitute a truss structure on a tension side.which suppresses the collapse of the cross-section caused by the bending deformation.

[0004] The frame structure of the above-described patent document can increase a load of an allowable limit up to the plastic zone (range) of a material, so that the EA efficiency in the bending deformation of the frame increases accordingly. However, while the above-described frame structure of the patent document increases the EA efficiency due to the bending strength exhibited by the reinforcing member, the axial compressive deformation is not considered at all in this frame structure, so that the compressive strength exhibited by the reinforcing member cannot sufficiently contribute to the increase in the EA efficiency in the bending deformation of the frame. That is, if the impact load was absorbed by utilizing the compressive strength of the reinforcing member in addition to the bending strength,-strength is used, the EA efficiency could be further increased and therefore the load or stress absorption or absorption could be increased accordingly.

[0005] From DE 10 2016 002 344 A1, a frame structure for a vehicle is known, wherein a rib portion is provided on a compression-side wall portion so as to be recessed toward an inner side of a closed main cross-section. A first reinforcing member is provided in the closed cross-section and connected to a tension-side wall portion to form a first sub-cross-section extending in a longitudinal direction between the tension-side wall portion and the first reinforcing member. A second reinforcing member is provided in the closed cross-section and connected to a portion of the compression-side wall portion where the rib portion is provided to form a second sub-cross-section extending vertically between the portion of the compression-side wall portion and the second reinforcing member.

[0006] From US 2009 / 0 243 336 A1, a frame structure for a vehicle is known, comprising: a hollow frame member extending in a vehicle longitudinal direction and connected to a partition wall at a rear end portion thereof, the frame member having bilateral side surface portions and upper and lower horizontal surface portions to have a rectangular cross section, the frame member having a bending portion effective to bend to one side in a vehicle width direction when a longitudinal impact load is applied thereto, further comprising at least one reinforcing member provided inside the frame member at a location including the bending portion of the frame member in such a manner that the reinforcing member is spaced apart from an inner surface of one of the side surface portions of the frame member.in front of it, which is located on a side opposite to the one side to which the bending portion bends in an initial state, and the reinforcing member comes into contact with the inner surface of the one of the side surface portions of the frame member when the frame member bends at the bending portion during application of the impact load.

[0007] Further frame structures are known from US 8 905 466 B2, WO 2012 / 095 991 A1 and US 2009 / 0 146 455 A1.

[0008] An object of the present invention is to provide a frame structure for a vehicle which can appropriately increase the load bearing in the vehicle collision by utilizing the bending strength and the compressive strength of the reinforcing member.

[0009] This object is achieved by the features of the independent claims. Preferred embodiments of the present invention are the subject of the other dependent claims.

[0010] The present invention is a frame structure for a vehicle, comprising an outer panel constituting an outward wall portion in a vehicle width direction of a frame, an inner panel constituting an inward wall portion in a vehicle width direction of a frame, and ainwardly directed wall portion in the vehicle width direction of the frame and cooperates with the outer panel to form a substantially closed main cross-section extending substantially in a longitudinal direction, a reinforcing member provided in the substantially closed main cross-section, the reinforcing member being connected to only one of the outer panel and the inner panel and being spaced from the other of the outer panel and the inner panel so as to cooperate with said one of the outer panel and the inner panel to form a substantially closed sub-cross-section extending substantially in the longitudinal direction, a bending support portion formed on a portion of the other of the outer panel and the inner panel which is provided at a position corresponding to the reinforcing member.Reinforcing member is arranged, wherein the bending support portion is configured to be a starting point that causes bending of the frame toward the reinforcing member when a collision load is applied to the frame in a vehicle collision, and a compressing mechanism that is provided at a position located on a front end side of the frame relative to the reinforcing member and immediately in front of the reinforcing member, and is configured to make the reinforcing member compressible in a bending direction in the vehicle collision.

[0011] According to the present frame structure for the vehicle, since the bending support portion is provided which is formed at the portion of the other of the outer panel and the inner panel, which is arranged at the position corresponding to the reinforcing member, and is configured to be the starting point that causes the bending of the frame toward the reinforcing member, when the collision load is applied to the frame in the vehicle collision, the reinforcing member can be caused to have the bending deformation at the preset starting point by the impact load. Furthermore, since the compressing mechanism is provided which is arranged at the position located on the frontThe front end side of the frame is arranged relative to the reinforcing member, and is configured to make the reinforcing member compressible in the bending direction in the vehicle collision, the impact load can be absorbed by utilizing the compressive strength of the reinforcing member. Furthermore, since the reinforcing member is connected to only one of the outer panel and the inner panel but is spaced apart from the other panel, the predetermined bending deformation for the other of the outer panel and the inner panel can be initiated by the impact load, so that the reinforcing member can be caused to exhibit bending deformation with time delays.

[0012] In one embodiment of the present invention, the pressing mechanism comprises a node-shaped member provided in the substantially closed main cross-section.

[0013] According to this structure, the reinforcing member can be crushed or destroyed in the bending direction by the node-shaped member, which is an existing rigidity member.

[0014] In another embodiment of the present invention, the node-shaped member is configured to have an approximately U-shaped cross section in a plan view, which opens toward the other of the outer panel and the inner panel, and / or is connected to the other of the outer panel and the inner panel at front and rear ends thereof.

[0015] According to this structure, since a substantially closed cross section in plan view is formed by the node-shaped (U-shaped) member and the other of the outer panel and the inner panel, crushing can be further promoted by contacting the substantially closed cross section with the reinforcing member in the vehicle collision.

[0016] In another embodiment of the present invention, the node-shaped member comprises a tubular member for an auxiliary device attachment, which is provided to extend substantially in a vertical direction inside the approximately U-shaped cross-section of the node-shaped member.

[0017] According to this structure, it can be properly suppressed that the substantially closed cross section is indented by the tubular member provided inside during the above-described indentation by contacting the substantially closed cross section with the reinforcing member in the vehicle collision.

[0018] In another embodiment of the present invention, the inner panel is configured to have a hat-shaped cross section in a front view, which includes a side wall portion, an upper wall portion, a lower wall portion, and a pair of upper and lower flange portions extending substantially vertically from respective side ends of the upper and lower wall portions and connected to a pair of upper and lower flange portions formed on the outer panel at the pair of upper and lower flange portions thereof, respectively, and / or the node-shaped member of the pressing-in mechanism is connected to the side wall portion, the upper wall portion, and the lower wall portion of the inner panel and includes a pair of upper and lower flange portions provided,to extend substantially upwardly and substantially downwardly from upper and lower ends thereof, which are interposed between and connected to the respective upper and lower flange portions of the outer and inner panels, thereby forming three-layer connecting portions on each of the respective pair of upper and lower flange portions of the outer panel, the inner panel and the node-shaped member.

[0019] According to this structure, it can be properly suppressed that the above-described one of the outer panel and the inner panel is deformed forward relative to the other of the outer panel and the inner panel because the crushing mechanism is not strong enough compared with the yield strength in a crushing direction of the reinforcing member when the crushing of the reinforcing member proceeds by contacting the crushing mechanism with the reinforcing member in the vehicle collision.

[0020] In another embodiment of the present invention, the pushing-in mechanism is connected to the other of the outer panel and the inner panel.

[0021] According to this structure, the pressing mechanism can be deformed in the bending direction by using deformation of the other of the outer panel and the inner panel.

[0022] In another embodiment of the present invention, the pushing-in mechanism comprises a tubular member for auxiliary device attachment.

[0023] According to this structure, the reinforcing member can be safely crushed or destroyed in the bending direction by the tubular member, which is the existing rigidity member.

[0024] According to a further aspect, there is provided a method of providing an absorbing structure for a vehicle as defined in claim 8 or 9.

[0025] Other features, aspects and advantages of the present invention will become apparent from the following description which refers to the accompanying drawings. Fig. 1 is a plan view of a front portion of a vehicle body according to an embodiment. Fig. 2 is a side view of a right side front side frame when viewed from an upper interior of an engine compartment. Fig. 3 is a side view of the right side front side frame with an inner panel removed. Fig. 4 is a sectional view taken along a line IV-IV of Fig. 2. Fig. 5 is a sectional view taken along a line VV of Fig. 2. Fig. 6A, Fig. 6B and Fig. 6C are respectively a front view, a side view and a perspective view, as seen from an obliquely forward side, of a second reinforcement. Fig. 7A, Fig. 7B and Fig. 7C are respectively a plan view, a perspective view as seen from an obliquely upward side, and a perspective view as seen from an obliquely downward side of a second fixing member. Fig. 8 is a diagram explaining movements of the second reinforcement and the second fixing member after a vehicle collision.

[0026] Hereinafter, embodiments of the present invention will be specifically described with reference to the drawings. The following description shows examples where the present invention is applied to a front side frame of a vehicle, which does not limit the present invention, its applications, or its uses. In the figures, an arrow F indicates a forward direction, an arrow L indicates a leftward direction, and an arrow U indicates an upward direction.

[0027] An embodiment of the present invention will be described below with reference to Fig. 1 - 8. A front vehicle body structure in which a front side frame is provided will first be briefly described. As shown in Fig. 1 and Fig. 2, a vehicle V includes an instrument panel 1 extending substantially vertically and laterally to separate a cabin from an engine compartment E, a pair of right and left front side frames 2 (frames for the vehicle) each extending substantially longitudinally forward of the instrument panel 1, a pair of right and left suspension towers 3 each provided to rise in a tower shape at respective outward positions in a vehicle width direction of the pair of front side frames 2, a pair of right and left apron portions 4 each extending substantially vertically and substantially longitudinally.extending in the longitudinal direction and connecting the pair of suspension towers 3 and the instrument panel 1 to each other; a pair of right and left apron reinforcement members 5 each extending substantially in the longitudinal direction from respective upper ends of the pair of apron portions 4; a chute-shaped cowl unit 6 connecting respective rear upper end portions of the pair of suspension tower portions 3 to each other; and others. Herein, since this front vehicle body structure is symmetrical in the lateral direction, a left-side vehicle body structure will be mainly described.

[0028] The front side frame 2 will be specifically described. At a front end portion of the front side frame 2, an impact bushing (not illustrated) is provided via a fixing plate, which exhibits compressive deformation (axial compressive deformation) to absorb a portion of collision energy when an impact load is received from its front surface. Furthermore, various auxiliary devices including an approximately columnar engine mount (not illustrated) are supported at a central portion of the front side frame 2, and a suspension subframe (not illustrated) is supported at a side portion of the rear end of the front side frame 2.

[0029] As this is Fig. As shown in FIGS. 3-5, the front side frame 2 includes an outer panel 2a and an inner panel 2b, which are made of a high-tensile steel plate by pressing and have an approximately hat shape, respectively, and others. The outer panel 2a and the inner panel 2b are joined together at respective upper and lower flange portions thereof, thereby forming a substantially closed main cross section C having an approximately rectangular shape having a vertically longer side and extending substantially straight in the longitudinal direction.

[0030] The outer panel 2a has a curved portion 7 provided at its central portion to curve leftward (toward the inner panel 2b side), and a bead portion 8 provided at its rear end portion to be concave to the left and extending substantially vertically. The curved portion 7 and the bead portion 8 constitute a starting point for causing leftward bending of the outer panel 2a when an impact load is applied to the outer panel 2a from a forward side. The inner panel 2b has a bead portion 9 (bending support portion) which is provided to be concave to the right and extends substantially vertically at a position located in front of the bend portion 7 and in front of the bead portion 8.The bead portion 9 provides a starting point for causing rightward bending of the inner panel 2b when the impact load is applied to the outer panel 2a from the front side.

[0031] As this is Fig. 3-5, inside the substantially closed main cross-section C of the front side frame 2, there are provided first and second reinforcements 11, 12 for increasing the rigidity of the front side frame 2, first to third fixing members 13-15 for supporting the various auxiliary devices, and others.

[0032] A first reinforcement 11 is arranged to laterally overlap the bending portion 7 and includes a body portion 11a having an approximately W-shaped cross section and a pair of flange portions 11b extending vertically from both end portions of the main body 11a. Accordingly, the bending portion 7 provides a starting point for causing the first reinforcement 11 to bend in a vehicle collision. The body portion 11a is connected to the outer panel 2a at a right-side wall portion of its middle-level portion and to the inner panel 2b at the left-side wall portions of its upper-level portion and its lower-level portion.The pair of flange portions 11b are interposed between the upper and lower flange portions of the outer panel 2a and the upper and lower flange portions of the inner panel 2b, thereby forming three-layer connecting portions. Accordingly, the first reinforcement 11 cooperates with the outer panel 2a to form a pair of upper and lower closed cross sections extending longitudinally, and cooperates with the inner panel 2b to form a substantially closed cross section extending substantially longitudinally between the above-described pair of upper and lower substantially closed cross sections, thereby forming three substantially closed cross sections inside the substantially closed main cross section C.

[0033] Next, the second reinforcement 12 (amplifying element) will be described. As shown in Fig. 3-5, the second reinforcement 12 is arranged in a region which is arranged behind the first reinforcement 11 and is directed laterally to the bead portion 9. Accordingly, the bead portion 9 represents a starting point for causing bending of the second reinforcement 12 in the vehicle collision. As shown in Fig. 6A-6C, the second reinforcement 12 includes a body portion 12a having an approximately W-shaped cross section and a pair of flange portions 12b extending from both upper and lower end portions of the body portion 12a.

[0034] The body portion 12a is configured such that a right-side wall portion of its middle-level portion is slightly spaced from the outer panel 2a, and left-side wall portions of its upper-level portion and its lower-level portion are spaced from the inner panel 2b by a certain distance. The upper flange portion 12b is welded to a portion of the outer panel 2a located below the upper flange portion, and the lower flange portion 12b is welded to a portion of the outer panel 2a located above the lower flange portion. Accordingly, the second reinforcement 12 cooperates with the outer panel 2a to form a substantially closed sub-level portion.sub-cross-section c having an approximately U-shaped cross-section extending substantially longitudinally at a position directed towards the bead portion 9 inside the substantially closed main cross-section C.

[0035] Next, the first and second fixing members 13, 14 will be described. The first fixing member 13 is disposed in front of the first reinforcement 11 to support the auxiliary device on the front side frame 2. This first fixing member 13 includes a node-shaped member 21 connected to the outer panel 2a and the inner panel 2b, and a cylindrical collar 22 connected to the node-shaped member 21. The first fixing member 13 has the same structure as the second fixing member 14 except for an arrangement position and a supported object.

[0036] As this is Fig. 3 and Fig. 4, since the second fixing member 14 (compressing mechanism) elastically supports a power unit (not illustrated) with the motor mounting device, it is arranged at a position located behind the first reinforcement 11 and in front of the second reinforcement 12. This second fixing member 14 includes a node-shaped member 23 connected to the outer panel 2a and the inner panel 2b, and a cylindrical collar 24 connected to the node-shaped member 23.

[0037] As this is Fig. 7A-7C, the node-shaped member 23 comprises a body portion 23a having an approximately U-shaped cross section opening to the left, a pair of front and rear first flange portions 23b extending substantially forward and substantially rearward from front and rear ends of the body portion 23a in a normal shape, and a pair of front and rear first flange portions 23b extending substantially forward and substantially rearward, respectively, from front and rear ends of the body portion 23a.shape, a pair of front and rear second flange portions 23c which respectively extend substantially forward and substantially rearward from front and rear ends of the upper side of the body portion 23a in a horizontal shape, a pair of front and rear third flange portions 23d which respectively extend substantially forward and substantially rearward from front and rear ends of the lower side of the body portion 23a in the horizontal shape, and a pair of front and rear fourth flange portions 23e which respectively extend substantially upward and substantially downward from the front and rear ends of the body portion 23a in the vertical shape.

[0038] As this is Fig. 4, the body portion 23a is configured to surround a front side, a rear side, and a right side of the collar 24. A right end portion of the body portion 23a is located closer to the outer panel 2a than a central point in the lateral direction of the second reinforcement 12. The pair of first flange portions 23b are connected to a side wall portion of the inner panel 2b, and the rear first flange portion 23b is fixed at a position located in front of the bead portion 9. The pair of second flange portions 23c are connected to an upper wall portion of the inner panel 2b, and the pair of third flange portions 23d are connected to a lower wall portion of the inner panel 2b.The pair of fourth flange portions 23e are interposed between and connected to the respective upper and lower flange portions of the outer panel 2a and the inner panel 2b, thereby forming three-layer connecting portions.

[0039] In the structure described above, as in Fig. As shown in Fig. 8, when the impact load is applied from the front side, the body portion 23a bends in the bending direction of the second reinforcement 12 in accordance with the inner panel 2b, which has a rightward bending deformation, so that the body portion 23a moves on an approximately arcuate locus T. After a wall portion of the rear end of the body portion 23a contacts a front end portion of the second reinforcement 12, pressing of the body portion 23a including the collar 24 starts against the second reinforcement 12, so that the second reinforcement 12 is crushed. Thus, the second reinforcement 12 has its compressive deformation by compression substantially simultaneously with its bending deformation.

[0040] Next, the third fixing member 15 will be described. This third fixing member 15 is arranged behind the second reinforcement 12 to support the suspension subframe to the front side frame 2. The third fixing member 15 includes a node-shaped member 25 connected to the outer panel 2a and the inner panel 2b, and a cylindrical nut 26 connected to the node-shaped member 25. As shown in Fig. 3 and Fig. As shown in Fig. 4, the node-shaped member 25 is provided to longitudinally divide the substantially closed main cross-section C, and its upper, lower, right, and left flange portions are welded to the outer panel 2a and the inner panel 2b. The nut 26 is arranged in front of the node-shaped member 25 and configured to support the suspension subframe with a bolt.

[0041] Next, the actions / effects of the vehicle frame structure of the present embodiment will be described. According to the present vehicle frame structure, since the bead portion 9 is provided, which is formed on the portion of the inner panel 2b located at the position corresponding to the second reinforcement 12 and configured to be the starting point that causes the front side frame 2 (the inner panel 2b) to bend toward the second reinforcement 12, when the collision load is applied to the front side frame 2 in the vehicle collision, the second reinforcement 12 can be made to exhibit the bending deformation at the predetermined starting point by the impact load.Furthermore, since the second fixing member 14 is provided, which is provided at the position located on the front end side of the front side frame 2 relative to the second reinforcement 12 and is configured to make the second reinforcement 12 compressible in the bending direction in the vehicle collision, the impact load can be properly absorbed by utilizing the compressive strength of the second reinforcement 12.

[0042] Since the second fixing member 14 comprises the node-shaped member 23 provided in the substantially closed main cross-section C, the second reinforcement 12 can be compressed in the bending direction by the node-shaped member 23, which is an existing stiffness member.

[0043] Since the node-shaped member 23 is configured to have the approximately U-shaped cross section in plan view, which opens toward the inner panel 2b and is connected to the inner panel 2b at its front and rear ends, the substantially closed cross section in plan view is formed by the node-shaped (U-shaped) member 23 and the inner panel 2b. Accordingly, the crushing can be further promoted by contacting the substantially closed cross section with the second reinforcement 12 in the vehicle collision.

[0044] Since the node-shaped member 23 includes the collar 24 provided to extend substantially in the vertical direction inside the approximately U-shaped cross section of the node-shaped member 23, it can be properly suppressed that the substantially closed cross section is crushed by the collar 24 provided inside during the above-described compression by contacting the substantially closed cross section with the second reinforcement 12 in the vehicle collision.

[0045] The inner panel 2b is configured to have the hat-shaped cross section in front view, which includes a side wall portion, an upper wall portion, a lower wall portion, and a pair of upper and lower flange portions extending substantially vertically from respective side ends of the upper and lower wall portions and connected to a pair of upper and lower flange portions formed on the outer panel at the pair of upper and lower flange portions thereof, respectively, and isThe node-shaped member 23 of the second fixing member 14 is connected to the side wall portion, the upper wall portion, and the lower wall portion of the inner panel 2b, and includes a pair of upper and lower flange portions 23e provided to extend substantially upward and substantially downward from upper and lower ends thereof, which are interposed between and connected to the respective upper and lower flange portions of the outer and inner panels 2a, 2b, thereby forming three-layered connecting portions at each of the respective pair of upper and lower flange portions of the outer panel 2a, the inner panel 2b, and the node-shaped member 23. Accordingly, the outer panel 2a can be properly suppressed from being deformed forward relative to the inner panel 2b (as indicated by a dashed line in FIG. Fig.8), since the second securing member 14 is not strong enough compared with the yield strength in a compressive direction of the second reinforcement 12 when the compression of the second reinforcement 12 proceeds by the second securing member 14 contacting the second reinforcement 12 in the vehicle collision.

[0046] Since the second fixing member 14 is connected to the inner panel 2b, the second fixing member 14 can be deformed in the bending direction by utilizing the deformation of the inner panel 2.

[0047] Since the second reinforcement 12 is spaced from the inner panel 2b, the predetermined bending deformation for the inner panel 2b can be started by the impact load, so that the second reinforcement 12 can be caused to exhibit bending deformation with time delays.

[0048] Since the second fixing member 14 includes the collar 24, the second reinforcement 12 can be securely compressed in the bending direction by the collar 24, which is the existing rigidity member.

[0049] Next, modifications where the above-described embodiment is partially modified will be described.

[0050] 1] While the above-described embodiment has described an example of the front side frame, the present invention is applicable to any type of frame for the vehicle, such as a rear side frame, a suspension cross member, a bumper beam, a center pillar, or an impact bar, as long as at least a compressive load and a tensile load are applied to the frame.

[0051] [2] While the above-described embodiment described an example where a single reinforcement and a single fixing member are provided as the compressing mechanism, multiple pairs of the reinforcement and the compressing mechanism provided on the front end side (an impact load input side) of the frame relative to the reinforcement may be provided inside the frame. Furthermore, the compressing mechanism does not need to include the node-shaped member and the collar, and any type of member such as a collar, a nut, or a bolt is usable as long as it is movable in the deformation direction due to bending of the reinforcement by the impact load and crushable by pressing.

[0052] 3] The present invention should not be restricted to the above-described embodiment, and any other modifications or improvements may be applied within the scope of the present invention as defined by the appended claims.

Claims

[1] A frame structure for a vehicle, comprising: an outer panel (2a) forming an outer wall portion in a vehicle width direction of a frame (2); an inner panel (2b) forming an inner wall portion in the vehicle width direction of the frame (2) and cooperating with the outer panel (2a) to form a closed main cross-section (C) extending substantially in a longitudinal direction; a reinforcing member (12) provided in the main cross-section (C), the reinforcing member (12) being connected to only one of the outer panel (2a) and the inner panel (2b) and being spaced from the other of the outer panel (2a) and the inner panel (2b) so as to cooperate with said one of the outer panel (2a) and the inner panel (2b) to form a closed sub-cross-section extending substantially in the longitudinal direction; a bending support portion (9) formed at a portion of the other of the outer panel (2a) and the inner panel (2b) arranged at a position corresponding to the reinforcing member (12), the bending support portion (9) being configured to be a starting point that causes the frame (2) to bend toward the reinforcing member (12) when a collision load is applied to the frame (2) in a vehicle collision; and a compressing mechanism (14) provided at a position located on a front end side of the frame (2) relative to the reinforcing member (12) and immediately in front of the reinforcing member (12), and configured to make the reinforcing member (12) compressible or collapsible in a bending direction in the vehicle collision. [2] A frame structure for the vehicle according to claim 1, wherein the pressing mechanism (14) comprises a node-shaped member (23) provided in the main cross section (C). [3] The frame structure for the vehicle according to claim 2, wherein the node-shaped member (23) is configured to have an approximately U-shaped cross section in a plan view, which opens toward the other of the outer panel (2a) and the inner panel (2b), and / or is connected to the other of the outer panel (2a) and the inner panel (2b) at front and rear ends thereof. [4] A frame structure for the vehicle according to claim 3, wherein the node-shaped member (23) comprises a tubular member for an auxiliary device attachment which is provided to extend substantially in a vertical direction inside the approximately U-shaped cross section of the node-shaped member (23). [5] The frame structure for the vehicle according to claim 2 or 3, wherein the inner panel (2b) is configured to have a hat-shaped cross section in a front view, which includes a side wall portion, an upper wall portion, a lower wall portion, and a pair of upper and lower flange portions extending substantially vertically from respective side ends of the upper and lower wall portions and connected to a pair of upper and lower flange portions formed on the outer panel (2a) at the pair of upper and lower flange portions thereof, respectively, and / or the node-shaped member (23) of the pressing-in mechanism (14) is connected to the side wall portion, the upper wall portion, and the lower wall portion of the inner panel (2b) and includes a pair of upper and lower flange portions provided,to extend substantially upwardly and substantially downwardly from upper and lower ends thereof, which are interposed between and connected to the respective upper and lower flange portions of the outer and inner panels (2a, 2b), thereby forming three-layer connecting portions on each of the respective pair of upper and lower flange portions of the outer panel (2a), the inner panel (2b) and the node-shaped member (23). [6] A frame structure for the vehicle according to any one of the preceding claims, wherein the pressing mechanism (14) is connected to the other of the outer panel (2a) and the inner panel (2b). [7] A frame structure for the vehicle according to any one of the preceding claims, wherein the pressing mechanism (14) comprises a tubular member for auxiliary device attachment. [8] A method of providing an absorbent structure for a vehicle, comprising the steps of: Forming an outer wall portion in a vehicle width direction of a frame (2) by means of an outer panel (2a); Forming an inner portion in the vehicle width direction of the frame (2) by means of an inner panel (2b); connecting the inner panel (2b) to the outer panel (2a) to form a closed main cross-section (C) extending substantially in a longitudinal direction; Providing a reinforcing member (12) in the main cross-section (C) and connecting the reinforcing member (12) to only one of the outer panel (2a) and the inner panel (2b) and spaced from the other of the outer panel (2a) and the inner panel (2b) so as to cooperate with said one of the outer panel (2a) and the inner panel (2b) so as to form a closed sub-section extending substantially in the longitudinal direction; Forming a bending support portion (9) at a portion of the other of the outer panel (2a) and the inner panel (2b), which is arranged at a position corresponding to the reinforcing member (12), wherein the bending support portion (9) is formed to be a starting point which causes bending of the frame (2) toward the reinforcing member (12) when a collision load is applied to the frame (2) in a vehicle collision; and Providing a compressing or squeezing mechanism (14) at a position which is arranged and formed on a front end side of the frame (2) relative to the reinforcing member (12) and immediately in front of the reinforcing member (12) to make the reinforcing member (12) compressible or squeezable in a bending direction in the vehicle collision. [9] A method according to claim 8, wherein the pressing mechanism (14) is formed with a node-shaped member (23) provided in the main cross section (C), and / or the pressing mechanism (14) is connected to the other of the outer panel (2a) and the inner panel (2b).

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