JP2650527B2 - Car body strength member structure - Google Patents
Car body strength member structureInfo
- Publication number
- JP2650527B2 JP2650527B2 JP22936491A JP22936491A JP2650527B2 JP 2650527 B2 JP2650527 B2 JP 2650527B2 JP 22936491 A JP22936491 A JP 22936491A JP 22936491 A JP22936491 A JP 22936491A JP 2650527 B2 JP2650527 B2 JP 2650527B2
- Authority
- JP
- Japan
- Prior art keywords
- main body
- member main
- collision
- rib
- reaction force
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired - Lifetime
Links
Landscapes
- Body Structure For Vehicles (AREA)
Description
【０００１】[0001]
【産業上の利用分野】本発明は自動車の車体強度メンバ
構造、とりわけ、フロントサイドメンバやリヤサイドメ
ンバ等のように車体の前後方向に配設される強度メンバ
の構造に関する。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a structure of a strength member of a vehicle body, and more particularly to a structure of a strength member such as a front side member or a rear side member disposed in the front-rear direction of a vehicle body.
【０００２】[0002]
【従来の技術】図１３は自動車の車体骨格構造を示すも
ので、車体骨格は車体前後方向の強度メンバであるサイ
ドメンバＳＭやサイドシルＳＳに、車幅方向の強度メン
バである複数本のクロスメンバＣＭを接合して骨格のベ
ースとし、この骨格ベースにフロントピラーＡＰ，セン
ターピラーＢＰ，およびリヤピラーＣＰを車体上下方向
の強度メンバとして立設して概ね構成されている。2. Description of the Related Art FIG. 13 shows a vehicle body skeleton structure of an automobile. The vehicle body skeleton includes a side member SM and a side sill SS which are strength members in a vehicle longitudinal direction, and a plurality of cross members which are strength members in a vehicle width direction. The CM is joined to form a skeleton base, and the front pillar AP, the center pillar BP, and the rear pillar CP are erected on the skeleton base as strength members in the vertical direction of the vehicle body.
【０００３】前述の車体前後方向の強度メンバ、例えば
サイドメンバＳＭとしては、図１４に示すようにアルミ
軽合金材料を用いて方形の閉断面に押出し成形したもの
が知られている（特開昭６４−６７４８２号公報参
照）。このサイドメンバＳＭは、メンバ本体１の端部の
周壁に長手方向に適宜の間隔をおいて複数条の溶接ビー
ド２を設けてあって、溶接ビード２の成形時の焼き鈍し
効果により節目状に低剛性部が形成され、軸方向に衝突
入力が作用した場合に、前記低剛性部でメンバ本体１が
容易に座屈変形し得るようにしたものである。As the above-mentioned strength member in the longitudinal direction of the vehicle body, for example, a side member SM is known which is extruded into a rectangular closed cross section using an aluminum light alloy material as shown in FIG. 64-67482). The side member SM is provided with a plurality of welding beads 2 at appropriate intervals in the longitudinal direction on the peripheral wall at the end of the member main body 1, and has a knotted shape due to an annealing effect at the time of forming the welding beads 2. A rigid portion is formed, and when a collision input acts in the axial direction, the member main body 1 can be easily buckled and deformed by the low rigidity portion.
【０００４】また、この他に図１５に示すように前述と
同様にアルミ軽合金材料を用いて方形の閉断面に押出し
成形したメンバ本体１の内部に、該閉断面を複数に隔成
する縦リブ３と横リブ４とを長手方向に一体成形して、
メンバ本体１を格子状の閉断面に形成したものも考えら
れる。[0004] In addition, as shown in FIG. 15, a member body 1 extruded into a rectangular closed cross section by using an aluminum light alloy material in the same manner as described above, and a vertical section dividing the closed cross section into a plurality of sections. The rib 3 and the lateral rib 4 are integrally formed in the longitudinal direction,
It is also conceivable that the member main body 1 is formed in a lattice-like closed cross section.
【０００５】[0005]
【発明が解決しようとする課題】車両の衝突時にサイド
メンバＳＭに軸方向に衝突入力が作用すると、図１４に
示したものにあってはメンバ本体１の端部の周壁に長手
方向に複数条の溶接ビード２を形成してあって、これら
溶接ビード２部分を起点として座屈変形し易いため、図
１２のａ線で示すように初期反力荷重Ｐｃ1を比較的に
小さく抑えることができる半面、座屈開始後に発生する
平均的な反力荷重Ｐｍ1も小さくなって、衝突エネルギ
ー吸収量が少なくなってしまう。When a collision input acts on the side member SM in the axial direction at the time of a vehicle collision, a plurality of longitudinal members are formed on the peripheral wall at the end of the member main body 1 in the one shown in FIG. Since the weld bead 2 is formed and buckling deformation is likely to occur from these weld bead 2 portions as a starting point, the initial reaction force load Pc 1 can be kept relatively small as shown by the line a in FIG. On the other hand, the average reaction force load Pm 1 generated after the start of buckling is also reduced, and the amount of collision energy absorption is reduced.
【０００６】また、図１５に示したものにあっては、縦
リブ３と横リブ４とによってメンバ本体１の閉断面を格
子状に形成することにより、図１２のｂ線で示すように
平均的な反力荷重Ｐｍ2を高めて衝突エネルギー吸収量
を大きくできる半面、初期反力荷重Ｐｃ2が大きくなっ
て車体に加わる衝撃力が高くなってしまう。Also, in the structure shown in FIG. 15, the closed cross section of the member main body 1 is formed in a lattice shape by the vertical ribs 3 and the horizontal ribs 4 so that the average is obtained as shown by the line b in FIG. demagnetizing force load Pm half of 2 can be increased collision energy absorption amount is increased, the impact force applied on the body initial resistance load Pc 2 is increased becomes high.
【０００７】そこで、本発明は衝突時の初期反力荷重を
小さくすることができると共に、座屈開始後の平均的な
反力荷重を高めて所期する衝突エネルギー吸収量を確保
することができる自動車の車体強度メンバ構造を提供す
るものである。Therefore, the present invention can reduce the initial reaction force load at the time of a collision and increase the average reaction force load after the start of buckling to secure a desired collision energy absorption amount. An object of the present invention is to provide an automobile body strength member structure.
【０００８】[0008]
【課題を解決するための手段】閉断面に押出し成形され
て車体前後方向に配設されるメンバ本体の内部に、該閉
断面を複数に隔成するリブを長手方向に一体成形した構
造において、前記リブの端部に、メンバ本体の周縁部と
の結合点からメンバ本体の内部に向かう傾斜部を形成し
てある。According to the present invention, there is provided a structure in which a rib which extrudes a closed cross section and is disposed in the longitudinal direction of a vehicle body has ribs for dividing the closed cross section into a plurality of pieces integrally formed in a longitudinal direction. An inclined portion is formed at an end of the rib from a connection point with the peripheral portion of the member main body toward the inside of the member main body.
【０００９】[0009]
【作用】車両の衝突時にメンバ本体の端部に軸方向に衝
突入力が作用すると、メンバ本体の端面部分ではリブに
メンバ本体の周縁部との結合点からメンバ本体の内部に
向かう傾斜部を形成してあって、リブ断面積が極端に小
さくなっているため軸方向に座屈変形し易く、従って、
初期反力荷重を小さく抑えることができる。そして、座
屈の進行と共にリブ断面積が漸増するため、リブ本来の
補強効果が得られ、平均的な反力荷重を高められて衝突
エネルギー吸収量が増大される。When a collision input acts on the end of the member body in the axial direction at the time of collision of the vehicle, a rib is formed at the end face of the member body from the connection point with the peripheral edge of the member body toward the inside of the member body. Because the rib cross section is extremely small, it is easy to buckle and deform in the axial direction.
The initial reaction force load can be kept small. Since the rib cross-sectional area gradually increases as the buckling progresses, the original reinforcing effect of the rib is obtained, the average reaction load is increased, and the collision energy absorption amount is increased.
【００１０】[0010]
【実施例】以下、本発明の実施例をサイドメンバを例に
採って、前記従来の構成と同一部分に同一符号を付して
詳述する。DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Hereinafter, embodiments of the present invention will be described in detail by giving the same reference numerals to the same parts as those of the above-mentioned conventional structure, taking side members as an example.
【００１１】図１，２において、１はアルミ軽合金材料
により方形の閉断面に押出し成形したサイドメンバＳＭ
のメンバ本体を示し、このメンバ本体１の内部には、該
閉断面を複数に隔成する縦リブ３と横リブ４とを長手方
向に一体成形してある。これら縦リブ３と横リブ４の端
部には、メンバ本体１の周縁部との結合点からメンバ本
体１の内部に向かう傾斜部３ａ，４ａを形成してある。
この実施例にあっては傾斜部３ａ，４ａを、縦リブ３と
横リブ４との交点を最深部とする弧状に形成して、メン
バ本体１の端面側から内部に行くにしたがって、リブ断
面積が零から漸増するようにして、該端部に軸方向に衝
突入力が作用した場合に座屈変形し易いようにしてあ
る。In FIGS. 1 and 2, reference numeral 1 denotes a side member SM extruded from an aluminum light alloy material into a rectangular closed cross section.
A vertical rib 3 and a horizontal rib 4 that divide the closed cross section into a plurality are integrally formed in the longitudinal direction inside the member main body 1. At the ends of the vertical ribs 3 and the horizontal ribs 4, inclined portions 3 a, 4 a extending from the connection point with the peripheral edge of the member main body 1 toward the inside of the member main body 1 are formed.
In this embodiment, the inclined portions 3a and 4a are formed in an arc shape with the intersection of the vertical ribs 3 and the horizontal ribs 4 as the deepest portion, and the ribs are cut from the end face side of the member body 1 toward the inside. The area is gradually increased from zero so that buckling deformation is easily caused when a collision input acts on the end portion in the axial direction.
【００１２】ここで、メンバ本体１の長辺の長さをＬ
ａ、傾斜部３ａ，４ａのメンバ本体１端面から最深部ま
での長さをＬｂとして、前記衝突入力に対する初期反力
荷重の変化を考察すると、図３に示すように前記寸法Ｌ
ｂの増加と共に初期反力荷重が減少するが、ＬｂがＬａ
の寸法を越えると初期反力荷重が、内部にリブのない単
純方形閉断面のメンバ本体１（図１４参照）における初
期反力荷重Ｐｃ1と同等の値として得られ略一定とな
る。また、Ｌｂが１／２Ｌａの寸法付近では初期反力荷
重が前記Ｐｃ1に漸近するようになる。Here, the length of the long side of the member body 1 is L
a, the length of the inclined portions 3a, 4a from the end surface of the member main body 1 to the deepest portion is defined as Lb. Considering the change in the initial reaction force load with respect to the collision input, as shown in FIG.
The initial reaction force load decreases as b increases, but Lb is La
The initial resistance load exceeds dimensions, the resultant substantially constant as initial resistance load Pc 1 equivalent values in the member body 1 in a simple rectangular closed cross section with no ribs therein (see FIG. 14). Furthermore, Lb is initial resistance load becomes asymptotic to the Pc 1 in the vicinity of the dimension of 1 / 2La.
【００１３】一方、前述のＬｂの寸法をＬａ以上に設定
した場合のメンバ本体１の座屈荷重−変位特性を考察す
ると、図４に示すように、衝突時における初期反力荷重
はＰｃ1となるが、その後急激に反力荷重が減少し、そ
して、再び上昇して縦リブ３と横リブ４の傾斜部３ａ，
４ａの交点を越えると反力荷重がＰｍ2として得られ略
一定となる。しかし、この場合、メンバ本体１の衝突時
の座屈変形初期には、前記反力荷重の急激な落ち込みが
あるため、縦リブ３，横リブ４を設けたことによる衝突
エネルギー吸収量の大幅な増大は望めなくなってしま
う。On the other hand, considering the buckling load-displacement characteristics of the member body 1 when the dimension Lb is set to La or more, as shown in FIG. 4, the initial reaction force load at the time of collision is Pc 1 . However, the reaction force load decreases sharply thereafter, and then rises again, and the inclined portions 3a, 3a,
Beyond the intersection of 4a, the reaction force load is obtained as Pm 2 and becomes substantially constant. However, in this case, since the reaction load suddenly drops at the initial stage of the buckling deformation at the time of the collision of the member main body 1, the provision of the vertical ribs 3 and the horizontal ribs 4 greatly reduces the collision energy absorption. Growth cannot be expected.
【００１４】そこで、前述の傾斜部３ａ，４ａの寸法Ｌ
ｂは、初期反力荷重，衝突エネルギー吸収量、およびメ
ンバ本体１の蛇腹状の座屈変形ピッチ等を考慮して、１
／２Ｌａ＜Ｌｂ＜Ｌａの範囲に設定してある。Therefore, the dimension L of the above-mentioned inclined portions 3a, 4a
b is 1 in consideration of the initial reaction force load, the amount of collision energy absorption, the bellows-like buckling deformation pitch of the member body 1 and the like.
/ 2La <Lb <La.
【００１５】以上の実施例構造によれば、車両衝突時に
メンバ本体１の端部に衝突入力が作用すると、メンバ本
体１が内部の縦リブ３，横リブ４と共に座屈して潰れな
がら衝突エネルギーを吸収して行くが、衝突初期には縦
リブ３，横リブ４の弧状の傾斜部３ａ，４ａの形成によ
ってメンバ本体１の周壁だけの座屈となり、図１２のＣ
線で示すように初期反力荷重はＰｃ1として得られ低く
抑えることができる。座屈変形が図２に示すＡ位置から
Ｂ位置に進むと、縦リブ３，横リブ４の断面積が漸増し
ていて、これら縦リブ３，横リブ４も座屈するため、反
力荷重の急激な落ち込みが回避され、そして、これら縦
リブ３，横リブ４の傾斜部３ａ，４ａの交点以降に座屈
変形が進行することにより、反力荷重がＰｍ2となって
略一定するようになる。従って、車両衝突時の初期反力
荷重を小さく抑えて衝撃力を少なくすることができると
共に、衝突初期後の平均的な反力荷重を高めて、衝突エ
ネルギー吸収量の増大化を実現することができる。According to the structure of the above embodiment, when a collision input acts on the end of the member main body 1 at the time of a vehicle collision, the member main body 1 buckles and collapses together with the internal vertical ribs 3 and the horizontal ribs 4 to reduce the collision energy. In the initial stage of the collision, only the peripheral wall of the member main body 1 buckles due to the formation of the arc-shaped inclined portions 3a and 4a of the vertical ribs 3 and the horizontal ribs 4, and C in FIG.
As shown by the line, the initial reaction force load is obtained as Pc 1 and can be kept low. When the buckling deformation advances from the position A shown in FIG. 2 to the position B, the cross-sectional areas of the vertical ribs 3 and the horizontal ribs 4 gradually increase, and the vertical ribs 3 and the horizontal ribs 4 also buckle. A sudden drop is avoided, and the buckling deformation proceeds after the intersection of the inclined portions 3a, 4a of the vertical ribs 3 and the horizontal ribs 4, so that the reaction force load becomes Pm 2 and becomes substantially constant. Become. Accordingly, it is possible to reduce the impact force by suppressing the initial reaction force load at the time of a vehicle collision, and to increase the average reaction force load after the initial stage of the collision, thereby realizing an increase in the collision energy absorption. it can.
【００１６】前記実施例にあっては、メンバ本体１内の
リブを縦リブ３と横リブ４とで交差配置した場合を示し
たが、この他、図５に示すようにメンバ本体１内に横リ
ブ４を複数設けて、これら横リブ４の端部に前述の同様
に傾斜部４ａを形成することによっても所期の目的を達
成することができる。In the above-described embodiment, the case where the ribs in the member main body 1 are arranged to intersect with the vertical ribs 3 and the horizontal ribs 4 has been shown. In addition, as shown in FIG. The intended purpose can also be achieved by providing a plurality of lateral ribs 4 and forming the inclined portions 4a at the ends of the lateral ribs 4 in the same manner as described above.
【００１７】図６，７は前述の構成のサイドメンバＳＭ
を傾斜部３ａ，４ａ形成側の端部を車体前部に配置して
フロントサイドメンバＳＭ1として用いた場合で、フロ
ントバンパー５はバンパーステイ６を介してフロントサ
イドメンバＳＭ1の前端部に取り付けられる。バンパー
ステイ６は、上下縁にノッチ８を形成すると共に前端部
上下縁に一側方向にバンパー取付部９を曲折成形したプ
レート状のステイ本体７と、ステイ本体７の後部に曲折
成形されて、メンバ本体１の前端面に係合する受圧部１
０とを備え、この受圧部１０の側縁より後方に向けて曲
折成形したブラケット１１をメンバ本体１の一側の側壁
面に内接させてボルト・ナット固定するようにしてあ
る。前記バンパー取付部９は周縁部の略後半部に接合し
て上下方向に跨設したステイフナー１２で補強され、フ
ロントバンパー５はその上下壁後縁に突設したブラケッ
ト１３をバンパー取付部９に重合してボルト・ナット固
設される。FIGS. 6 and 7 show the side member SM having the above-described structure.
In case of using the inclined portion 3a, as a front side member SM 1 by placing the end of 4a formed side in the vehicle body front portion, the front bumper 5 is attached to the front end portion of the front side member SM 1 through the bumper stay 6 . The bumper stay 6 is formed by forming a notch 8 on the upper and lower edges and bending a bumper mounting portion 9 in one direction on the upper and lower edges of the front end, and by bending the rear portion of the stay body 7. Pressure receiving portion 1 engaged with the front end surface of member body 1
The bracket 11 formed to be bent rearward from the side edge of the pressure receiving portion 10 is inscribed in the side wall surface on one side of the member main body 1 and is fixed to the bolt and the nut. The bumper mounting portion 9 is reinforced by a stiffener 12 which is joined to a substantially rear half portion of a peripheral edge portion and is straddled in a vertical direction, and the front bumper 5 has a bracket 13 projecting from rear edges of upper and lower walls thereof overlapped with the bumper mounting portion 9. Bolts and nuts are fixed.
【００１８】従って、この実施例にあっては、車両が前
面衝突した場合、軽衝突時では図８に示すようにステイ
本体７のみがノッチ８形成部分を起点として一側に曲げ
変形して衝突エネルギーを吸収し、車体側の変形損傷を
防ぐ一方、衝突の度合いが大きい場合にはステイ本体７
の曲げ変形によりバンパー取付部９が受圧部１０に突き
当たり、該受圧部１０を介してメンバ本体１の端部に平
均的に衝突入力を作用させ、該メンバ本体１を前述の如
く座屈変形させて衝突エネルギーを吸収する。Therefore, in this embodiment, when the vehicle has a frontal collision, at the time of a light collision, only the stay body 7 is bent to one side starting from the notch 8 forming portion as shown in FIG. While absorbing energy and preventing deformation damage on the vehicle body side, when the degree of collision is large, the stay body 7
The bumper mounting portion 9 abuts against the pressure receiving portion 10 due to the bending deformation of the member, and the collision input acts on the end portion of the member main body 1 via the pressure receiving portion 10 on average, and the member main body 1 is buckled and deformed as described above. To absorb the collision energy.
【００１９】図９はバンパーステイ６の異なる例を示す
もので、ステイ本体７はその中間部に蛇腹部７ａを形成
してあると共に、その一側にメンバ本体１の一方の側壁
に内接するウエッジ部１４を接合配置してある。ステイ
本体７の後端部の上下縁にはブラケット１１ａ，１１ａ
を曲折成形して、ブラケット１１ａをメンバ本体１の上
壁に、およびブラケット１１ｂをメンバ本体１の側壁に
それぞれ重合してボルト・ナット１５固定して取り付け
られる。FIG. 9 shows a different example of the bumper stay 6. The stay body 7 has a bellows portion 7a formed at an intermediate portion thereof, and a wedge which is inscribed on one side wall of the member body 1 on one side thereof. The part 14 is joined and arranged. Brackets 11a, 11a are provided on the upper and lower edges of the rear end of the stay body 7.
Are bent, and the bracket 11a is attached to the upper wall of the member main body 1 and the bracket 11b is overlapped to the side wall of the member main body 1 so that the bolt and the nut 15 are fixed and attached.
【００２０】この実施例の場合、車両の後面衝突時には
図１０に示すように、始めにステイ本体７が蛇腹部７ａ
で塑性変形してメンバ本体１内に後退移動する。これに
伴ってウエッジ部１４でメンバ本体１の一側壁を内側に
変形させて、メンバ本体１の座屈変形のトリガーとさ
せ、該メンバ本体１を前述と同様に座屈変形させて衝突
エネルギーを吸収する。In this embodiment, at the time of a rear collision of the vehicle, as shown in FIG.
, And retreats into the member body 1. Along with this, one side wall of the member main body 1 is deformed inward by the wedge portion 14 to be a trigger for buckling deformation of the member main body 1, and the member main body 1 is buckled and deformed in the same manner as described above to reduce the collision energy. Absorb.
【００２１】図１１はサイドメンバＳＭを傾斜部３ａ，
４ａ形成側の端部を車体後部に配置してリヤサイドメン
バＳＭ2として用いた場合を示している。この実施例に
あっても、車両の後面衝突時にはメンバ本体１が、縦リ
ブ３，横リブ４の各傾斜部３ａ，４ａ（図１参照）の形
成により、初期反力荷重の上昇を伴わずに座屈変形を開
始し、次第に内部の縦リブ３，横リブ４と共に蛇腹状に
整然と座屈変形して衝突エネルギーを効率よく吸収する
ことができる。リヤサイドメンバＳＭ2の場合、図１１
に示すようにその後側部分には図外のサスペンションメ
ンバ等との干渉を回避するために、上方に湾曲するアー
チ部ＭＡを形成してある関係上、後面衝突時の初期反力
荷重が高いと、該アーチ部ＭＡに応力が集中して同図鎖
線で示すようにアーチ部ＭＡが折れて衝突エネルギー吸
収をうまく行えなくなることが考えられるが、本実施例
のように衝突時の初期反力荷重を小さく抑えられること
で、メンバ本体１の後端部の蛇腹状の塑性変形を漸次車
体前方へ波及させることができて、アーチ部ＭＡの折損
を生じることなく効果的な衝突エネルギー吸収を行わせ
ることができる。FIG. 11 shows the side member SM connected to the inclined portion 3a,
Shows the case of using as a rear side member SM 2 by placing the end of 4a formed side rear portion of the vehicle body. Even in this embodiment, at the time of a rear collision of the vehicle, the member main body 1 is not accompanied by an increase in the initial reaction force load due to the formation of the inclined portions 3a and 4a (see FIG. 1) of the vertical ribs 3 and the horizontal ribs 4. Buckling deformation is started, and gradually buckling deformation is gradually performed in a bellows shape together with the internal vertical ribs 3 and the horizontal ribs 4, so that the collision energy can be efficiently absorbed. In the case of the rear side member SM 2, 11
As shown in the figure, in order to avoid interference with a suspension member and the like (not shown) on the rear side portion, an arch portion MA that curves upward is formed, so that the initial reaction force load at the time of a rear collision is high. It is conceivable that the stress is concentrated on the arch portion MA and the arch portion MA breaks as shown by a dashed line in FIG. , The bellows-like plastic deformation of the rear end portion of the member main body 1 can be gradually propagated to the front of the vehicle body, and effective collision energy absorption can be performed without causing breakage of the arch portion MA. be able to.
【００２２】なお、前記実施例ではサイドメンバＳＭに
ついて説明したが、この他、車体前後方向に配設される
サイドシルＳＳに適用して前述と同様の効果を得ること
ができる。Although the side member SM has been described in the above embodiment, the same effect as described above can be obtained by applying the present invention to a side sill SS disposed in the vehicle longitudinal direction.
【００２３】[0023]
【発明の効果】以上のように本発明によれば、メンバ本
体の閉断面内に一体成形したリブの端部には傾斜部を形
成してあって、メンバ本体の端面側からリブの断面積が
漸増するように形成してあるため、該メンバ本体の端部
に衝突入力が作用した場合に、初期反力荷重を小さく抑
えることができると共に、平均的な反力荷重を高く維持
できて衝突エネルギー吸収量を著しく増大することがで
きるという実用上多大な効果を有する。As described above, according to the present invention, an inclined portion is formed at the end of the rib integrally formed in the closed cross section of the member main body, and the cross-sectional area of the rib from the end face side of the member main body. Is formed so as to gradually increase, so that when a collision input is applied to the end of the member main body, the initial reaction force load can be kept small, and the average reaction force load can be maintained high, so that the collision can be maintained. This has a great practical effect that the amount of energy absorption can be significantly increased.
【図１】本発明の一実施例を示す斜視図。FIG. 1 is a perspective view showing an embodiment of the present invention.
【図２】同実施例の側面図。FIG. 2 is a side view of the embodiment.
【図３】同実施例のリブの傾斜部長さと座屈荷重との関
係を示す特性図。FIG. 3 is a characteristic diagram showing a relationship between the length of the inclined portion of the rib and the buckling load of the example.
【図４】同実施例のリブの傾斜部長さをメンバ本体の長
辺長さよりも大きくした場合のメンバ本体の座屈荷重−
変位特性図。FIG. 4 shows a buckling load of the member main body when the length of the inclined portion of the rib of the embodiment is longer than the length of the long side of the member main body.
Displacement characteristic diagram.
【図５】本発明の異なる例を示す斜視図。FIG. 5 is a perspective view showing a different example of the present invention.
【図６】図１のメンバ本体をフロントサイドメンバに適
用した例を示す分解斜視図。FIG. 6 is an exploded perspective view showing an example in which the member main body of FIG. 1 is applied to a front side member.
【図７】図６のＣ矢視図。FIG. 7 is a view taken in the direction of the arrow C in FIG. 6;
【図８】図６，７に示したバンパーステイの変形状態を
示す平面図。FIG. 8 is a plan view showing a deformed state of the bumper stay shown in FIGS.
【図９】バンパーステイの異なる例を示す斜視図。FIG. 9 is a perspective view showing a different example of a bumper stay.
【図１０】図９のバンパーステイの変形状態を示す平面
図。FIG. 10 is a plan view showing a deformed state of the bumper stay of FIG. 9;
【図１１】図１のメンバ本体をリヤサイドメンバに適用
した例を示す側面図。FIG. 11 is a side view showing an example in which the member main body of FIG. 1 is applied to a rear side member.
【図１２】メンバ本体の座屈荷重−変位特性図。FIG. 12 is a buckling load-displacement characteristic diagram of a member main body.
【図１３】自動車の車体骨格構造を示す斜視図。FIG. 13 is a perspective view showing a vehicle body frame structure of an automobile.
【図１４】従来のメンバ本体の構造を示す斜視図。FIG. 14 is a perspective view showing the structure of a conventional member main body.
【図１５】従来のメンバ本体の異なる例を示す斜視図。FIG. 15 is a perspective view showing a different example of a conventional member main body.
１…メンバ本体、３，４…リブ、３ａ，４ａ…傾斜部。 1. Member main body, 3, 4 rib, 3a, 4a inclined section.
Claims (1)
に配設されるメンバ本体の内部に、該閉断面を複数に隔
成するリブを長手方向に一体成形した構造において、前
記リブの端部に、メンバ本体の周縁部との結合点からメ
ンバ本体の内部に向かう傾斜部を形成したことを特徴と
する自動車の車体強度メンバ構造。1. A structure in which a rib that extrudes a closed cross section and is disposed in the longitudinal direction of a vehicle body and that integrally forms a rib that divides the closed cross section into a plurality of pieces in a longitudinal direction, the end of the rib. A vehicle body strength member structure for an automobile, characterized in that an inclined portion is formed in the portion from a connection point with a peripheral portion of the member main body toward the inside of the member main body.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP22936491A JP2650527B2 (en) | 1991-09-10 | 1991-09-10 | Car body strength member structure |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP22936491A JP2650527B2 (en) | 1991-09-10 | 1991-09-10 | Car body strength member structure |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPH0565076A JPH0565076A (en) | 1993-03-19 |
| JP2650527B2 true JP2650527B2 (en) | 1997-09-03 |
Family
ID=16891013
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP22936491A Expired - Lifetime JP2650527B2 (en) | 1991-09-10 | 1991-09-10 | Car body strength member structure |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP2650527B2 (en) |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2004168218A (en) * | 2002-11-21 | 2004-06-17 | Hitachi Ltd | Energy absorbing member |
| US6889617B2 (en) | 2001-04-20 | 2005-05-10 | Kawasaki Jukogyo Kabushiki Kaisha | Collision energy absorbing structure of vehicle |
Families Citing this family (9)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| FR2710893B1 (en) * | 1993-10-05 | 1995-11-17 | Smh Management Services Ag | Chassis for a vehicle, especially for a motor vehicle. |
| DE19633910A1 (en) * | 1996-08-22 | 1998-02-26 | Bayerische Motoren Werke Ag | Frame for a vehicle |
| JP3747785B2 (en) * | 2000-04-13 | 2006-02-22 | 日産自動車株式会社 | Hollow molding component molding method, vehicle member molding method, and vehicle member structure |
| JP2002155980A (en) | 2000-11-21 | 2002-05-31 | Aisin Seiki Co Ltd | Impact absorbing member and bumper |
| JP2002155981A (en) * | 2000-11-21 | 2002-05-31 | Aisin Seiki Co Ltd | Impact absorbing member and bumper |
| JP3641428B2 (en) | 2000-12-25 | 2005-04-20 | アイシン精機株式会社 | Joint structure of shock transmission member and shock absorbing member, and bumper |
| JP3897542B2 (en) * | 2001-05-29 | 2007-03-28 | 株式会社神戸製鋼所 | Energy absorbing member |
| JP2004188998A (en) | 2002-12-06 | 2004-07-08 | Honda Motor Co Ltd | Vehicle body frame |
| JP7039398B2 (en) * | 2018-06-22 | 2022-03-22 | 株式会社神戸製鋼所 | Vehicle energy absorption components and energy absorption assemblies |
-
1991
- 1991-09-10 JP JP22936491A patent/JP2650527B2/en not_active Expired - Lifetime
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US6889617B2 (en) | 2001-04-20 | 2005-05-10 | Kawasaki Jukogyo Kabushiki Kaisha | Collision energy absorbing structure of vehicle |
| US6951176B2 (en) | 2001-04-20 | 2005-10-04 | Kawaski Jukogyo Kabushiki Kaisha | Collision energy absorbing structure of vehicle |
| JP2004168218A (en) * | 2002-11-21 | 2004-06-17 | Hitachi Ltd | Energy absorbing member |
Also Published As
| Publication number | Publication date |
|---|---|
| JPH0565076A (en) | 1993-03-19 |
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