JP2009018724A - Vehicle body frame structure - Google Patents

Vehicle body frame structure Download PDF

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Publication number
JP2009018724A
JP2009018724A JP2007183545A JP2007183545A JP2009018724A JP 2009018724 A JP2009018724 A JP 2009018724A JP 2007183545 A JP2007183545 A JP 2007183545A JP 2007183545 A JP2007183545 A JP 2007183545A JP 2009018724 A JP2009018724 A JP 2009018724A
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vehicle body
frame
vehicle
longitudinal direction
cross member
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JP2007183545A
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JP4875558B2 (en
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Shigeto Yasuhara
重人 安原
Yasuhisa Egawa
泰久 江川
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Honda Motor Co Ltd
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Honda Motor Co Ltd
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Priority to JP2007183545A priority Critical patent/JP4875558B2/en
Priority to TW097123787A priority patent/TWI361766B/en
Priority to US12/668,596 priority patent/US8585133B2/en
Priority to PCT/JP2008/062335 priority patent/WO2009008426A1/en
Priority to DE112008001810T priority patent/DE112008001810T5/en
Publication of JP2009018724A publication Critical patent/JP2009018724A/en
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Abstract

<P>PROBLEM TO BE SOLVED: To provide a vehicle body frame structure capable of compatibly absorbing a collision load and protecting a cabin during a collision of a vehicle without increasing the weight of a vehicle body. <P>SOLUTION: A cabin 13 of an automobile has an octagonal frame having a side sill 14 extending in the longitudinal direction of a vehicle body, a dashboard lower cross member 22 and a front cross member 23 extending in the vehicle width direction, and four inclined members 30b, 38. Thus, the cabin ensures the sufficient rigidity against the collision load in the longitudinal direction of the vehicle body and from the sides of the vehicle body, and the deformation of the cabin 13 can be minimized. Further, forward of the cabin 13, a front side frame 12 and a front bumper beam 21 constitute a U-shaped frame which is curved in a U-shape in the longitudinal direction of the vehicle body. Thus, the collision load from the longitudinal direction of the vehicle body including the offset collision is effectively absorbed by the collapse of the U-shaped frame of high rigidity, and the deformation of the cabin 13 can be prevented more effectively. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

本発明は、自動車の車室や燃料タンク収納部を衝突荷重から保護するための車体フレーム構造に関する。   The present invention relates to a vehicle body frame structure for protecting a vehicle compartment and a fuel tank housing portion from a collision load.

車体前部にＵ字型フレームよりなる衝突力吸収分散手段およびＶ字型フレームよりなる衝突力分散補強手段を前後方向に並置し、Ｕ字型フレームの変形により正面衝突の荷重を吸収するとともに、Ｖ字型フレームにより衝突荷重をエンジンクロスメンバからフロントフレームに伝達することで、フロントフレームの変形を抑制して該フロントフレームの車室内侵入を防止するものが、下記特許文献１により公知である。
特開平１１−１５７４６８号公報 A collision force absorbing / dispersing means made of a U-shaped frame and a collision force dispersion reinforcing means made of a V-shaped frame are juxtaposed in the front-rear direction at the front of the vehicle body, and the load of a frontal collision is absorbed by deformation of the U-shaped frame, Patent Document 1 below discloses that a V-shaped frame transmits a collision load from an engine cross member to a front frame to suppress the deformation of the front frame and prevent the front frame from entering the vehicle interior.
JP-A-11-157468

ところで上記従来のものは、車体前部のエンジンルームに、既存のフロントフレーム以外にＵ字型フレームおよびＶ字型フレームを追加して設ける必要があるため、車体重量が増加して燃料消費量が増加するだけでなく、車体中心線上に配置されたＵ字型フレームおよびＶ字型フレームがエンジン搭載の邪魔になり、しかもエンジンルームが前後方向に長くなって車室の空間を圧迫する問題があった。   By the way, in the above-mentioned conventional one, it is necessary to provide a U-shaped frame and a V-shaped frame in addition to the existing front frame in the engine room at the front part of the vehicle body. In addition to the increase, there is a problem that the U-shaped frame and V-shaped frame arranged on the center line of the vehicle body interfere with the engine mounting, and the engine room becomes longer in the front-rear direction and compresses the space in the passenger compartment. It was.

本発明は前述の事情に鑑みてなされたもので、車両の衝突時の衝突荷重の吸収と車室の保護とを、車体重量を増加させることなく両立させることを目的とする。   The present invention has been made in view of the above circumstances, and an object of the present invention is to achieve both absorption of a collision load at the time of a vehicle collision and protection of a passenger compartment without increasing the weight of the vehicle body.

上記目的を達成するために、請求項１に記載された発明によれば、自動車の車体の保護エリアが、車体前後方向に延びる左右一対の縦部材と、車幅方向に延びる前後一対の横部材と、前記縦部材および横部材の端部を斜めに連結する４個の傾斜部材とを有する八角形フレームを備え、前記保護エリアに接続されて車体前後方向端部に位置するエネルギー吸収エリアが、車体前後方向に向けてＵ字状に湾曲するＵ字状フレームを備えることを特徴とする車体フレーム構造が提案される。   In order to achieve the above object, according to the first aspect of the present invention, a vehicle body protection area includes a pair of left and right vertical members extending in the vehicle longitudinal direction and a pair of front and rear horizontal members extending in the vehicle width direction. And an octagonal frame having four inclined members that obliquely connect the end portions of the vertical member and the horizontal member, and an energy absorption area that is connected to the protection area and positioned at the end portion in the longitudinal direction of the vehicle body, A vehicle body frame structure is proposed that includes a U-shaped frame that curves in a U-shape in the longitudinal direction of the vehicle body.

また請求項２に記載された発明によれば、請求項１の構成に加えて、前記保護エリアが車室であり、前記エネルギー吸収エリアがエンジンルームであることを特徴とする車体フレーム構造が提案される。   According to the invention described in claim 2, in addition to the structure of claim 1, a vehicle body frame structure is proposed in which the protection area is a vehicle compartment and the energy absorption area is an engine room. Is done.

また請求項３に記載された発明によれば、請求項１の構成に加えて、前記保護エリアが燃料タンク収納部であり、前記エネルギー吸収エリアがトランクルームであることを特徴とする車体フレーム構造が提案される。   According to a third aspect of the present invention, there is provided a vehicle body frame structure characterized in that, in addition to the configuration of the first aspect, the protection area is a fuel tank housing portion and the energy absorption area is a trunk room. Proposed.

尚、実施の形態のエンジンルーム１１およびトランクルーム１６は本発明のエネルギー吸収エリアに対応し、実施の形態の車室１３および燃料タンク収納部１５は本発明の保護エリアに相当し、実施の形態のサイドシル１４およびリヤサイドフレーム１７は本発明の縦部材に対応し、実施の形態のダッシュボードロアクロスメンバ２２、ミドルクロスメンバ２４およびリヤクロスメンバ２５は本発明の横部材に相当し、実施の形態のアウトリガー３０ｂ、ガセット３８，３９および拡幅部２５ａは本発明の傾斜部材に対応する。   The engine room 11 and the trunk room 16 of the embodiment correspond to the energy absorption area of the present invention, and the vehicle compartment 13 and the fuel tank storage portion 15 of the embodiment correspond to the protection area of the present invention. The side sill 14 and the rear side frame 17 correspond to the vertical members of the present invention, and the dashboard lower cross member 22, the middle cross member 24, and the rear cross member 25 of the embodiment correspond to the lateral members of the present invention. The outrigger 30b, the gussets 38 and 39, and the widened portion 25a correspond to the inclined member of the present invention.

請求項１の構成によれば、自動車の車体の保護エリアが、車体前後方向に延びる左右一対の縦部材と、車幅方向に延びる前後一対の横部材と、前記縦部材および横部材の端部を斜めに連結する４個の傾斜部材とを有する八角形フレームを備えるので、車体前後方向からの衝突荷重にも車体側方からの衝突荷重にも充分な剛性を確保して保護エリアの変形を最小限に抑えることができる。また保護エリアに接続されて車体前後方向端部に位置するエネルギー吸収エリアが、車体前後方向に向けてＵ字状に湾曲するＵ字状フレームを備えるので、オフセット衝突を含む車体前後方向からの衝突荷重を高剛性のＵ字状フレームの圧壊で効果的に吸収し、保護エリアの変形を一層効果的に防止することができる。しかも特別の補強部材を設ける必要がないので、重量の増加を伴わずに衝突荷重の吸収と車室の保護とを両立させることができる。   According to the configuration of claim 1, the vehicle body protection area includes a pair of left and right vertical members extending in the longitudinal direction of the vehicle body, a pair of longitudinal members extending in the vehicle width direction, and the end portions of the vertical member and the horizontal member. Since it has an octagonal frame with four slanting members that are connected diagonally, it can secure sufficient rigidity for collision load from the front and rear direction of the vehicle body and collision load from the side of the vehicle body, and deformation of the protection area Can be minimized. In addition, the energy absorption area that is connected to the protection area and located at the end of the vehicle body in the longitudinal direction includes a U-shaped frame that curves in a U shape toward the vehicle longitudinal direction. The load can be effectively absorbed by crushing the highly rigid U-shaped frame, and the deformation of the protection area can be more effectively prevented. Moreover, since it is not necessary to provide a special reinforcing member, it is possible to achieve both the absorption of the collision load and the protection of the passenger compartment without increasing the weight.

また請求項２の構成によれば、車室を保護エリアとし、エンジンルームをエネルギー吸収エリアとしたので、車体前方から入力される衝突荷重をエンジンルームのＵ字状フレームの圧壊で効果的に吸収し、かつ高剛性の八角形フレームで車室の変形を防止して乗員を保護することができる。   According to the second aspect of the present invention, the vehicle compartment is used as the protection area and the engine room is used as the energy absorption area, so that the collision load input from the front of the vehicle body is effectively absorbed by the collapse of the U-shaped frame in the engine room. The occupant can be protected by preventing the vehicle compartment from being deformed by the highly rigid octagonal frame.

また請求項３の構成によれば、燃料タンク収納部を保護エリアとし、トランクルームをエネルギー吸収エリアとしたので、車体後方から入力される衝突荷重をトランクルームのＵ字状フレームの圧壊で効果的に吸収し、かつ高剛性の八角形フレームで燃料タンク収納部の変形を防止して燃料タンクを保護することができる。   According to the third aspect of the present invention, since the fuel tank housing portion is used as a protection area and the trunk room is used as an energy absorption area, the collision load input from the rear of the vehicle body is effectively absorbed by the collapse of the U-shaped frame of the trunk room. In addition, the highly rigid octagonal frame can protect the fuel tank by preventing deformation of the fuel tank housing portion.

以下、本発明の実施の形態を添付図面に基づいて説明する。   Hereinafter, embodiments of the present invention will be described with reference to the accompanying drawings.

図１〜図７は本発明の実施の形態を示すもので、図１は自動車の車体フレームを下面から見た図、図２は図１の２方向矢視図、図３は図１の３部拡大図、図４は図３の４−４線断面図、図５は図１に保護エリアおよびエネルギー吸収エリアの形状を書き加えた図、図６は正面・後面衝突時および側面衝突時の荷重伝達経路を示す図、図７は正面衝突時のフロントサブフレームの変形を説明する図である。   1 to 7 show an embodiment of the present invention. FIG. 1 is a view of a body frame of an automobile as viewed from below, FIG. 2 is a view taken in the direction of the arrow in FIG. 1, and FIG. 4 is a cross-sectional view taken along line 4-4 of FIG. 3, FIG. 5 is a diagram in which the shapes of the protection area and the energy absorption area are added to FIG. 1, and FIG. 6 is a front / rear collision and a side collision. FIG. 7 is a diagram illustrating a load transmission path, and FIG. 7 is a diagram illustrating deformation of the front subframe at the time of a frontal collision.

図１および図２に示すように、自動車の車体フレームは、エンジンルーム１１の左右両側部に沿って車体前後方向に延びる左右一対のフロントサイドフレーム１２，１２と、車室１３の左右両側部に沿って車体前後方向に延びる左右一対のサイドシル１４，１４と、燃料タンク収納部１５およびトランクルーム１６の左右両側部に沿って車体前後方向に延びる左右一対のリヤサイドフレーム１７，１７と、フロントサイドフレーム１２，１２の前端から後上方に延び、左右のサイドシル１４，１４の前端から立ち上がる左右一対のフロントピラーロア１８，１８の上端に連結される左右一対のアッパーメンバ１９，１９と、車幅方向に延びてフロントサイドフレーム１２，１２の前端にフロントサイドフレームエクステンション２０…を介して両端が接続されたフロントバンパービーム２１と、車幅方向に延びて左右のフロントサイドフレーム１２，１２の後端間を接続するダッシュボードロアクロスメンバ２２と、車幅方向に延びて左右のサイドシル１４，１４の前後方向中間部間を接続するフロントクロスメンバ２３と、車幅方向に延びて左右のリヤサイドフレーム１７，１７の前端間を接続するミドルクロスメンバ２４と、車幅方向に延びて左右のリヤサイドフレーム１７，１７の前後方向中間部間を接続するリヤクロスメンバ２５と、車幅方向に延びて左右のリヤサイドフレーム１７，１７の後端間を接続するリヤバンパービーム２６と、幅方向に延びてリヤクロスメンバ２５およびリヤバンパービーム２６間で左右のリヤサイドフレーム１７，１７を接続するリヤエンドフレーム２７と、ダッシュボードロアクロスメンバ２２からミドルクロスメンバ２４へと延びるフロアトンネル２８の左右両側に沿って延びる左右一対のセンターフレーム２９，２９と、フロントサイドフレーム１２，１２、サイドシル１４，１４およびセンターフレーム２９，２９を連結する左右一対の連結部材３０，３０と、左右のフロントサイドフレーム１２，１２の下部に支持されるフロントサブフレーム３１とを備える。   As shown in FIG. 1 and FIG. 2, the body frame of an automobile is provided on a pair of left and right front side frames 12, 12 extending in the longitudinal direction of the vehicle body along the left and right sides of the engine room 11 and A pair of left and right side sills 14, 14 extending in the longitudinal direction of the vehicle body along the left and right sides of the fuel tank storage portion 15 and the trunk room 16, and a pair of left and right rear side frames 17, 17 extending in the longitudinal direction of the vehicle body, and the front side frame 12. A pair of left and right upper members 19, 19 connected to the upper ends of a pair of left and right front pillars 18, 18 extending from the front ends of the left and right side sills 14, 14, and extending in the vehicle width direction. Through the front side frame extensions 12 at the front ends of the front side frames 12, 12. A front bumper beam 21 connected at both ends, a dashboard lower cross member 22 extending in the vehicle width direction to connect between the rear ends of the left and right front side frames 12, 12, and a left and right side sill 14, extending in the vehicle width direction, 14, a front cross member 23 that connects between the front and rear intermediate portions, a middle cross member 24 that extends in the vehicle width direction and connects between the front ends of the left and right rear side frames 17, 17, and a left and right rear side that extends in the vehicle width direction. A rear cross member 25 connecting between the front and rear intermediate portions of the frames 17 and 17, a rear bumper beam 26 extending in the vehicle width direction and connecting between the rear ends of the left and right rear side frames 17 and 17, and extending in the width direction. Rear end for connecting the left and right rear side frames 17, 17 between the rear cross member 25 and the rear bumper beam 26 A rim 27, a pair of left and right center frames 29, 29 extending along the left and right sides of a floor tunnel 28 extending from the dashboard lower cross member 22 to the middle cross member 24, front side frames 12, 12, side sills 14, 14, and A pair of left and right connecting members 30 and 30 for connecting the center frames 29 and 29 and a front sub-frame 31 supported by lower portions of the left and right front side frames 12 and 12 are provided.

フロントサブフレーム３１は、左右一対の縦フレーム３２，３２を前後一対の横フレーム３３，３４で四角枠状に接続して構成され、縦フレーム３２，３２の前端がゴムブッシュジョイント３５，３５を介してフロントサイドフレーム１２，１２の前端下面に弾性支持されるとともに、縦フレーム３２，３２の後端がゴムブッシュジョイント３６，３６を介して連結部材３０，３０の下面に弾性支持される。   The front sub-frame 31 is configured by connecting a pair of left and right vertical frames 32, 32 in a square frame shape with a pair of front and rear horizontal frames 33, 34, and the front ends of the vertical frames 32, 32 via rubber bush joints 35, 35. The front side frames 12, 12 are elastically supported on the lower surfaces of the front ends, and the rear ends of the vertical frames 32, 32 are elastically supported on the lower surfaces of the connecting members 30, 30 via the rubber bush joints 36, 36.

次に、図１〜図４を参照して連結部材３０，３０の構造を説明する。左右の連結部材３０，３０は鏡面対称な形状を有するため、その一方について説明する。   Next, the structure of the connecting members 30 and 30 will be described with reference to FIGS. Since the left and right connecting members 30, 30 have a mirror-symmetric shape, one of them will be described.

図１に網掛けして示す連結部材３０は、金属パネルをプレス成形した単一の部材で構成されるもので、前端に下向きにカップ状に突出するフロントサブフレーム取付部３０ａを備え、フロントサブフレーム取付部３０ａから車幅方向外側かつ後方に向かってアウトリガー３０ｂが斜めに延びるとともに、フロントサブフレーム取付部３０ａから車幅方向内側かつ後方に向かってセンターフレームエクステンション３０ｃが斜めに延びている。   The connecting member 30 shown shaded in FIG. 1 is formed of a single member obtained by press-molding a metal panel, and includes a front subframe mounting portion 30a that protrudes downward in a cup shape at the front end. Outriggers 30b extend obliquely from the frame attachment portion 30a toward the outside in the vehicle width direction and rearward, and a center frame extension 30c extends obliquely from the front subframe attachment portion 30a toward the inside and rearward in the vehicle width direction.

連結部材３０のフロントサブフレーム取付部３０ａに隣接するセンターフレームエクステンション３０ｃの車幅方向内面にダッシュボードロアクロスメンバ２２の左右両端部が接続されるとともに、そこから斜め後方に延びるセンターフレームエクステンション３０ｃの後端がセンターフレーム２９の前端に接続される。また連結部材３０のアウトリガー３０ｂの前端がフロントサイドフレーム１２の後端に接続され、後端がサイドシル１４の前端に接続される。   The left and right ends of the dashboard lower cross member 22 are connected to the inner surface in the vehicle width direction of the center frame extension 30c adjacent to the front subframe mounting portion 30a of the connecting member 30 and the center frame extension 30c extending obliquely rearward therefrom. The rear end is connected to the front end of the center frame 29. The front end of the outrigger 30 b of the connecting member 30 is connected to the rear end of the front side frame 12, and the rear end is connected to the front end of the side sill 14.

連結部材３０のフロントサブフレーム取付部３０ａの内部には前記ゴムブッシュジョイント３６が収納され、それを貫通するボルト３７にフロントサブフレーム３１の後部が支持される（図４参照）。尚、フロントサブフレーム３１の前部も、同様の構造のゴムブッシュジョイント３５（図１参照）を介してフロントサイドフレーム１２の下面に支持される。   The rubber bush joint 36 is housed inside the front subframe mounting portion 30a of the connecting member 30, and the rear portion of the front subframe 31 is supported by a bolt 37 passing through the rubber bush joint 36 (see FIG. 4). The front portion of the front subframe 31 is also supported on the lower surface of the front side frame 12 via a rubber bush joint 35 (see FIG. 1) having a similar structure.

図１および図５を併せて参照すると明らかなように、第１の保護領域である車室１３を囲むフレームは、平面視で八角形状に構成される。即ち、車体前後方向に延びる左右のサイドシル１４，１４と、車幅方向に延びるダッシュボードロアクロスメンバ２２およびミドルクロスメンバ２４と、サイドシル１４，１４の前端およびダッシュボードロアクロスメンバ２２の左右両端を斜めに接続する左右のアウトリガー３０ｂ，３０ｂと、サイドシル１４，１４の後端およびミドルクロスメンバ２４の左右両端を斜めに接続する左右のガセット３８，３８とが、図５に太線Ａで示すように全体として八角形を構成する。   As is apparent when referring to FIG. 1 and FIG. 5 together, the frame surrounding the vehicle compartment 13 that is the first protection region is formed in an octagonal shape in plan view. That is, the left and right side sills 14 and 14 extending in the longitudinal direction of the vehicle body, the dashboard lower cross member 22 and the middle cross member 24 extending in the vehicle width direction, the front ends of the side sills 14 and 14, and the left and right ends of the dashboard lower cross member 22 The left and right outriggers 30b, 30b that are obliquely connected and the left and right gussets 38, 38 that obliquely connect the rear ends of the side sills 14, 14 and the left and right ends of the middle cross member 24 are as shown by the thick line A in FIG. An octagon is formed as a whole.

また第２の保護領域である燃料タンク収納部１５を囲むフレームは、平面視で八角形状に構成される。即ち、車体前後方向に延びる左右のリヤサイドフレーム１７，１７と、車幅方向に延びるミドルクロスメンバ２４およびリヤクロスメンバ２５と、リヤサイドフレーム１７，１７の前端およびミドルクロスメンバ２４の左右両端を斜めに接続する左右のガセット３９，３９と、リヤサイドフレーム１７，１７に接続されるリヤクロスメンバ２５の左右両端を斜め前方に拡幅した拡幅部２５ａ，２５ａとが、図５に太線Ｂで示すように全体として八角形を構成する。   Further, the frame surrounding the fuel tank housing portion 15 which is the second protection region is configured in an octagonal shape in plan view. That is, the left and right rear side frames 17 and 17 extending in the longitudinal direction of the vehicle body, the middle cross member 24 and the rear cross member 25 extending in the vehicle width direction, the front ends of the rear side frames 17 and 17 and the left and right ends of the middle cross member 24 are slanted. The left and right gussets 39, 39 to be connected and the widened portions 25a, 25a having the left and right ends of the rear cross member 25 connected to the rear side frames 17, 17 widened obliquely forward, as shown by the thick line B in FIG. As an octagon.

また車室１３の前方に配置されて第１のエネルギー吸収領域を構成するエンジンルーム１１を囲むフレームは、平面視で概ねＵ字状に形成される。即ち、フロントバンパービーム２１は車体前方側に凸に湾曲しているため、そのフロントバンパービーム２１と、その車幅方向両端から車体後方に延びるフロントサイドフレーム１２，１２およびアッパーメンバ１９，１９とは、図５に太線Ｃで示すように全体としてＵ字状を構成する。   A frame surrounding the engine room 11 that is disposed in front of the passenger compartment 13 and forms the first energy absorption region is formed in a substantially U shape in plan view. That is, since the front bumper beam 21 is convexly curved toward the front side of the vehicle body, the front bumper beam 21, the front side frames 12 and 12 and the upper members 19 and 19 extending from the both ends in the vehicle width direction to the rear of the vehicle body are As shown by a bold line C in FIG.

また燃料タンク収納部１５の後方に配置されて第２のエネルギー吸収領域を構成するトランクルーム１６を囲むフレームは、平面視で概ねＵ字状に形成される。即ち、リヤエンドフレーム２７は車体後方側に凸に湾曲しているため、そのリヤエンドフレーム２７と、その車幅方向両端から車体前方に延びるリヤサイドフレーム１７，１７とは、図５に太線Ｄで示すように全体としてＵ字状を構成する。   The frame surrounding the trunk room 16 disposed behind the fuel tank housing portion 15 and constituting the second energy absorption region is formed in a substantially U shape in plan view. That is, since the rear end frame 27 is curved convexly toward the rear side of the vehicle body, the rear end frame 27 and the rear side frames 17 and 17 extending forward from the vehicle width direction at both ends in the vehicle width direction are indicated by a thick line D in FIG. A U-shape is formed as a whole.

次に、上記構成を備えた本発明の実施の形態の作用を説明する。   Next, the operation of the embodiment of the present invention having the above configuration will be described.

図５および図６から明らかなように、車体前方側に凸に湾曲するフロントバンパービーム２１と、その車幅方向両端から車体後方に延びるフロントサイドフレーム１２，１２およびアッパーメンバ１９，１９とは全体としてＵ字状を成すので、車両の衝突により車体前方から入力する衝突荷重に対して高い剛性を持ち、それが圧壊する際に大きな衝撃吸収効果を発揮することで、車室１３の変形を最小限に抑えることができる。   As apparent from FIGS. 5 and 6, the front bumper beam 21 that curves convexly toward the front side of the vehicle body, and the front side frames 12 and 12 and the upper members 19 and 19 that extend rearward from the vehicle width direction both ends are as a whole. Since it is U-shaped, it has high rigidity against the collision load input from the front of the vehicle body due to the collision of the vehicle, and exhibits a large impact absorbing effect when it collapses, thereby minimizing the deformation of the passenger compartment 13 Can be suppressed.

また車室１３を囲むサイドシル１４，１４と、ダッシュボードロアクロスメンバ２２およびミドルクロスメンバ２４と、サイドシル１４，１４の前端およびダッシュボードロアクロスメンバ２２の左右両端を斜めに接続する左右のアウトリガー３０ｂ，３０ｂと、サイドシル１４，１４の後端およびミドルクロスメンバ２４の左右両端を斜めに接続する左右のガセット３８，３８とが八角形のフレームを構成するので、四角形のフレームに比べて剛性が増加して車室１３の変形が更に効果的に抑制される。何故ならば、外力に対して最も変形し難い形状は円形であり、八角形は四角形よりも円形に近いからである。この八角形のフレーム構造は、正面衝突時だでけでなく、サイドシル１４，１４側から荷重が入力する側面衝突時にも車室１３の変形を最小限に抑えることができる。   The left and right outriggers 30b that obliquely connect the side sills 14 and 14 surrounding the passenger compartment 13, the dashboard lower cross member 22 and the middle cross member 24, the front ends of the side sills 14 and 14, and the left and right ends of the dashboard lower cross member 22. , 30b and the left and right gussets 38, 38, which obliquely connect the rear ends of the side sills 14, 14 and the left and right ends of the middle cross member 24, form an octagonal frame. Thus, the deformation of the passenger compartment 13 is further effectively suppressed. This is because the most difficult shape to deform with respect to external force is a circle, and an octagon is closer to a circle than a quadrangle. This octagonal frame structure can minimize deformation of the passenger compartment 13 not only at the time of a frontal collision but also at the time of a side collision in which a load is input from the side sills 14 and 14 side.

同様に、車体後方側に凸に湾曲するリヤエンドフレーム２７と、その車幅方向両端から車体前方に延びるリヤサイドフレーム１７，１７とは全体としてＵ字状を成すので、車両の衝突により車体後方から入力する衝突荷重に対して高い剛性を持ち、それが圧壊する際に大きな衝撃吸収効果を発揮することで、燃料タンク収納部１５の変形を最小限に抑え、燃料タンクの損傷を防止することができる。   Similarly, the rear end frame 27 that curves convexly toward the rear of the vehicle body and the rear side frames 17 and 17 that extend forward from the vehicle width direction at both ends form a U-shape as a whole. By having a high rigidity against the collision load and exhibiting a large impact absorbing effect when it crushes, the deformation of the fuel tank housing portion 15 can be minimized and the fuel tank can be prevented from being damaged. .

また燃料タンク収納部１５を囲むリヤサイドフレーム１７，１７と、車幅方向に延びるミドルクロスメンバ２４およびリヤクロスメンバ２５と、リヤサイドフレーム１７，１７の前端およびミドルクロスメンバ２４の左右両端を斜めに接続する左右のガセット３９，３９と、リヤサイドフレーム１７，１７に接続されるリヤクロスメンバ２５左右両端を斜め前方に拡幅した拡幅部２５ａ，２５ａとが八角形のフレームを構成するので、四角形のフレームに比べて剛性が増加して燃料タンク収納部１５の変形が更に効果的に抑制される。この八角形のフレーム構造は、後面衝突時だでけでなく、リヤサイドフレーム１７，１７側から荷重が入力する側面衝突時にも燃料タンク収納部１５の変形を最小限に抑えることができる。   Further, the rear side frames 17 and 17 surrounding the fuel tank housing portion 15, the middle cross member 24 and the rear cross member 25 extending in the vehicle width direction, and the front ends of the rear side frames 17 and 17 and the left and right ends of the middle cross member 24 are obliquely connected. The left and right gussets 39, 39 and the rear cross member 25 connected to the rear side frames 17, 17 are widened by widening the left and right ends obliquely forward to form an octagonal frame. In comparison, the rigidity is increased, and the deformation of the fuel tank housing portion 15 is further effectively suppressed. This octagonal frame structure can minimize the deformation of the fuel tank housing 15 not only at the time of a rear collision but also at the time of a side collision in which a load is input from the rear side frames 17 and 17 side.

車両の正面衝突時にフロントサイドフレーム１２に後向きの荷重が作用すると、図３に示すように、その荷重は連結部材３０を介してサイドシル１４およびセンタフレーム２９に伝達されて分散される。このとき、連結部材３０のアウトリガー３０ｂは車幅方向外側に向かって斜め後方に延びているため、それが車幅方向に真っ直ぐ延びている場合に比べて、フロントサイドフレーム１２からの荷重を効率的にサイドシル１４に伝達することができる。また連結部材３０のセンターフレームエクステンション３０ｃは車幅方向内側に向かって斜め後方に延びているため、それが車幅方向に真っ直ぐ延びている場合に比べて、フロントサイドフレーム１２からの荷重を効率的にセンターフレーム２９に伝達することができる。   When a rearward load is applied to the front side frame 12 at the time of a frontal collision of the vehicle, the load is transmitted to the side sill 14 and the center frame 29 via the connecting member 30 and dispersed as shown in FIG. At this time, since the outrigger 30b of the connecting member 30 extends obliquely rearward in the vehicle width direction outer side, the load from the front side frame 12 is more efficient than when the outrigger 30b extends straight in the vehicle width direction. Can be transmitted to the side sill 14. Further, since the center frame extension 30c of the connecting member 30 extends obliquely rearward inward in the vehicle width direction, the load from the front side frame 12 is more efficient than when the center frame extension 30c extends straight in the vehicle width direction. Can be transmitted to the center frame 29.

しかも連結部材３０は、フロントサブフレーム取付部３０ａ、アウトリガー３０ｂおよびセンターフレームエクステンション３０ｃよりなる単一の部材で構成されるので、それらを別部材で構成して一体に結合する場合に比べて部品点数を削減することができるだけでなく、連結部材３０の強度も増加する。尚、連結部材３０の強度が必要な部分にブランクを重ね合わせて補強することも可能である。   Moreover, since the connecting member 30 is composed of a single member made up of the front subframe mounting portion 30a, the outrigger 30b, and the center frame extension 30c, the number of parts can be increased compared to the case where they are composed of separate members and coupled together. Not only can be reduced, but the strength of the connecting member 30 also increases. In addition, it is also possible to superimpose a blank on a portion where the strength of the connecting member 30 is required and reinforce it.

また連結部材３０のセンターフレームエクステンション３０ｃの前端にフロントサブフレーム取付部３０ａを設けたので、正面衝突時に連結部材３０側からフロントサブフレーム３１に反力を作用させ、図７に示すように、フロントサブフレーム３１を折り曲げて衝突エネルギーを吸収しながら、車室１３の変形を抑制することができる。   Further, since the front subframe mounting portion 30a is provided at the front end of the center frame extension 30c of the connecting member 30, a reaction force is applied to the front subframe 31 from the connecting member 30 side at the time of a frontal collision, as shown in FIG. While the subframe 31 is bent to absorb the collision energy, the deformation of the passenger compartment 13 can be suppressed.

更に、フロントサブフレーム３１の後方には左右の前席が配置されるが、それら前席に着座した乗員の脚部の下方に対応する位置が強度の高い連結部材３０，３０で補強されているので、正面衝突の衝撃から乗員の脚部を保護することができる。   Further, left and right front seats are arranged behind the front subframe 31, and the positions corresponding to the lower portions of the legs of the occupants seated in the front seats are reinforced by the high-strength connecting members 30 and 30. Therefore, it is possible to protect the occupant's legs from the impact of a frontal collision.

以上、本発明の実施の形態を説明したが、本発明はその要旨を逸脱しない範囲で種々の設計変更を行うことが可能である。   The embodiments of the present invention have been described above, but various design changes can be made without departing from the scope of the present invention.

例えば、実施の形態では本発明のフレーム構造を、前側のエンジンルーム１１および車室１３と、後側のトランクルームおよび燃料タンク収納部１５とに適用しているが、その前後何れか一方だけに適用することができる。   For example, in the embodiment, the frame structure of the present invention is applied to the front engine room 11 and the vehicle compartment 13, and the rear trunk room and the fuel tank storage portion 15, but is applied only to either the front or rear thereof. can do.

また実施の形態ではガセット３８，３９をミドルクロスメンバ２４と別部材で構成しているが、それらをミドルクロスメンバ２４の両端を拡幅することで一体に形成しても良い。   In the embodiment, the gussets 38 and 39 are formed as separate members from the middle cross member 24. However, they may be integrally formed by widening both ends of the middle cross member 24.

自動車の車体フレームを下面から見た図View of the car body frame from the bottom 図１の２方向矢視図2 direction view of FIG. 図１の３部拡大図3 enlarged view of FIG. 図３の４−４線断面図Sectional view taken along line 4-4 in FIG. 図１に保護エリアおよびエネルギー吸収エリアの形状を書き加えた図Fig. 1 shows the shape of the protection area and energy absorption area. 正面・後面衝突時および側面衝突時の荷重伝達経路を示す図Diagram showing load transmission path at front / rear and side collisions 正面衝突時のフロントサブフレームの変形を説明する図The figure explaining the deformation of the front subframe at the time of frontal collision

符号の説明Explanation of symbols

１１ エンジンルーム（エネルギー吸収エリア）
１３ 車室（保護エリア）
１４ サイドシル（縦部材）
１５ 燃料タンク収納部（保護エリア）
１６ トランクルーム（エネルギー吸収エリア）
１７ リヤサイドフレーム（縦部材）
２２ ダッシュボードロアクロスメンバ（横部材）
２４ ミドルクロスメンバ（横部材）
２５ リヤクロスメンバ（横部材）
２５ａ 拡幅部（傾斜部材）
３０ｂ アウトリガー（傾斜部材）
３８ ガセット（傾斜部材）
３９ ガセット（傾斜部材） 11 Engine room (energy absorption area)
13 Car compartment (protected area)
14 Side sill (vertical member)
15 Fuel tank storage (protection area)
16 Trunk room (energy absorption area)
17 Rear side frame (vertical member)
22 Dashboard lower cross member (transverse member)
24 Middle cross member (transverse member)
25 Rear cross member (transverse member)
25a Widening part (inclined member)
30b Outrigger (inclined member)
38 Gusset (Inclined member)
39 Gusset (Inclined member)

Claims (3)

自動車の車体の保護エリア（１３，１５）が、車体前後方向に延びる左右一対の縦部材（１４，１７）と、車幅方向に延びる前後一対の横部材（２２，２４，２５）と、前記縦部材（１４，１７）および横部材（２２，２４，２５）の端部を斜めに連結する４個の傾斜部材（３０ｂ，３８，３９，２５ａ）とを有する八角形フレームを備え、前記保護エリア（１３，１５）に接続されて車体前後方向端部に位置するエネルギー吸収エリア（１１，１６）が、車体前後方向に向けてＵ字状に湾曲するＵ字状フレームを備えることを特徴とする車体フレーム構造。   The car body protection area (13, 15) includes a pair of left and right vertical members (14, 17) extending in the vehicle longitudinal direction, a pair of front and rear lateral members (22, 24, 25) extending in the vehicle width direction, An octagonal frame having four inclined members (30b, 38, 39, 25a) that obliquely connect the ends of the vertical members (14, 17) and the horizontal members (22, 24, 25), and the protection The energy absorption area (11, 16) connected to the area (13, 15) and positioned at the end portion in the vehicle longitudinal direction includes a U-shaped frame that curves in a U shape toward the vehicle longitudinal direction. Car body frame structure. 前記保護エリアが車室（１３）であり、前記エネルギー吸収エリアがエンジンルーム（１１）であることを特徴とする、請求項１に記載の車体フレーム構造。   The body frame structure according to claim 1, wherein the protection area is a vehicle compartment (13) and the energy absorption area is an engine room (11). 前記保護エリアが燃料タンク収納部（１５）であり、前記エネルギー吸収エリアがトランクルーム（１６）であることを特徴とする、請求項１に記載の車体フレーム構造。   The body frame structure according to claim 1, characterized in that the protection area is a fuel tank housing (15) and the energy absorption area is a trunk room (16).
JP2007183545A 2007-07-12 2007-07-12 Body frame structure Expired - Fee Related JP4875558B2 (en)

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TW097123787A TWI361766B (en) 2007-07-12 2008-06-25 Vehicle body frame structure
US12/668,596 US8585133B2 (en) 2007-07-12 2008-07-08 Vehicle body frame structure
PCT/JP2008/062335 WO2009008426A1 (en) 2007-07-12 2008-07-08 Body frame structure
DE112008001810T DE112008001810T5 (en) 2007-07-12 2008-07-08 Vehicle body frame structure

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