Vehicle frame structure

Abstract

To provide a vehicle frame structure which can efficiently absorb collision energy and contribute to development of a sustainable transport system.SOLUTION: A first portion 10 of a side frame 3 serving as a vehicle frame structure includes: a pair of facing wall parts 11, 11 extending in a vehicle body front-back direction; and a connection wall part 12 extending in the vehicle body front-back direction and connecting the pair of facing wall parts 11, 11. The connection wall part 12 includes a corrugated plate part which shows a wavy shape in the vehicle body front-back direction. Parallel ribs 12a, 12b are formed at the corrugated plate part so as to be arranged parallel to the pair of facing wall parts 11, 11.SELECTED DRAWING: Figure 6

Description

Technical Field

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

Background Art

[0002] In recent years, from the perspective of improving the global environment in order to suppress natural disasters, improvement of the fuel efficiency of automobiles has been demanded. On the other hand, maintenance or improvement of the collision safety of vehicles has been demanded. In order to satisfy these demands, development of a vehicle frame structure that absorbs collision energy has been underway. As such a vehicle frame structure, Patent Document 1 discloses a front body (engine room) composed of a single cast part having a plurality of ribs.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] Such a structure can be set to have high rigidity, but due to its high rigidity, it is difficult to cause deformation or crushing, and there is room for improvement in terms of absorbing collision energy. Further, in such a structure, even when deformation occurs, there is a possibility that residual crushing may occur and the collision energy cannot be sufficiently absorbed.

[0005] The present invention has been made in view of the above points, and an object thereof is to provide a vehicle frame structure that can efficiently absorb collision energy and thus contribute to the development of a sustainable transportation system.

Means for Solving the Problems

[0006] In order to solve the above-described problems, a vehicle frame structure according to the present invention includes a pair of opposing wall portions extending in the vehicle body front-rear direction, and a connecting wall portion extending in the vehicle body front-rear direction and connecting the pair of opposing wall portions. The connecting wall portion includes a corrugated plate portion that is corrugated in the vehicle body front-rear direction, and the corrugated plate portion is provided with parallel ribs formed so as to be parallel to the pair of opposing wall portions.

Advantages of the Invention

[0007] According to the present invention, collision energy can be efficiently absorbed, and thus it can contribute to the development of a sustainable transportation system.

Brief Description of the Drawings

[0008]

Figure 1

Figure 2

Figure 3

Figure 4

Figure 5

Figure 6

Modes for Carrying Out the Invention

[0009] Next, regarding the embodiments of the present invention, taking the case where the vehicle frame structure of the present invention is applied to the rear side frame as an example, it will be described in detail with reference to the drawings as appropriate. In the reference drawings, "front-rear" indicates the front-rear direction in the traveling direction of the vehicle, and "left-right" indicates the left-right direction (vehicle width direction) as viewed from the driver's seat, respectively. Further, since the vehicle frame structure is applied to the front part of the vehicle body, the outer side (outside) in the vehicle body front-rear direction becomes the front side (front side), and the inner side (inside) in the vehicle body front-rear direction becomes the rear side (rear side) (when applied to the rear part of the vehicle body, it is the opposite).

[0010] As shown in FIG. 1, the vehicle body structure 1 according to the embodiment of the present invention is constituted by die-cast castings at least partially formed by a die-casting method (aluminum die-casting method) using aluminum as a material. The vehicle body structure 1 includes a rear member 2 disposed at the rear part of the vehicle body.

[0011] <Rear member> The rear member 2 is an example of a vehicle body structure member to which the vehicle frame structure of the present invention is applied, and is a member that constitutes the rear part of the vehicle body structure 1. The rear member 2 is a die-cast casting formed (integrally molded) by the aluminum die-casting method, and integrally includes a pair of side frames 3, a panel part 4, and a wheel house 5 in the vehicle width direction, and cross members 6 and 7.

[0012] <Side frame (rear side frame)> The side frame 3 is an example of the vehicle frame structure of the present invention, and is a frame having an open cross-sectional shape extending in the front-rear direction at the lower part of the vehicle body and on the end side in the vehicle width direction. The side frame 3 will be described in detail later.

[0013] <Panel part> The panel part 4 is a plate-like part extending in the front-rear direction and the vehicle width direction on the outer side in the vehicle width direction of the side frame 3. The panel part 4 will be described in detail later.

[0014] <Wheel house> The wheel house 5 is a part where a wheel (in this embodiment, the rear wheel) is accommodated in a space formed outside the wheel house 5 in the vehicle width direction. The rear end portion of the wheel house 5 is connected to the front end portion of the panel portion 4. The inner end portion and the lower end portion of the wheel house 5 in the vehicle width direction are connected to the outer end portion and the upper end portion of the side frame 3 in the vehicle width direction.

[0015] <Cross member> The cross member 6 is a frame with an open cross-sectional shape that is installed between a pair of side frames 3, 3 in the vehicle width direction between a pair of wheel houses 5, 5 in the vehicle width direction.

[0016] <Cross member> The cross member 7 is a frame with an open cross-sectional shape that is installed between a pair of side frames 3, 3 in the vehicle width direction inward (in the front direction in this embodiment) in the vehicle body front-rear direction than a pair of wheel houses in the vehicle width direction.

[0017] <Side frame (Rear side frame)> As shown in FIG. 2, the side frame 3 integrally includes a first part 10 and a second part 20 in order from the rear to the front.

[0018] <Side frame: First part> The first part 10 constitutes the rear part of the side frame 3 and includes a part located inside the vehicle width direction of the rear part of the wheel house 5 and a part protruding rearward (outward in the vehicle body front-rear direction. When the side frame is applied to the front part of the vehicle body, it is forward) than the wheel house 5. As shown in FIG. 3, the first part 10 integrally includes a pair of opposing wall parts 11, 11, a connecting wall part 12 connecting the opposing wall parts 11, 11, a flange wall part 13, and a flat plate part 14 (see FIG. 4).

[0019] ≪Opposing wall part≫ The opposing wall portions 11, 11 are long plate-shaped portions extending in the front-rear direction and are opposed to each other with a gap therebetween. In the present embodiment, the opposing wall portions 11, 11 extend in the front-rear direction and the up-down direction, and are opposed to each other with a gap therebetween in the vehicle width direction. That is, one of the opposing wall portions 11, 11 is an inner wall portion disposed on the inner side in the vehicle width direction, and the other of the opposing wall portions 11, 11 is an outer wall portion disposed on the outer side in the vehicle width direction.

[0020] As shown in FIG. 4, the interval between the pair of opposing wall portions 11, 11 widens toward the front. In the present embodiment, the opposing wall portion 11 as the outer wall portion is parallel to the vehicle body in the front-rear direction. Further, the opposing wall portion 11 as the inner wall portion is inclined so as to go inward in the vehicle width direction toward the rear, and is inclined at an inclination angle θ within a range greater than 0° and equal to or less than 5° with respect to the front-rear direction of the vehicle body.

[0021] ≪Creeping portion≫ As shown in FIG. 6, at the upper portion of the opposing wall portion 11 as the outer wall portion, the outer end portion (rear end portion) of the opposing wall portion 11 in the vehicle body front-rear direction constitutes a creeping portion 11a. The creeping portion 11a is formed such that the standing height from the amplitude center (vibration center, the center of the peak portion 12x and the valley portion 12y in the vibration direction) A of the connecting wall portion (corrugated plate portion) 12 decreases toward the outside in the vehicle body front-rear direction. The standing height of the outer end portion (rear end portion) of the creeping portion 11a in the vehicle body front-rear direction from the amplitude center A of the connecting wall portion (corrugated plate portion) 12 is equal to or less than the amplitude of the connecting wall portion (corrugated plate portion) 12. That is, the rear end portion of the creeping portion 11a is formed to be at the same height as the peak portion (apex) 12x of the connecting wall portion (corrugated plate portion) 12 or lower than the peak portion 12x of the connecting wall portion (corrugated plate portion) 12. The upper end portions of the portions other than the creeping portion 11a in the opposing wall portion 11 as the outer wall portion exhibit a linear shape at the same height.

[0022] Further, the upper end portion of the opposing wall portion 11 as the inner wall portion exhibits the same wave shape as the corrugated plate portion 31 described later. Similar to the opposing wall portion 11 as the outer wall portion, at the upper portion of the opposing wall portion 11 as the inner wall portion, the outer end portion (rear end portion) of the opposing wall portion 11 in the vehicle body front-rear direction constitutes a creeping portion 11a.

[0023] <<Connecting Wall Portion>> As shown in FIG. 3, the connecting wall portion 12 is formed to connect a pair of opposing wall portions 11, 11. In the present embodiment, the connecting wall portion 12 extends in the front-rear direction and the vehicle width direction, and connects the upper and lower intermediate portions of the pair of opposing wall portions 11, 11 to each other.

[0024] As shown in FIG. 5, the connecting wall portion 12 is a corrugated plate portion that exhibits a wave shape in the vehicle body front-rear direction. The outer end portion (the rear end portion in the present embodiment) of the connecting wall portion 12 in the vehicle body front-rear direction approaches the amplitude center A as it goes outward in the vehicle body front-rear direction, similar to the creep portion 12a1 of the parallel rib 12a described later.

[0025] As shown in FIG. 3, a plurality of parallel ribs 12a, 12b parallel to the opposing wall portions 11, 11 are arranged in the vehicle width direction on the connecting wall portion 12.

[0026] <<Parallel Rib>> The parallel rib 12a extends upward from the connecting wall portion 12, and the parallel rib 12b extends downward from the connecting wall portion 12 at the same position as the parallel rib 12a in the vehicle width direction. The parallel ribs 12a, 12b extend in the front-rear direction and are formed to be parallel to the pair of opposing wall portions 11, 11.

[0027] The interval between adjacent parallel ribs 12a, 12a widens as it goes inward (the front in the present embodiment) in the vehicle body front-rear direction. Similarly, the interval between adjacent parallel ribs 12b, 12b widens as it goes inward (the front in the present embodiment) in the vehicle body front-rear direction (see FIG. 4). That is, the inclination angle of the parallel ribs 12a, 12b on the inner side in the vehicle width direction with respect to the vehicle body front-rear direction is larger than the inclination angle of the parallel ribs 12a, 12b on the outer side in the vehicle width direction with respect to the vehicle body front-rear direction.

[0028] <<Creep Portion>> As shown in FIG. 6, the outer end portion (rear end portion) of the parallel rib 12a in the vehicle body front-rear direction constitutes a gradual change portion 12a1. The gradual change portion 12a1 is formed such that the standing height from the amplitude center A of the connecting wall portion (corrugated plate portion) 12 decreases as it goes outward in the vehicle body front-rear direction. The standing height of the connecting wall portion (corrugated plate portion) 12 from the amplitude center A at the outer end portion (rear end portion) of the gradual change portion 12a1 in the vehicle body front-rear direction is equal to or less than the amplitude of the connecting wall portion (corrugated plate portion) 12. That is, the rear end portion of the gradual change portion 12a1 is formed to be at the same height as the peak portion (apex) 12x of the connecting wall portion (corrugated plate portion) 12 or lower than the peak portion 12x of the connecting wall portion (corrugated plate portion) 12. The upper end portions of the portions other than the gradual change portion 12a1 in the parallel rib 12a exhibit a linear shape at the same height.

[0029] Similarly, the outer end portion (rear end portion) of the parallel rib 12b in the vehicle body front-rear direction constitutes a gradual change portion 12b1. The gradual change portion 12b1 is formed such that the standing height from the amplitude center A of the connecting wall portion (corrugated plate portion) 12 decreases as it goes outward in the vehicle body front-rear direction. The standing height of the connecting wall portion (corrugated plate portion) 12 from the amplitude center A at the outer end portion (rear end portion) of the gradual change portion 12b1 in the vehicle body front-rear direction is equal to or less than the amplitude of the connecting wall portion (corrugated plate portion) 12. That is, the rear end portion of the gradual change portion 12b1 is formed to be at the same height as the trough portion (lowest point) 12y of the connecting wall portion (corrugated plate portion) 12 or higher than the trough portion 12y of the connecting wall portion (corrugated plate portion) 12. The upper end portions of the portions other than the gradual change portion 12b1 in the parallel rib 12b exhibit a linear shape at the same height.

[0030] The gradual change portions 12a1 and 12b1 only need to be formed on at least one of the upper and lower parallel ribs 12a and 12b. Similarly, the gradual change portion 11a only needs to be formed on at least one of the upper end portion and the lower end portion of the opposing wall portion 11 (on the same side as the gradual change portions 12a1 and 12b1).

[0031] ≪Flange wall portion≫ The flange wall portion 13 extends inward in the vehicle width direction from the lower end portion of the opposing wall portion 11 as an inner wall portion.

[0032] ≪Flat plate portion≫ As shown in Fig. 4, the flat plate portion 14 is a wall portion (rear wall portion) installed at the outer end portions (in this embodiment, the rear end portions) in the vehicle front-rear direction of the pair of opposing wall portions 11, 11, the connecting wall portion 12, and the flange wall portion 13. The flat plate portion 14 is a portion where the bumper (bumper beam) of the vehicle is directly attached or attached via other members.

[0033] <Side frame: Second part> As shown in Fig. 2, the second part 20 includes a portion connected to the lower end portion of the front part of the wheel house 5 and a portion protruding inward (in this embodiment, forward) in the vehicle front-rear direction from the wheel house 5. The second part 20 integrally includes a pair of opposing wall portions 21, 21, a connecting wall portion 22 connecting the opposing wall portions 21, 21, a flange wall portion 23, and a flat plate portion 24.

[0034] ≪Opposing wall portion≫ The opposing wall portions 21, 21 are long plate-shaped portions extending in the front-rear direction and are spaced apart from each other and opposed. In this embodiment, the opposing wall portions 21, 21 extend in the front-rear direction and the vehicle width direction and are spaced apart from each other in the vertical direction and opposed. That is, one of the opposing wall portions 21, 21 is an upper wall portion arranged on the upper side, and the other of the opposing wall portions 21, 21 is a lower wall portion arranged on the lower side. The rear end portion of the opposing wall portion 21 is connected to the flat plate portion 14. The outer end portion in the vehicle width direction of the opposing wall portion 21 as the upper wall portion is connected to the lower end portion of the wheel house 5.

[0035] ≪Connecting wall portion≫ The connecting wall portion 22 is formed so as to connect the pair of opposing wall portions 21, 21. In this embodiment, the connecting wall portion 22 extends in the front-rear direction and the vertical direction and is an inner wall portion connecting the inner end portions in the vehicle width direction of the pair of opposing wall portions 21, 21. The rear end portion of the connecting wall portion 22 is connected to the front end portion of the opposing wall portion 21 as the inner wall portion. The upper end portion of the connecting wall portion 22 is connected to the lower end portion of the wheel house 5.

[0036] Parallel ribs 32a parallel to the opposing wall portions 21, 21 and a plurality of bridging ribs 22b bridged over the opposing wall portions 21, 21 are formed on the connecting wall portion 22.

[0037] ≪Parallel Ribs≫ The parallel rib 22a extends outward in the vehicle width direction from the middle part in the vertical direction of the connecting wall part 22. The parallel rib 32a extends in the front-rear direction and is formed to be parallel to the pair of opposing wall parts 21, 21. The parallel rib 22a intersects with a plurality of installed ribs 22b. The rear end part of the parallel rib 22a is connected to the flat plate part 24.

[0038] ≪Installed Ribs≫ The installed rib 22b extends outward in the vehicle width direction from the connecting wall part 22. The installed rib 22b is a straight rib that extends linearly in a direction intersecting with the pair of opposing wall parts 21, 21 (in this embodiment, the direction perpendicular to the pair of opposing wall parts 21, 21, that is, the vertical direction). Both end parts of the installed rib 22b are respectively connected to the opposing wall part 21, and the middle part of the installed rib 22b intersects with the parallel rib 22a.

[0039] ≪Sub-frame Mounting Part≫ On the opposing wall part 21 as the lower wall part, a sub-frame mounting part 21a is formed to which a sub-frame (not shown) is attached by bolt fastening or the like. A sub-frame is installed on the pair of sub-frame mounting parts 21a, 21a in the vehicle width direction.

[0040] ≪Flange Wall Part≫ The flange wall part 23 extends inward in the vehicle width direction from the lower end part of the connecting wall part 22. In other words, the flange wall part 23 extends inward in the vehicle width direction from the inner end part in the vehicle width direction of the opposing wall part 21 as the lower wall part, and extends inward in the vehicle width direction from the connecting wall part 22.

[0041] ≪Flat Plate Part≫ The flat plate part 24 is a wall part (rear wall part) installed at the end parts (in this embodiment, the rear end part) in the vehicle body front-rear direction of the pair of opposing wall parts 21, 21 and the connecting wall part 22.

[0042] <Panel Part> As shown in FIG. 2, the panel part 4 integrally includes a corrugated plate part 31, a flange wall part 32, and a flat plate part 33.

[0043] ≪Wave plate part≫ The wave plate part 31 extends outward in the vehicle width direction from the upper end part of the opposing wall part 11 as the outer wall part. The wave plate part 31 extends in the front - rear direction and the vehicle width direction, and is wavy in the vehicle body front - rear direction. The wave plate part 31 has the same phase wave shape as the wave shape of the connecting wall part 12, and is arranged at a higher position in the vertical direction than the connecting wall part 12. The rear end part of the wave plate part 31 is connected to the flat plate part 33, and the front end part of the wave plate part 31 is connected to the rear end part of the wheel house 5.

[0044] The amplitudes of the wave shape of the connecting wall part 12 and the wave shape of the wave plate part 31 may be the same or different. In the present embodiment, the amplitude of the wave plate part 31 is larger than the amplitude of the connecting wall part 12. According to such a configuration, compared with the case where the amplitudes of the wave plate part 31 and the connecting wall part 12 are the same, by alternately crushing and bending - deforming the connecting wall part 12 and the wave plate part 31, the collision energy can be more preferably absorbed.

[0045] ≪Flange wall part≫ The flange wall part 32 extends upward from the outer end part in the vehicle width direction of the wave plate part 31. The rear end part of the flange wall part 32 is connected to the flat plate part 33, and the front end part of the flange wall part 32 is connected to the rear end part of the wheel house 5.

[0046] ≪Flat plate part≫ The flat plate part 33 is a wall part (rear wall part) installed at the end part (in the present embodiment, the rear end part) in the vehicle body front - rear direction of the wave plate part 31 and the flange wall part 32. The flat plate part 33 is a part where the bumper (bumper beam) of the vehicle is directly or indirectly attached via other members. The inner end part in the vehicle width direction of the flat plate part 33 is connected to the outer end part in the vehicle width direction of the flat plate part 14.

[0047] <Transmission of collision load in side frame etc.> In the side frame 3, the first part 10 is designed to have a lower strength against rear-end collision loads than the second part 20. That is, during a rear-end collision of the vehicle, the first part 10 is preferentially broken by the rear-end collision load (impact load) input through the bumper, and absorbs the rear-end collision energy (impact energy).

[0048] As shown in FIG. 6, in the peak portion 12x of the corrugated connecting wall portion 12 of the first part 10, the peak portion 12x is crushed and bent and deformed so as to move upward, and in the trough portion 12y of the corrugated connecting wall portion 12, the trough portion 12y is crushed and bent and deformed so as to move downward (see the black arrow). Further, the corrugated plate portion 31 having the same phase as the first part 10 is crushed and bent and deformed in the peak portion 31x so that the peak portion 31x moves upward and in the trough portion 31y so that the trough portion 31y moves downward, in the same manner as the first part 10. The crushing and bending deformation in the peak portions 12x, 31x and the trough portions 12y, 31y occur sequentially in the order from the rear end side where the rear-end collision load is input toward the front.

[0049] Here, the intervals between adjacent ones of the opposing wall portion 11 and the plurality of parallel ribs 12a, 12b are widened toward the inner side (in the front direction in the present embodiment) in the vehicle body front-rear direction. That is, the strength of the first part 10 in the side frame 3 becomes lower from the outer side toward the inner side in the vehicle body front-rear direction. Therefore, the crushing of the first part 10 can occur more reliably in the order from the outer side toward the inner side in the vehicle body front-rear direction, such as the portion corresponding to the creep portions 11a, 12a1, 12b1 → the portion corresponding to the last peak portion 12x (or trough portion 12y) → the portion corresponding to the last trough portion 12y (or peak portion 12x) →....

[0050] Here, the standing height of the parallel rib 12a from the peak portion 12x of the peak portion 12x is smaller than the standing height of the parallel rib 12b from the peak portion 12x of the peak portion 12x. Therefore, the peak portion 12x in the connecting wall portion 12 is likely to be crushed and deformed in the direction of bending toward the parallel rib 12a side. Also, the standing height of the parallel rib 12a from the trough portion 12y of the trough portion 12y is larger than the standing height of the parallel rib 12b from the trough portion 12y of the trough portion 12y. Therefore, the trough portion 12y in the connecting wall portion 12 is likely to be crushed and deformed in the direction of bending toward the parallel rib 12b side.

[0051] Subsequently, the rear impact load after the energy is not absorbed in the first portion 10 is transmitted to the second portion 20. Since the second portion 20 is made of a higher strength than the first portion 10, it is possible to suppress deformation and suitably transmit the rear impact load to the front side of the rear member 2 with respect to the vehicle body structural member.

[0052] That is, the first portion 10 in the side frame 3 and the rear portions of the panel portion 4 and the wheel house 5 located outside the first portion 10 in the vehicle width direction preferentially crush and deform by the rear impact load to absorb the rear impact energy. Also, since the second portion 20 in the side frame 3 is formed to have a higher strength and higher rigidity than the first portion 10, it can suitably transmit the rear impact load and suitably protect the peripheral members arranged around the second portion 20.

[0053] The vehicle frame structure according to the embodiment of the present invention includes a pair of opposing wall portions 11, 11 extending in the vehicle body front-rear direction and a connecting wall portion 12 extending in the vehicle body front-rear direction and connecting the pair of opposing wall portions 11, 11. The connecting wall portion 12 includes a corrugated plate portion that exhibits a corrugated shape in the vehicle body front-rear direction, and includes parallel ribs 12a, 12b formed to be parallel to the pair of opposing wall portions 11, 11 on the corrugated plate portion. Therefore, the vehicle frame structure can efficiently absorb the collision energy by generating reaction forces with the parallel ribs 12a, 12b against the collision load and generating a plurality of small fractures in the corrugated peak portions 12x and trough portions 12y.

[0054] In the vehicle frame structure, the outer ends of the opposing wall portion 11 and / or the parallel ribs 12a, 12b in the vehicle longitudinal direction are creep portions 11a, 12a1, 12b1 where the standing height from the amplitude center A of the corrugated plate portion decreases as going outward in the vehicle longitudinal direction. Therefore, the vehicle frame structure can preferentially generate crushing at the outer ends of the frame in the vehicle longitudinal direction during a vehicle collision, and improve the absorption efficiency of collision energy.

[0055] In the vehicle frame structure, the outer ends of the corrugated plate portion in the vehicle longitudinal direction approach the amplitude center A as going outward in the vehicle longitudinal direction. Therefore, the vehicle frame structure can preferentially generate crushing at the outer ends of the frame in the vehicle longitudinal direction when the creep portion and the corrugated plate portion cooperate during a vehicle collision, and further improve the absorption efficiency of collision energy.

[0056] In the vehicle frame structure, the standing height of the outer ends of the creep portion from the amplitude center A of the corrugated plate portion in the vehicle longitudinal direction is less than the amplitude of the corrugated plate portion. Therefore, the vehicle frame structure can ensure the preferential generation of crushing at the outer ends of the frame in the vehicle longitudinal direction during a vehicle collision, and further improve the absorption efficiency of collision energy.

[0057] In the vehicle frame structure, the parallel ribs 12a, 12b are formed on both surfaces of the corrugated plate portion. Therefore, the vehicle frame structure can generate a larger reaction force (than that of the parallel ribs on only one side) with the parallel ribs 12a, 12b on both surfaces against a collision load, so that an increase in the high rigidity of the frame and the absorption amount of collision energy can be realized.

[0058] The vehicle frame structure includes one or more of the parallel ribs 12a and 12b arranged in the vehicle width direction. Among the pair of opposing wall portions 11 and 11 and the one or more parallel ribs 12a and 12b, the interval between two adjacent ones widens toward the inner side in the vehicle longitudinal direction. Therefore, the vehicle frame structure can protect the peripheral members arranged around the region by actively crushing in the outer region in the vehicle longitudinal direction with a relatively small cross section and suppressing crushing (more than the outer region in the vehicle longitudinal direction with a relatively small cross section) in the inner region in the vehicle longitudinal direction with a relatively large cross section.

[0059] The vehicle frame structure is a rear side frame arranged below the wheel house 5 and behind the wheel house 5 on the inner side in the vehicle width direction of the wheel house 5, and includes a sub-frame attachment portion 21a to which the sub-frame is attached. The corrugated plate portion is arranged behind the sub-frame attachment portion 21a. Therefore, the vehicle frame structure can preferably absorb the collision energy due to the rear impact load and protect the sub-frame.

[0060] The vehicle frame structure includes a panel portion 4 arranged behind the wheel house 5. The pair of opposing wall portions 11 and 11 are arranged in the vehicle width direction. The panel portion 4 extends outward in the vehicle width direction from the opposing wall portion 11 on the outer side in the vehicle width direction and exhibits a wave shape in the same phase as the corrugated plate portion. Therefore, the vehicle frame structure can more preferably absorb the collision energy due to the rear impact load behind the sub-frame.

[0061] The vehicle frame structure includes a flat plate portion 14 installed at the outer end portions in the vehicle longitudinal direction of the pair of opposing wall portions 11 and 11 and the connecting wall portion 12. Therefore, the vehicle frame structure can receive the collision load during vehicle collision with the flat plate portion 14 and reliably transmit the received collision load to the corrugated plate portion, thereby reliably generating sequential crushing of the corrugated plate portion and reliably absorbing the collision energy.

[0062] The vehicle frame structure is formed by die-casting aluminum alloy. Therefore, the vehicle frame structure can improve the collision energy absorption performance, and can achieve recyclability, CO 2 emission reduction and high rigidity.

[0063] As described above, the embodiments of the present invention have been described. However, the present invention is not limited to the above embodiments, and can be appropriately changed without departing from the gist of the present invention. For example, the vehicle frame structure of the present invention can also be applied to the front part of the vehicle body. Further, in the first part 10, a pair of opposing wall parts 11 may be an upper wall part and a lower wall part extending in the front-rear direction and the vehicle width direction, and the connecting wall part 12 may be a side wall part extending in the front-rear direction and the vertical direction.

Explanation of symbols

[0064] 1 Vehicle body structure 2 Rear member (vehicle frame structure, vehicle body structural member to which the vehicle frame structure is applied) 3 Side frame (frame, rear side frame, vehicle frame structure) 4 Panel part 10 First part (frame, rear side frame, vehicle frame structure) 11 Opposing wall part 11a Creep part 12 Connecting wall part (corrugated plate part) 12a, 12b Parallel ribs 12a1, 12b1 Creep parts 14 Flat plate part 20 Second part (frame, rear side frame, vehicle frame structure) 21 Opposing wall part 21a Sub-frame mounting part 22 Connecting wall part 22a Parallel rib 22b Erection rib 24 Flat plate part 31 Corrugated plate part 33 Flat plate part

Claims

1. A pair of opposing wall portions extending in the longitudinal direction of the vehicle body, and a connecting wall portion extending in the longitudinal direction of the vehicle body and connecting the pair of opposing wall portions, wherein the connecting wall portion includes a corrugated plate portion that is corrugated in the longitudinal direction of the vehicle body, and the corrugated plate portion includes parallel ribs formed parallel to the pair of opposing wall portions. A vehicle frame structure characterized by the above.

2. The outer end portions of the opposing wall portions and / or the parallel ribs in the longitudinal direction of the vehicle body are gradual change portions in which the standing height from the amplitude center of the corrugated plate portion decreases as it goes outward in the longitudinal direction of the vehicle body. The vehicle frame structure according to claim 1, characterized by the above.

3. The outer end portion of the corrugated plate portion in the longitudinal direction of the vehicle body approaches the amplitude center as it goes outward in the longitudinal direction of the vehicle body. The vehicle frame structure according to claim 2, characterized by the above.

4. The standing height of the outer end portion of the gradual change portion from the amplitude center of the corrugated plate portion is equal to or less than the amplitude of the corrugated plate portion. The vehicle frame structure according to claim 2, characterized by the above.

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

6. One or more of the parallel ribs arranged in the vehicle width direction are provided, and among the pair of opposing wall portions and one or more of the parallel ribs, the interval between two adjacent ones widens as it goes inward in the longitudinal direction of the vehicle body. The vehicle frame structure according to claim 1, characterized by the above.

7. A rear side frame disposed inside the vehicle width direction of the wheel house and below and rearward of the wheel house, including a sub-frame attachment portion to which a sub-frame is attached, wherein the corrugated plate portion is disposed rearward of the sub-frame attachment portion. The vehicle frame structure according to claim 1, characterized by the above.

8. including a panel portion disposed rearward of the wheel house, wherein the pair of opposing wall portions are arranged in the vehicle width direction, and the panel portion extends outward in the vehicle width direction from the opposing wall portion on the outer side in the vehicle width direction and exhibits a corrugation in the same phase as the corrugated plate portion. The vehicle frame structure according to claim 7, characterized by the above.

9. including a flat plate portion erected at the outer end portions of the pair of opposing wall portions and the connecting wall portion in the longitudinal direction of the vehicle body. The vehicle frame structure according to claim 1, characterized by the above.

10. It is formed by an aluminum die-casting method. The vehicle frame structure according to any one of claims 1 to 9, characterized by the above.

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