Body impact mitigation structure

Abstract

To form a guide surface which guides a front wheel of a vehicle to the outer side in a vehicle width direction by a guide device receiving a collision load through the front wheel to deform in a structure which relaxes an impact transmitted to a vehicle body through the front wheel during a collision and thereby guide the front wheel to an outer side in a vehicle width direction with the guide surface formed by the guide device receiving the collision load to deform and secure required impact relaxation performance during the collision even if a moving direction of the front wheel receiving the collision load varies in the vehicle width direction.SOLUTION: An impact relaxation structure of a vehicle body includes: a rocker 31 which is disposed at a lower end of a vehicle body side part with its longitudinal direction set to a vehicle fore and aft direction and disposed at the vehicle rear side of a front wheel; and a guide device 10 which is disposed at the vehicle front side of the rocker 31 and pressed by the front wheel, which receives a collision load input from the vehicle front to be moved to the vehicle rear, to deform and thereby form a guide surface 14a which guides a moving direction of the front wheel to the outer side in a vehicle width direction.SELECTED DRAWING: Figure 1

Description

Technical Field

[0001] The present invention relates to a shock-absorbing structure for a four-wheeled vehicle body.

Background Art

[0002] A shock-absorbing structure is known in which a crash box is provided in front of the rocker (also called side sill) on both sides of the vehicle body of a four-wheeled vehicle, and the load input to the vehicle body through the front wheels due to a collision is absorbed by the crash box (see Patent Document 1). FIG. 9 is an operation explanatory view of such a shock-absorbing structure. In FIG. 9, (A) shows a state in which the front wheel W is pushed rearward of the vehicle by a collision and abuts on the crash box C in front of the rocker R. Then, as time passes, as shown in (B) to (D), the crash box C gradually collapses to absorb the collision energy.

[0003] However, in the case of a vehicle with a large outer diameter of the front wheel W, the gap between the front wheel W and the rocker R becomes small, and it is not possible to install a conventional crash box C in front of the rocker R. A crash box C that can be installed in a small gap cannot ensure the amount of energy absorption required during a collision.

[0004] On the other hand, in order to mitigate the impact of the vehicle body by the front wheels during a collision, a vehicle body side structure in which a plate-like member is provided in front of the rocker is known (see Patent Document 2). In that case, the plate-like member is formed with an inclined portion that gradually inclines toward the rear side of the vehicle from the inner side to the outer side in the vehicle width direction. When the front wheel abuts on the inclined portion of the plate-like member upon receiving a collision load, the front wheel is moved outward in the vehicle width direction by the inclined portion so as not to intrude into the inner side in the vehicle width direction.

[0005] Also, in order to mitigate the impact of the vehicle body by the front wheels during a collision, a vehicle body side structure in which a protruding member protruding forward of the vehicle is provided in front of the rocker is known (see Patent Document 3). The protruding member protrudes biased toward the outer side in the vehicle width direction. When the front wheel abuts on the protruding member upon receiving a collision load, a reaction force from the protruding member acts on the front wheel to guide the front wheel outward in the vehicle width direction so as not to intrude into the inner side in the vehicle width direction. [Prior art documents] [Patent Documents]

[0006] [Patent Document 1] Patent No. 3912422 [Patent Document 2] Japanese Patent Publication No. 2014-118009 [Patent Document 3] Japanese Patent Publication No. 2019-199134 [Overview of the project] [Problems that the invention aims to solve]

[0007] In the inventions of Patent Documents 2 and 3, the initial objective can be achieved if the front wheels, which are moved to the rear of the vehicle upon receiving a collision load, come into contact with the plate-shaped member and the protruding member as intended. However, if the front wheels come into contact with the plate-shaped member and the protruding member at a position further inward in the vehicle width direction than the intended position, the initial objective cannot be achieved.

[0008] The object of the present invention is to create a structure that mitigates the impact transmitted to the vehicle body via the front wheels during a vehicle collision, by forming a guide surface that deforms upon receiving a collision load via the front wheels, thereby guiding the front wheels outward in the vehicle width direction. As a result, even if the direction of movement of the front wheels upon receiving a collision load varies in the vehicle width direction, the guide surface formed by deformation upon receiving the collision load will guide the front wheels outward in the vehicle width direction, thereby ensuring the necessary impact mitigation performance during a vehicle collision. [Means for solving the problem]

[0009] The first invention of the present invention is an impact mitigation structure for the body of a four-wheeled vehicle, comprising: a rocker positioned at the lower end of the side of the vehicle body with the vehicle longitudinal direction as its longitudinal direction and positioned on the rear side of the front wheel; and a guiding device positioned on the front side of the rocker, which is pressed and deformed by the front wheel that moves to the rear of the vehicle in response to a collision load input from the front of the vehicle, and which forms a guiding surface that guides the direction of movement of the front wheel outward in the vehicle width direction.

[0010] The second invention of the present invention is that, in the first invention described above, the guidance device includes a crash box that absorbs collision energy by being crushed in the longitudinal direction of the vehicle upon receiving a collision load, wherein the crush strength in the longitudinal direction of the vehicle is smaller in the outer portion in the vehicle width direction than in the inner portion in the vehicle width direction, and the front end face of the crash box is the guidance surface.

[0011] The third invention of the present invention is that, in the second invention described above, the crash box is provided with independent energy absorbing members on the inner side in the vehicle width direction and on the outer side in the vehicle width direction, and the crushing strength in the vehicle longitudinal direction of the energy absorbing member on the outer side in the vehicle width direction is smaller than that of the energy absorbing member on the inner side in the vehicle width direction.

[0012] The fourth invention of the present invention is the third invention described above, further comprising a front support member that supports the front end of the crash box on the vehicle body and a rear support member that supports the rear end of the crash box on the vehicle body, wherein the front support member and the rear support member each have an extension portion that extends inward in the vehicle width direction, the extension portion of the front support member is linearly inclined so as it moves inward in the vehicle width direction, the inner end of the extension portion of the front support member in the vehicle width direction is connected to the extension portion of the rear support member, the extension portion of the front support member is configured to support the crash box so as not to tip inward in the vehicle width direction, and the front side surface of the front support member is the guide surface.

[0013] The fifth invention of the present invention is that, in the third invention described above, the maximum deformation amount of the energy absorbing member on the outside in the vehicle width direction due to crushing in the vehicle longitudinal direction is larger than that of the energy absorbing member on the inside in the vehicle width direction.

[0014] The sixth invention of the present invention is that, in any of the third to fifth inventions described above, each energy absorbing member is formed from a member having a U-shaped cross-section in the vehicle width direction, and the open sides of each U-shape are joined together facing each other.

[0015] The seventh invention of the present invention is the first invention described above, wherein the guidance device comprises a column body whose size in the vehicle longitudinal direction is larger than its size in the vehicle width direction, and which has strength that prevents it from being crushed even when subjected to a collision load of a predetermined size corresponding to the collision load input in the vehicle longitudinal direction via the front wheels during a vehicle collision, a front support member that supports the front end of the column body on the vehicle body, and a rear support member that supports the rear end of the column body on the vehicle body, wherein the front support member and the rear support member each have extensions that extend inward in the vehicle width direction, the extension of the front support member is linearly inclined so as it moves inward in the vehicle width direction it gradually approaches the extension of the rear support member, the inner end of the extension of the front support member in the vehicle width direction is connected to the extension of the rear support member, the extension of the front support member is configured to support the column body so that it does not fall inward in the vehicle width direction, and the front side surface of the front support member is the guidance surface.

[0016] The eighth invention of the present invention is that, in the seventh invention described above, the rear end of the column body and the rear support member are formed such that the outer side in the vehicle width direction is inclined toward the rear of the vehicle relative to the inner side in the vehicle width direction.

[0017] The ninth invention of the present invention is that, in the fourth or seventh invention described above, the guidance device is cantilevered to the vehicle body by the extensions of the front support member and the rear support member, and the rear support member is positioned in front of the rocker with a gap between it and the rocker in the vehicle longitudinal direction. [Effects of the Invention]

[0018] According to the present invention, the guidance device deforms upon receiving a collision load via the front wheels, thereby forming a guidance surface that guides the front wheels outward in the vehicle width direction. Therefore, even if the direction of movement of the front wheels upon receiving a collision load varies in the vehicle width direction, the necessary impact mitigation performance during a vehicle collision can be ensured. [Brief explanation of the drawing]

[0019] [Figure 1]It is a plan view showing a first embodiment of the present invention. [Figure 2] It is a perspective view of the guiding device in the first embodiment. [Figure 3] It is an exploded perspective view of the guiding device. [Figure 4] It is an operation explanatory view of the first embodiment. [Figure 5] It is a plan view showing a second embodiment of the present invention. [Figure 6] It is a perspective view of the guiding device in the second embodiment. [Figure 7] It is a perspective view similar to FIG. 6 and is a perspective view from a different angle with respect to FIG. 6. [Figure 8] It is an operation explanatory view of the second embodiment. [Figure 9] It is an operation explanatory view of a conventional example.

MODE FOR CARRYING OUT THE INVENTION

[0020] <Overall Configuration of the First Embodiment> FIG. 1 shows a first embodiment of the present invention. In the first embodiment, a guiding device 10 is disposed in front of a rocker 31 disposed with the longitudinal direction in the vehicle front-rear direction at the lower end portions on both sides of the vehicle body of a four-wheeled vehicle. In FIG. 1, only the guiding device 10 on one side of both sides of the vehicle is illustrated, but similar guiding devices 10 that are line-symmetrical are also provided on the opposite side in the vehicle width direction. In FIG. 1, the direction indications shown by the intersecting arrows indicate the respective directions when the traveling direction of the vehicle is "forward". The same illustration is also made in the figures after FIG. 2.

[0021] As is well known, the rocker 31 is constructed as a closed cross-sectional structure by combining two hat-shaped cross-sectional members whose cross-sectional shape in a direction perpendicular to the longitudinal direction is hat-shaped. In detail, the rocker 31 is formed by overlapping and joining flange portions corresponding to the flange portions of the hat-shaped cross-sectional members in the vehicle width direction. The guide device 10 is fixed to a bracket 32 ​​of the vehicle body, which is arranged at the front of the passenger compartment so as to traverse the direction of travel of the vehicle. Although not shown in the figure, the left front wheel is located in front of the guide device 10. As shown in Figure 1, a small gap is formed between the guide device 10 and the rocker 31 in the vehicle longitudinal direction.

[0022] <Induction device of the first embodiment> Figure 2 shows a magnified view of the guidance device 10. Figure 3 shows the guidance device 10 in a disassembled state. The guidance device 10 includes a crash box 11 composed of two energy absorbing members 12 and 13. The crash box 11 absorbs collision energy by crushing the energy absorbing members 12 and 13 under collision load. The guidance device 10 is constructed by joining plate-shaped front support members 14 and rear support members 15 to the front and rear end faces of the crash box 11. The front side surface 14a of the front support member 14 of the vehicle serves as the guidance surface of the guidance device 10.

[0023] Both energy absorbing members 12 and 13 have a U-shaped cross-section in the vehicle width direction. Energy absorbing member 12 has a larger overall shape than energy absorbing member 13. Furthermore, the crushing strength of energy absorbing member 12 in the vehicle longitudinal direction is smaller than that of energy absorbing member 13. Therefore, the maximum deformation amount when crushed by a collision load is larger for energy absorbing member 12 than for energy absorbing member 13. Energy absorbing members 12 and 13 are joined together so that the open sides of their U-shapes face each other in the vehicle width direction. The crushing strength of each energy absorbing member 12 and 13 is determined by the strength of the closed side wall surface facing the open side of each U-shape.

[0024] The U-shaped closing side walls of each energy absorbing member 12 and 13 are spaced apart from each other in the vehicle width direction. Therefore, it is easy to create a difference in crushing strength between the inner and outer sides in the vehicle width direction as a single crash box 11. In addition, since the crash box 11 can be constructed simply by combining the energy absorbing members 12 and 13, the number of parts can be reduced.

[0025] The process of joining the front support member 14 and the rear support member 15 to the front and rear end faces of the crash box 11 is performed after joining the respective energy absorbing members 12 and 13. Strictly speaking, as shown in Figures 1 and 2, the front end face of the energy absorbing member 13 is joined with a slight rearward offset relative to the front end face of the energy absorbing member 12. Furthermore, the dimensions of the rear end face of the energy absorbing member 13 are set so that it is slightly forward relative to the protruding portion 15a of the rear support member 15, which will be described later. Therefore, the process of joining the front support member 14 and the rear support member 15 to the front and rear end faces of the crash box 11 is not performed on both the energy absorbing members 12 and 13, but only on the energy absorbing member 12. As a result, even if the joining position of the energy absorbing member 13 to the energy absorbing member 12 is slightly shifted in the front-rear direction due to manufacturing variations during the joining of the energy absorbing members 12 and 13, the joining of the front support member 14 and the rear support member 15 to the crash box 11 can be performed without being affected by this.

[0026] The front support member 14 and the rear support member 15 each have extensions 14b and 15b that extend inward in the vehicle width direction. The extension 14b of the front support member 14 is formed to be linearly inclined so as it extends inward in the vehicle width direction, it gradually approaches the extension 15b of the rear support member 15. The inner ends 14c and 15c of the extensions 14b and 15b in the vehicle width direction are overlapped in the vehicle's longitudinal direction and joined by fastening bolts 16a and 17a and nuts 16b and 17b. As a result, the truss structure formed by the extension 14b supports the crash box 11 so that it does not fall inward in the vehicle width direction. Note that the fastening of these bolts 16a and 17a and nuts 16b and 17b also simultaneously connects to the bracket 32, as shown in Figure 1. Therefore, the guide device 10 is cantilevered to the vehicle body by the extensions 14b and 15b of the front support member 14 and the rear support member 15.

[0027] The extension portion 15b of the rear support member 15 extends inward in the vehicle width direction, following the stepped shape formed by the difference in size between the energy absorption members 12 and 13, and protrudes forward of the vehicle to form a projection portion 15a. As shown in Figure 1, the bent projection portion 32a formed on the outer end of the bracket 32 ​​in the vehicle width direction is received within the bent space that forms the projection portion 15a. Reinforcing ribs 14d and 15d are formed on the extension portions 14b and 15b of the front support member 14 and the rear support member 15, extending along the extension direction to reinforce them against deformation in their extension direction. As can be seen from Figures 1 and 2, the rear support member 15 is configured such that its inner end portion 15c in the vehicle width direction is located slightly rearward in the vehicle longitudinal direction than the inner portion in the vehicle width direction to which the energy absorption member 12 is joined.

[0028] <Effects of the First Embodiment> Figure 4 shows the deformation of the guide device 10 and the movement of the front wheel W when the front wheel W moves to the rear of the vehicle due to the collision and the collision load is applied to the guide device 10 via the front wheel W, broken down into (A) to (D) at different time stages after the collision. In order to make it easier to distinguish between the front wheel W and the guide device 10, which are both crushed during this time, the front wheel W is shown in an undeformed state in Figure 4.

[0029] (A) shows the initial deformation of the guide device 10 when the front wheel W strikes the guide device 10. At this time, the front support member 14, the energy absorbing member 12, and the rear support member 15 receive the collision load from the front wheel W and move backward to fill the gap on the rocker 31 side of the rear support member 15, and the front side of the energy absorbing member 12 moves outward in the vehicle width direction and tilts. Therefore, even if the position where the front wheel W strikes the front support member 14 varies slightly in the vehicle width direction, the guide device 10 deforms as shown in (A) because there is a gap between the rear support member 15 and the rear rocker 31, and the extension 14b of the front support member 14 supports the collision load and prevents the front support member 14 from moving inward in the vehicle width direction.

[0030] (B) shows a state where the front wheel W has moved further rearward than in (A). At this time, the front side of the energy absorbing member 12 begins to collapse. As a result, the outer side in the vehicle width direction of the front support member 14 that corresponds to the energy absorbing member 12 is pushed rearward, and the outer side in the vehicle width direction of the front support member 14 becomes even more tilted rearward relative to the inner side in the vehicle width direction. Consequently, the front side surface 14a of the front support member 14 of the vehicle becomes the guide surface of the guide device 10, guiding the front wheel W outward in the vehicle width direction.

[0031] As the process progresses through (C) and (D), the collapse of the energy-absorbing member 12 progresses, and the outward tilt in the vehicle width direction of the front support member 14a becomes more pronounced. As a result, the front wheel W is guided further outward in the vehicle width direction.

[0032] According to the first embodiment, the guidance device 10 deforms upon receiving a collision load via the front wheel W, thereby forming a guidance surface that guides the front wheel W outward in the vehicle width direction. Therefore, even if the direction of movement of the front wheel W, which is subjected to a collision load, varies in the vehicle width direction, the necessary impact mitigation performance during a collision can be ensured.

[0033] <Second Embodiment> Figure 5 shows the second embodiment. The distinguishing feature of the second embodiment compared to the first embodiment is that the guidance device 10 has been changed to a guidance device 20. The guidance device 10 forms a guidance surface by the crushing of the crush box 11, while the guidance device 20 is characterized by forming a guidance surface by the collapse of the column 21. The other configurations are the same in the second embodiment as in the first embodiment, and further explanation of the same parts will be omitted.

[0034] As shown in Figures 5-7, the guidance device 20 includes a hollow column 21. The column 21 is formed by joining two U-shaped bodies 22 and 23. Specifically, the U-shaped bodies 22 and 23 have a U-shaped cross-section in the vehicle width direction, and are joined together with their open sides facing each other in the vehicle width direction. Therefore, the hollow shape of the column 21 extends in the vehicle's longitudinal direction. Both the U-shaped bodies 22 and 23 are made of high-strength material, and the column 21 has the strength to withstand collision loads transmitted through the front wheels during a collision (corresponding to a collision load of a predetermined magnitude) without being crushed.

[0035] The front and rear ends of the column 21 are fitted with front support members 24 and 25, similar to the front support member 14 and rear support member 15 in the first embodiment, to cover the hollow portion of the column 21 and are joined to it. The front support member 24 and rear support member 25, similar to the front support member 14 and rear support member 15 in the first embodiment, have extensions 24b and 25b that extend inward in the vehicle width direction. The extension 24b of the front support member 24 is formed to be linearly inclined so as it extends inward in the vehicle width direction, it gradually approaches the extension 25b of the rear support member 25. The inner ends 24c and 25c of the extensions 24b and 25b in the vehicle width direction are overlapped in the vehicle's longitudinal direction and joined by fastening bolts 16a and 17a and nuts 16b and 17b, similar to the first embodiment. Therefore, the extension 24b forms a truss structure. Furthermore, the fastening of these bolts 16a, 17a and nuts 16b, 17b also simultaneously connects them to the bracket 32, as shown in Figure 5. Therefore, the guide device 20 is cantilevered to the vehicle body by the extensions 24b, 25b of the front support member 24 and the rear support member 25.

[0036] The extension portion 25b of the rear support member 25 has a projection portion 25a formed in the direction of extension of the column 21, projecting forward along the direction of extension of the column 21, at a position adjacent to the column 21, while extending inward in the vehicle width direction. As shown in Figure 5, the bent projection portion 32a formed at the outer end of the bracket 32 ​​in the vehicle width direction is received within the bent space that forms the projection portion 25a. Reinforcing ribs 24d and 25d are formed on the extension portions 24b and 25b of the front support member 24 and the rear support member 25, extending along the direction of extension to reinforce them against deformation in their own extension direction.

[0037] The rear end of the column 21 and the rear support member 25 are formed with an inclination such that the outer side in the vehicle width direction is more rearward than the inner side in the vehicle width direction. This inclined structure makes it easier for the front of the column 21 to tilt outward in the vehicle width direction when subjected to a collision load via the front wheels.

[0038] <Effects of the second embodiment> Figure 8 shows the deformation of the guide device 20 and the movement of the front wheel W when the front wheel W moves to the rear of the vehicle due to a collision and the collision load is applied to the guide device 20 via the front wheel W, broken down into (A) to (D) at different time stages after the collision. In order to make it easier to distinguish between the front wheel W and the guide device 20, which are both crushed during this time, the front wheel W is shown in an undeformed state in Figure 8.

[0039] (A) shows the initial deformation of the guide device 20 when the front wheel W strikes the guide device 20. At this time, the front support member 24, the column 21, and the rear support member 25 receive the collision load from the front wheel W and move backward to fill the gap on the rocker 31 side of the rear support member 25, causing the front side of the column 21 to tilt outward in the vehicle width direction. Therefore, even if the position where the front wheel W strikes the front support member 24 varies slightly in the vehicle width direction, the guide device 20 deforms as shown in (A) because there is a gap between the rear support member 25 and the rear rocker 31, and the extension 24b of the front support member 24 supports the collision load, preventing the front support member 24 from moving inward in the vehicle width direction.

[0040] (B) shows a state in which the front wheel W has moved further rearward than in (A). At this time, the inclination angle of the front side of the column 21 outward in the vehicle width direction becomes even larger. As a result, the front support member 24 is pushed rearward on the outward side in the vehicle width direction, and the front support member 24 is tilted further rearward on the outward side in the vehicle width direction relative to the inward side in the vehicle width direction. Consequently, the front side surface 24a of the front support member 24 of the vehicle becomes the guide surface of the guide device 20, guiding the front wheel W outward in the vehicle width direction.

[0041] As the process progresses through (C) and (D), the angle of inclination of the column 21 outward in the vehicle width direction increases, and the outward tilt of the front side surface 24a of the front support member 24 in the vehicle width direction becomes more pronounced. As a result, the front wheel W is guided further outward in the vehicle width direction.

[0042] According to the second embodiment, the guidance device 20 deforms upon receiving a collision load via the front wheel W, thereby forming a guidance surface that guides the front wheel W outward in the vehicle width direction. Therefore, even if the direction of movement of the front wheel W, which is subjected to a collision load, varies in the vehicle width direction, the impact mitigation performance necessary during a collision can be ensured.

[0043] <Other Embodiments> Although specific embodiments have been described above, the present invention is not limited to their appearance and configuration, and various modifications, additions, and deletions are possible. For example, in the first embodiment, the crash box 11 is composed of two energy absorbing members 12 and 13, but the crash box may be composed of a single energy absorbing member, and the crushing strength may be made different between the inner and outer portions in the vehicle width direction of the single energy absorbing member. Also, in the second embodiment, the column 21 is hollow, but the column 21 may be solid.

[0044] <Effects and Effects of the above embodiments corresponding to each invention> Finally, the effects and benefits of the above embodiments corresponding to each of the inventions from the second invention onward in the "Means for Solving the Problems" described above should be noted.

[0045] According to the second invention, the crash box of the guidance device has less crushing strength in the vehicle's longitudinal direction on the outer portion in the vehicle's width direction compared to the inner portion in the vehicle's width direction. Therefore, when the guidance device receives a collision load via the front wheels, the crash box deforms more significantly on the outer portion in the vehicle's width direction than on the inner portion, and the guidance surface is inclined so that the outer portion in the vehicle's width direction is towards the rear of the vehicle compared to the inner portion. This inclined guidance surface can guide the front wheels, which move towards the rear of the vehicle under the collision load, to the outer portion in the vehicle's width direction.

[0046] According to the third invention, the crash box is equipped with independent energy absorbing members on the inner side in the vehicle width direction and on the outer side in the vehicle width direction. Therefore, by combining independent energy absorbing members, it is possible to easily manufacture a crash box in which the crushing strength in the longitudinal direction of the vehicle on the outer side in the vehicle width direction is smaller than that on the inner side in the vehicle width direction.

[0047] According to the fourth invention, the crash box is supported so as not to tilt inward in the vehicle width direction by connecting the respective extensions of the front support member and the rear support member of the crash box toward the inside in the vehicle width direction. Therefore, when the guidance device receives a collision load via the front wheels, the crash box does not tilt inward in the vehicle width direction, and the outer side in the vehicle width direction is crushed more than the inner side in the vehicle width direction, allowing the guidance surface of the front support member, which is the front side of the vehicle, to be tilted toward the outside in the vehicle width direction.

[0048] According to the fifth invention, the maximum deformation amount associated with crushing in the longitudinal direction of the vehicle is larger for the energy absorbing member on the outside in the vehicle width direction than for the energy absorbing member on the inside in the vehicle width direction. Therefore, when the guidance device receives a collision load via the front wheels, the crash box deforms more on the outside in the vehicle width direction than on the inside in the vehicle width direction, and the guidance surface can be tilted more significantly toward the outside in the vehicle width direction.

[0049] According to the sixth invention, the crash box is constructed by combining the open sides of each U-shaped member facing each other. Therefore, the crushing strength of each energy absorbing member can be set by setting the strength of the closed side wall surface of each U-shaped member. Moreover, the closed side wall surfaces of each U-shaped member are spaced apart from each other in the vehicle width direction. Therefore, it is easy to create a difference in crushing strength between the inside and outside in the vehicle width direction of a single crash box. Furthermore, since the crash box can be constructed simply by combining the U-shaped members, the number of parts can be reduced.

[0050] According to the seventh invention, the guidance device is configured with a column having sufficient strength to withstand a collision load of a predetermined magnitude without being crushed, and the column is supported so as not to fall inward in the vehicle width direction by connecting the inward extensions of the front support member and the rear support member of the column to each other. Therefore, when the guidance device receives a collision load via the front wheels, the column does not fall inward in the vehicle width direction but falls outward, and the guidance surface of the front support member, which is the front side of the vehicle, can be tilted outward in the vehicle width direction.

[0051] According to the eighth invention, the rear end of the column and the rear support member are formed such that the outer side in the vehicle width direction is inclined toward the rear of the vehicle relative to the inner side in the vehicle width direction. Therefore, when the guide device receives a collision load via the front wheels, it is more likely to tip outward in the vehicle width direction, and the guide surface formed by the front side of the vehicle of the front support member can be inclined toward the outward side in the vehicle width direction.

[0052] According to the ninth invention, the guide device is cantilevered to the vehicle body, and the rear support member is positioned with a gap between it and the rocker. Therefore, when the guide device is subjected to a collision load, the rear support member is more likely to move in the direction of the vehicle due to the gap with the rocker, and as a result, the front support member, which forms the guide surface of the guide device, is more likely to tilt towards the rear of the vehicle on its outer side in the vehicle width direction. Thus, the front wheels can be guided outward in the vehicle width direction from the initial stage of the collision. [Explanation of Symbols]

[0053] 10, 20 Guidance device 11 Crash Box 12, 13 Energy absorbing members 21 Column 22, 23 U font 14, 24 Front support members 14a, 24a Front side of vehicle (guidance side) 14b, 24b extension 14c, 24c Inner end in the vehicle width direction 14d, 24d reinforcing ribs 15, 25 Rear support member 15a, 25a protrusion 15b, 25b extension 15c, 25c Inner edge in the vehicle width direction 15d, 25d reinforcing ribs 16a, 17a bolts 16b, 17b nuts 31 Rocka 32 Bracket (vehicle body) 32a Bend protrusion

Claims

1. A shock-absorbing structure for the body of a four-wheeled vehicle, A rocker is positioned at the lower end of the side of the vehicle body, with the vehicle's longitudinal direction as the longitudinal direction, and located on the rear side of the front wheel. The rocker is positioned on the front side of the vehicle and is deformed by being pressed by the front wheels, which are moved to the rear of the vehicle by the collision load input from the front of the vehicle, forming a guide surface that guides the direction of movement of the front wheels outward in the vehicle width direction. The induction device is, It is equipped with a crash box that absorbs collision energy by being crushed in the longitudinal direction of the vehicle under the impact load. The aforementioned crash box is The vehicle is equipped with independent energy absorbing members on the inner side and outer side in the vehicle width direction. The crush strength in the longitudinal direction of the vehicle is smaller for the energy absorbing member on the outside in the vehicle width direction compared to the energy absorbing member on the inside in the vehicle width direction. The front end face of the crash box is the guide surface. A front support member that supports the front end of the crash box on the vehicle body, The crash box comprises a rear support member that supports the rear end of the crash box to the vehicle body, The front support member and the rear support member each have an extension portion that extends inward in the vehicle width direction, The extension of the front support member is linearly inclined so as it moves inward in the vehicle width direction, it gradually approaches the extension of the rear support member, the inner end of the extension of the front support member in the vehicle width direction is connected to the extension of the rear support member, and the extension of the front support member is configured to support the crash box so that it does not tip inward in the vehicle width direction. A vehicle impact mitigation structure in which the front side surface of the front support member is the guide surface.

2. In claim 1, The overall shape of the energy absorbing member on the outside in the vehicle width direction is larger than that of the energy absorbing member on the inside in the vehicle width direction, The extension of the rear support member has a protruding portion that extends forward of the vehicle midway through its extension in the vehicle width direction, following the stepped shape formed by the difference in size between the energy absorbing member on the outside in the vehicle width direction and the energy absorbing member on the inside in the vehicle width direction. The bent space forming the protruding portion accommodates a part of the structure of the vehicle body, and reinforcing ribs are formed extending along the extension direction to reinforce against deformation in the extension direction. The protruding portion is disposed behind the energy absorbing member on the inner side in the vehicle width direction. Body impact mitigation structure.

3. In Claim 2, The maximum deformation amount associated with crushing in the vehicle's longitudinal direction is larger for the energy absorbing member on the outer side in the vehicle's width direction compared to the energy absorbing member on the inner side in the vehicle's width direction. Body impact mitigation structure.

4. In any of claims 1 to 3, Each energy absorbing member is formed from a member with a U-shaped cross-section in the vehicle width direction, and the open sides of each U-shape are joined together facing each other. Body impact mitigation structure.

5. A shock-absorbing structure for the body of a four-wheeled vehicle, A rocker is positioned at the lower end of the side of the vehicle body, with the vehicle's longitudinal direction as the longitudinal direction, and located on the rear side of the front wheel. The rocker is positioned on the front side of the vehicle and is deformed by being pressed by the front wheels, which are moved to the rear of the vehicle by the collision load input from the front of the vehicle, forming a guide surface that guides the direction of movement of the front wheels outward in the vehicle width direction. The induction device is, A column body whose size in the longitudinal direction of the vehicle is larger than its size in the width direction of the vehicle, and which has the strength to not collapse even when subjected to a predetermined collision load equivalent to the collision load input in the longitudinal direction of the vehicle via the front wheels during a vehicle collision, A front support member that supports the front end of the column body of the vehicle with the vehicle body, A rear support member that supports the rear end of the column body of the vehicle body, Equipped with, The front support member and the rear support member each have an extension portion that extends inward in the vehicle width direction, The extension of the front support member is linearly inclined so as it moves inward in the vehicle width direction, it gradually approaches the extension of the rear support member, the inner end of the extension of the front support member in the vehicle width direction is connected to the extension of the rear support member, and the extension of the front support member is configured to support the column so that it does not fall inward in the vehicle width direction. The front side of the vehicle of the front support member is the guide surface. Body impact mitigation structure.

6. In claim 5, The extension of the rear support member has a projection that extends forward along the direction in which the column extends, at a position adjacent to the column, during its extension in the vehicle width direction, and within the bending space forming the projection, reinforcing ribs are formed extending along the extension direction to receive a part of the structure of the vehicle body and to reinforce against deformation in its extension direction. The rear end of the column and the rear support member are formed such that the outer side in the vehicle width direction is inclined toward the rear of the vehicle relative to the inner side in the vehicle width direction. Body impact mitigation structure.

7. In claim 1 or 5, The guidance device is cantilevered to the vehicle body by the extensions of the front support member and the rear support member. The rear support member is positioned in front of the rocker, with a gap between it and the rocker in the vehicle's longitudinal direction. Body impact mitigation structure.

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