JP2002067953A - Car body construction - Google Patents

Abstract

PROBLEM TO BE SOLVED: To improve safety in a car body construction by positively absorbing impact force even when vehicles collide with each other obliquely. SOLUTION: In a front end part 13 of a rubber tire type new transportation vehicle 11, reinforcing brackets 39c and 40c are attached to base end parts of main bodies 39b and 40b of right and left buffer members 39 and 40 and they are attached to connecting brackets 41a of a vehicle body side, highly rigid collision parts 39d and 40d are connected to tips of the main bodies 39b and 40b via reinforcing brackets 39g and 40g, and the collision part 39d and 40d are connected by a highly rigid connecting rod 41b.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle body structure which absorbs the impact force of vehicles when they collide with each other in the traveling direction to reduce the impact force acting on the passenger compartment. It is suitable for use in automobiles having

[0002]

2. Description of the Related Art Various track-type medium-duty transportation systems called new transportation systems generally combine railway technology such as electric motors, current collection and vehicle bodies with automobile technology related to driving rubber wheels, and furthermore, computer control. This is a new technology added. The technology called a new rubber tire type transportation vehicle is one that mounts a steerable rubber traveling wheel on a box-shaped vehicle body and enables this traveling wheel to be driven by an electric motor, while providing a dedicated track and train line. It is.
Therefore, the vehicle can travel along the track by rotating the traveling wheels while the electric motor is supplied with power from the current collector in the traveling zone.

[0003] In such an operation management system for a new rubber tire type transportation vehicle, the automatic vehicle driving equipment, the signal security equipment, the communication equipment, the power equipment, the disaster prevention management equipment, and the like are mutually linked, so that the schedule management of the vehicle is performed. , Route control, display control, operation control, and the like are centrally managed so that the vehicle can be operated unmannedly, smoothly and safely.

[0004] By the way, in this new rubber tire type transportation vehicle, when a control device in the operation management system fails,
Various driving operations can be manually performed by the driver, and in this case, the traveling speed is limited to a low speed. On the other hand, when the driver manually operates the vehicle, a collision accident between the vehicles may occur due to an erroneous operation or the like. Therefore, the impact at the time of the vehicle collision is absorbed by the front end and the rear end of the vehicle. There is a crash zone for

FIG. 8 schematically shows a frame structure at the front end of a vehicle representing a conventional vehicle body structure. As shown in FIG. 8, an underframe 102 is formed continuously from a vehicle body floor (guest room) 101.
A bumper 103 having a U-shape in a plan view is fixed to a front portion of 102. On the other hand, a front end roof frame 105 having a U-shape in plan view is fixed to the vehicle body roof 104, and the front end roof frame 105 and the bumper 103 are connected by a plurality of front beams 106 and side beams 107. Have been. And the front beam 106
And the side beam 107 are connected by a connecting beam 108. In this way, the underframe 102, the bumper 103, the front end roof frame 10
5. The ex-wife part 109 is constituted by the beams 106, 107, 108 and the like. Further, a cushioning member 110 is provided below the underframe 102 to absorb and reduce the impact force at the time of collision by buckling,
The rear end is fixed to the vehicle body floor 101. An outer wall 111 made of FRP is attached to the outside of the structure formed by the framework as described above.

Therefore, when a new rubber tire type traffic vehicle collides head-on, each member buckles after the front ends thereof come into contact with each other, crushing the front wife 109 and crushing the shock absorbing member 110.
Is buckled, the impact of the collision is absorbed by the front wife 109 and the cushioning member 110, and the impact transmitted to the passenger compartment behind the front wife 109 is reduced, so that deformation can be prevented.

[0007]

By the way, in the vehicle having the above-described vehicle body structure, the impact force at the time of collision is absorbed by the crushing of the constituent members of the front wife 109 and the buckling of the buffer member 110, thereby absorbing the impact force. I have. In this case, if the vehicles collide straight with each other, the impact force at the time of the collision can be reliably absorbed as described above. However, if the vehicle collides while traveling on a curve, the impact force is reliably absorbed. Can not do it.

That is, the shock absorbing member 110 is, for example, formed with a hole in the peripheral surface of the tubular member and buckles in the longitudinal direction at the time of collision, so that the impact force can be reliably absorbed.
However, when the vehicle collides while traveling on a curve, an impact force acts obliquely on the tip end of the cushioning member 110, so that the cushioning member 110 is bent and does not buckle in the longitudinal direction. For this reason, the function of the cushioning member 110 is not properly exhibited, and the passenger compartment may be deformed because the impact force at the time of collision cannot be sufficiently absorbed.

The present invention has been made to solve the above problem, and has a vehicle body structure in which safety is improved by reliably absorbing the impact force even when vehicles collide obliquely. The purpose is to provide.

[0010]

According to a first aspect of the present invention, there is provided a vehicle body structure in which a crash zone for absorbing an impact force at the time of a collision is provided in a front side of a vehicle with respect to a passenger compartment. A plurality of cushioning members are provided on the left and right sides of the crash zone, which are buckled by the impact force to relieve the impact force, and the leading ends of the buffer members are connected by a connecting member.

In the vehicle body structure according to the second aspect of the present invention, the buffer member is attached to a buckling portion extending forward from a base end attached to the vehicle body, and attached to a distal end of the buckling portion. And a reinforcing member is provided at a mounting portion between the vehicle body side and the buckling portion, and a reinforcing member is provided at a connecting portion between the buckling portion and the colliding portion. .

[0012]

Embodiments of the present invention will be described below in detail with reference to the drawings.

FIG. 1 is a schematic view of a frame structure at a front end portion of a vehicle representing a vehicle body structure according to an embodiment of the present invention, FIG. 2 is a schematic perspective view of a front end portion of an underframe, FIG. 4 to FIG.
FIG. 5 is a plan view of the underframe tip showing the deformation state of the cushioning member at the time of collision, FIG. 6 is a side view of the vehicle, and FIG. 7 is a front view of the vehicle.

The vehicle to which the vehicle body structure of the present embodiment is applied is a track-type medium-volume transportation system in which an electric motor rotates and drives the traveling wheels while receiving power supply from a train line on the track, and moves on a dedicated track. It is applied to a new rubber-tired traffic vehicle that runs unmanned and automatically.

That is, in this embodiment, FIGS.
As shown in the figure, the vehicle 11 has a passenger compartment 12 formed in the center,
A front wife part 13 and a rear wife part 14 which become crash zones are formed at the front and rear ends. A pair of left and right wheels 15 and 16 are attached to the lower part of the vehicle body in front and rear.
16 can be driven and rotated by driving devices 17 and 18 having driving motors, and can be steered by steering devices 19 and 20. A pair of left and right guide wheels 21 and 22 are mounted on the side of the vehicle body, and each of the guide wheels 21 and 22 can freely roll on the left and right guide rails 23 and 24. Further, a pair of left and right current collectors 25 and 26 are mounted on the side of the vehicle body, and each of the current collectors 25 and 26 is in sliding contact with the trolley wires 29 and 30 attached to the left and right side walls 27 and 28. Note that the driving devices 17 and 18 are attached to the front and rear wives 13 and 14 described above.
And control devices for the steering devices 19, 20 and the like.

Therefore, the driving devices 17 and 18 are connected to the
Electric power is supplied from the collectors 9 and 30 via the current collectors 25 and 26 to drive the wheels 15 and 16 to rotate.
Are rolled and guided by the guide rails 23 and 24, and the steering device 1
As the wheels 9 and 20 steer the wheels 15 and 16, the vehicle can travel along a predetermined traveling track. And
Since the rubber-tired new transportation vehicle 11 runs while being restrained by the track composed of the guide wheels 21 and 22 and the guide rails 23 and 24, when a collision accident occurs between the vehicles, the vehicles 11 are shifted from side to side. Although the front and rear wedges 13 and 14 serve as crash zones and are crushed, the impact can be absorbed.

As shown in FIGS. 1 to 4, the front and rear end portions of the side frames 31 located on both sides of the vehicle body in the front wedge portion 13 of the new rubber tire type transportation vehicle 11 have
Each end of an inner bumper 32 having a U-shape (the inner bumper at the rear end is omitted) is connected, the side frame 31 has a closed cross-sectional shape, and the inner bumper 32 has a U-shaped cross-section opened rearward. Has become. The underframe 33 is configured such that a plurality of cross beams (not shown) are installed inside the side frame 31 and the inner bumper 32, and a floor plate 34 is mounted thereon.
A pair of left and right side reinforcing beam members 35 are disposed on both sides at the front end of the underframe 33, and the front end is connected to the inner bumper 32 and the rear end is connected to the cross beam, respectively. 3
5 are connected by a horizontal reinforcing beam member 36 having a closed cross-sectional shape. At the front end of the underframe 33, a pair of left and right central reinforcing beams 37 is disposed at the center, the front end is connected to the inner bumper 32, and the rear end is connected to the cross beam. Crossed and connected.

In this case, the inner bumper 32 is composed of a central portion 32a which is curved in a slightly arcuate shape and side portions 32b which are integrally formed by being inclined on both sides thereof, and are provided on both side portions and both side portions 32b of the central portion 32a. A plurality of holes 32c are formed. The side reinforcing beam member 35 has an L-shaped cross section,
A horizontal portion 35a extending forward and backward and a bent portion 35b directed forward and downward are integrally formed, and a tip end of the bent portion 35b is joined to a vertically inclined central portion 32a of the inner bumper 32. A plurality of holes 35c are formed in the front part of the beam member 35. Further, the central reinforcing beam member 37 has a section L
A rear beam 37a shaped like a letter and a front beam 37b that is flat and curved in a forward and downward arc shape are formed separately, and the rear beam 37a is erected between the horizontal reinforcing beam member 36 and the horizontal beam. 37
“b” is installed between the inner bumper 32 and the lateral reinforcing beam member 36, and the front end of the front beam 37 b is joined to a vertically inclined central portion 32 a of the inner bumper 32.

At the front end of the underframe 33, a pair of left and right cushioning members 39, 40 are arranged side by side in parallel with the left and right sides of the vehicle. The cushioning members 39 and 40 have substantially the same configuration, and include main bodies (buckling portions) 39b and 40b each having a plurality of openings 39a and 40a formed in a rectangular tube, and the main bodies 39b and 40b.
b, a high-rigidity collision portion 39 connected to the tip of
d and 40d. And the main body 39
b and 40b are reinforcing brackets 39c and 40c at the base end.
Are fixed by welding.
c and 40c are bolts 39f and 4 on the connecting bracket 41a.
0f. On the other hand, the main bodies 39b, 40b
Reinforcement brackets 39g and 40g are fixed to the front end of the bracket by welding, and collision portions 39d and 40d are fastened to the reinforcement brackets 39g and 40g by bolts 39h and 40h. Each of the collision portions 39d and 40d is connected by a high-rigidity connection rod 41b in the form of a square tube, and the collision portions 39d and 40d are located at a slight distance from the inner bumper 32 and are integrally formed. The protruding portions 39e and 40e protrude forward from below the inner bumper 32.

As described above, in the present embodiment, the reinforcing brackets 39c and 40c are mounted on the base ends of the main bodies 39b and 40b of the pair of left and right buffer members 39 and 40, and are connected to the connecting bracket 41a on the vehicle body side. The collision portions 39d, 40 are attached to the distal end portion via reinforcing brackets 39g, 40g.
d, and the collision portions 39d and 40d are connected by a connecting rod 41b. Therefore, each of the reinforcing brackets 39c, 40c, 39g, and 40 receives the impact force obliquely acting on the collision portions 39d and 40d of the cushioning members 39 and 40.
g, the surface rigidity of each connecting portion between the collision portions 39d, 40d, the main bodies 39b, 40b, and the connecting bracket 41a is increased,
In addition, by increasing the bending rigidity of the cushioning members 39 and 40 by the connecting rod 41b, the cushioning members 39 and 40 can be properly buckled in the longitudinal direction and can reliably absorb the impact force.

When a collision accident occurs between the rubber-tired new transportation vehicles 11, the vehicle 11 is restrained by the track in the left-right direction, so that the so-called offset collision is less likely to occur, but the design is taken into consideration. Therefore, when the vehicles 11 collide with each other, the impact force at the time of collision is input to the front end of the vehicles 11, that is, slightly above the inner bumper 32. Therefore, when an impact force is input to the front end of the vehicle 11, each of the reinforcing beam members 35, 37 becomes a cushion member 39,
The side reinforcing beam member 35 is provided with a bent portion 35b, and the central reinforcing beam member 37 is provided with a curved front beam 37b so as to be bent upward in a direction away from 40,
In a primary collision in which the front end portions of the vehicle 11 collide with each other, the collision portions 39d and 40d of the buffer members 39 and 40 are not pushed and tilted by the retreat of the inner bumper 32 so that the collision portions 39 do not tilt.
d and 40d have front projections 39e and 4 for secondary collision.
0e is formed.

Further, a roof main body is provided on both sides of the underframe 33 via side structures (not shown), and a U-shaped roof frame body 42 is fixed to a front end of the roof main body, and a roof cross beam is provided. A connecting beam 44 is provided between the roof frame 43 and the roof frame 42. On the other hand, an outer bumper 45 having a V-shaped cross section is fixed to the outer side of the inner bumper 32 with a predetermined gap in front and rear.
In substantially the same manner as the above-described inner bumper 32, it is composed of a central portion 45a and side portions 45b integrally formed by being inclined on both sides thereof, and a plurality of holes 45c are formed in both side portions and both side portions 45b of the central portion 45a. The reinforcing member 46 is fixed to the upper surface of the central portion 45a. A pair of left and right front beams 47 and 48 having an L-shaped cross section and a pair of left and right side beams 49 having a U-shaped cross section are provided between the roof frame 42 and the outer bumper 45. Are fixed by welding. The left and right front beams 48 and the side beams 49 are connected by connecting beams 50.
Are formed with a plurality of holes 50a.

The left and right front beams 47, 48 constituting the front wedge portion 13 are inclined and curved in accordance with the streamlined design of the vehicle 11, and the lower end has a straight portion extending in the vertical direction. 47a and 48a are formed. The length of each of the straight portions 47a and 48a is set in accordance with the amount of vertical displacement during traveling of the vehicle 11. In other words, the amount of displacement of the vehicle 11 that is vertically displaced during traveling varies depending on the traveling road surface condition, the operating condition of the vehicle 11, or the like, or the rigidity of the vehicle 11 and the performance of the suspension device. The vertical displacement amount is calculated in accordance with the vertical displacement amount, and the length of the straight portions 47a and 48a is set according to the vertical displacement amount. In this case, if the amount of vertical displacement of the vehicle 11 is L at the maximum, there is a possibility that the vehicle 11 may be shifted up and down by 2L at the maximum when the vehicles 11 collide with each other.
What is necessary is just to set the length of 8a larger than 2L.

Although the length of the straight portion 48a of the front beam 48 is longer than the length of the straight portion 47a of the front beam 47, this is due to the design of the vehicle 11. 48a can be formed long, and higher safety is considered. And the vehicle 11
Although the displacement in the left-right direction is restricted by the track composed of the guide wheels 21 and 22 and the guide rails 23 and 24, there is a possibility that the displacement in the left-right direction is slight due to a manufacturing error or a mounting error of the parts. Because of this, each straight part 47
The widths of a and 48a are also set in consideration of the shift amount.

The underframe 33 and each bumper 3
2, 45, the roof frame 42, the beams 47, 48, 49, etc., constitute the forepart 13 and the cabin 12 and the forepart 1
The outer wall made of FRP (not shown) is attached to the outside of the structure formed by the skeleton including the rear part 3 and the rear wife part 14,
The vehicle 11 is configured.

In the above description of the embodiment, the front wife 13 is formed on one side of the passenger compartment 12 of the vehicle 11 and the rear wife 14 is formed on the other side, and only the front wife 13 is described in detail. The rear wife part 14 also has the same structure as the front wife part 13, is a crash zone, and also has a straight part. Further, the vehicle 11 has the front wife 13 in the forward direction, but the rear wife 14 can travel in the forward direction.

The operation of the rubber tire type new transportation vehicle 11 configured as described above is unmanned, smooth and safe by the operation management system. An operation operation is possible, and in this case, the traveling speed is limited to a low speed. When the driver manually operates the vehicle 11, a collision accident between the vehicles 11 may occur due to an erroneous operation or the like.
The front and rear wives 13 and 14 serving as crash zones are formed before and after the front and rear parts 2 and 3.
The buffer members 39 and 40 are mounted below the lower part 4.

In this embodiment, the connecting portions between the main bodies 39b, 40b and the collision portions 39d, 40d and the connection bracket 41a are provided so that the cushioning members 39, 40 function properly even at the time of an oblique collision. Bracket 39 for each reinforcement
By mounting c, 40c, 39g, and 40g, the surface rigidity at the connecting portion is increased, and the left and right collision portions 39d,
By connecting 40d with a connecting rod 41b, the bending rigidity of the cushioning members 39 and 40 is increased.

That is, when the vehicles 11 collide with each other, the front wives 13 collide with each other or the rear wives 14 with each other at the time of a head-on collision, and the front wives 13 and the rear wives 14 with each other at the time of a rear-end collision. The vehicle 11 includes guide wheels 21 and 22
The vehicle travels while the displacement in the left-right direction is almost restrained by the guide rails 23 and 24, but the displacement in the vertical direction is not restrained, and the rigidity of the vehicle body, the performance of the suspension device, the uneven shape of the road surface, the slope, Vibration (displacement) may occur in the vertical direction during acceleration / deceleration. However, each front beam 47 of the front wife 13,
Since the 48 has the straight portions 47a, 48a, the impact force is transmitted to the front wife portion 13 and the rear wife portion 14 via the straight portions 47a, 48a, and the front wife portion 13 and the rear wife portion 14 are connected to the crash zone. When the cushioning members 39 and 40 buckle, the impact force can be absorbed, and the impact force transmitted to the passenger compartment 12 can be reduced.

The method of alleviating the impact force by the crash zone will be specifically described.
Is crushed as a crash zone, the impact force at the time of collision is input to the outer bumper 45 from the outer wall made of FRP, and the front beams 4 are straightened through the straight portions 47a and 48a.
7 and 48, and also to the collision portions 39d and 40d (projections 39e and 40e) of the cushioning members 39 and 40. Then, first, the central part 32 of each bumper 32, 45
a, 45a (reinforcing material 46) is pushed to form a plurality of holes 32c,
45c buckles both sides 32b, 45b in the longitudinal direction, the side reinforcing beam member 35 is formed by the plurality of holes 35c, the central reinforcing beam member 37 is formed by the front beam 37b, and the connecting beam 50 is formed by the plurality of holes 50a. Each buckles, bends and deforms. In addition, the cushioning members 39 and 40 collide with each other and start buckling back and forth. Subsequently, the roof frame 42 and the underframe 33 start to buckle, and the entire front wife 13 is crushed, so that the impact force at the time of collision can be absorbed.

When the head-on collision occurs, the ex-wife 1
Room 3 is crushed and absorbs the impact force.
The impact force transmitted to the passenger cabin 2 can be reduced, and occupants and passengers in the cabin 12 can be secured safely. In this case, for example, as a result of an experiment performed when the vehicles 11 having a ride rate of 24 tons in the cabin 12 of about 100% collide with each other at 11 km / h, the load acting on the cabin 12 (the position of the center of gravity) is The conventional cabin structure was 4.5 G and the cabin 12 was deformed, whereas the cabin structure of the present invention was 3.5 G and the cabin 12 was not deformed.

The impact force at the time of collision of the vehicle 11 is input to the straight portions 47a and 48a of the front beams 47 and 48,
Each pump 4 crushed through the front beams 47 and 48
5 and 32 deform the frame 33. In this case, when the impact force at the time of collision is input to each of the reinforcing beam members 35 and 37 via the respective bumpers 45 and 32, the reinforcing beam members 35 and 37 are bent or curved upward and the cushioning member 39 together with the floor plate 34. , 40 are bent and deformed away from each other, so that the cushioning members 39, 40 do not bend downward, and the cushioning members 39, 40 can reliably absorb the impact force by buckling in the longitudinal direction. At this time, the protrusion 3
9e, 40e collide with each other, so that the cushioning members 39, 40
Can properly buckle in the longitudinal direction by an impact force input from the front without tilting, and can reliably absorb the collision force.

Further, at the initial stage of the frontal collision of the vehicle 11, the impact force input to the central portion 45a (reinforcing member 46) of each of the bumpers 32, 45 causes the side portions 45b to buckle in the longitudinal direction by the plurality of holes 45c. Since the central portion 45a is displaced straight rearward, the impact force at the time of the collision is received and absorbed straight by the front wife portion 13 without escaping to the side, and the displacement of the vehicles after the collision is prevented by preventing the displacement between the vehicles after the collision. The spread of damage can be prevented.

The side reinforcing beam member 35 has a plurality of holes 35.
c, the front beam 37b of the central reinforcing beam member 37 is formed in a plate shape, and the connecting beam 50 is provided with a plurality of holes 50a.
The buckling of each member at the time of collision can be controlled and reliably received and absorbed by the front wife 13.

When the vehicles 11 collide head-on, as described above, the front wife 13 or the rear wife 1
4 and the cushioning members 39, 40, etc., can reliably absorb the impact force. However, when the vehicles 11 collide with each other when the vehicle 11 is running on a curve, the front w
And obliquely act on the rear wives 14 and the cushioning members 39 and 40. However, in the vehicle body structure of the present embodiment, even in the case of such a diagonal collision, the cushioning members 39 and 40 may be used.
Can reliably absorb the impact force.

That is, as shown in FIG. 5, when the impact force at the time of collision is input to the front wife 13 from diagonally right, each bumper 32,
The right side portions 32b and 45b of the 45 are pushed and buckled, and the right reinforcing beam members 35 and 37 buckle and bend, respectively. In addition, the impact force at the time of collision is
Is input to the collision portion 40d of the cushioning member 40 indirectly or directly through the oblique direction. In this case, the cushioning member 40
Is to the left due to the impact force input diagonally (on the cushioning member 39 side)
However, since the collision portion 40d of the cushioning member 40 is connected to the collision portion 39d of the cushioning member 39 by the connecting rod 41b, a deterrent acts on the collision portion 40d to prevent the cushioning member 40 from falling. . In addition, the cushioning member 40 includes a collision portion 40d.
Due to the impact force obliquely input to the
d attempts to bend with respect to the main body 40b, but the reinforcing bracket 40c is interposed between the collision portion 40d and the main body 40b, and the reinforcing bracket 40c disposed at the base end of the collision portion 40d. , The structure is firmly attached to the connection bracket 41a, so that the deterrent acts here to prevent the collision portion 40d from bending.

Accordingly, the cushioning member 40 does not fall to the cushioning member 39 side, and the collision portion 40d does not bend, but appropriately buckles in the longitudinal direction, and reliably absorbs the impact force at the time of an oblique collision. be able to.

In the above embodiment, the cushioning member 3
9 and 40 are provided with a plurality of openings 3 in the rectangular cylinder main bodies 39b and 40b.
9a and 40a are formed, the base end is formed as a cross beam, and the collision portions 39d and 40d and the protrusions 39e and 40e are formed at the front end. The collision portions 39d and 40d are connected by a connecting rod 41b. It is not limited to the structure,
9b and 40b may be cylindrical, and each of the collision portions 39
d, 40d and the connecting rod 41b may be formed integrally,
Three or more main bodies may be provided.

In the above-described embodiment, the reinforcing bracket 3 is used as a means for reinforcing the vehicle body and the main bodies 39b and 40b.
9c and 40c are provided, and the main bodies 39b and 40b and the collision portion 39 are provided.
d, 40 g of reinforcing brackets as reinforcing members of 40 d,
Although 40 g is provided, the plate may be partially thickened and reinforced without attaching a separate member.

Although the vehicle body structure of the present invention has been described as being applied to a rubber tire type new transportation vehicle, it can also be applied to a general railway vehicle or an automobile vehicle.

[0041]

As described in detail in the above embodiment, according to the vehicle body structure of the first aspect of the present invention, a crash zone for absorbing an impact force at the time of a collision is provided on the front side of the vehicle with respect to the passenger compartment. A plurality of cushioning members are arranged side by side to alleviate the impact force by buckling in the crash zone by the impact force, and the tip ends of the cushioning members are connected by the connecting members, so that the bending rigidity of each cushioning member is reduced. Even if the vehicle collides obliquely and the impact force acts on the shock absorbing member obliquely, the shock absorbing member does not bend but buckles in the longitudinal direction and reliably absorbs the impact force. Safety can be improved.

According to the vehicle body structure of the second aspect of the present invention, the cushioning member is attached to the buckling portion extending forward from the base end attached to the vehicle body and to the distal end of the buckling portion. It is composed of the mounted collision part and the reinforcing means is provided at the mounting part between the vehicle body and the buckling part, and the reinforcing member is provided at the connection part between the buckling part and the collision part, so that the buckling The surface stiffness at each connecting part between the part and the collision part increases, and even if the impact force at the time of collision acts on the cushioning member obliquely, the cushioning member does not bend but buckles in the longitudinal direction to reduce the impact force. Absorption can be ensured.

[Brief description of the drawings]

FIG. 1 is a schematic view of a skeleton structure at a vehicle front end showing a vehicle body structure according to an embodiment of the present invention.

FIG. 2 is a schematic perspective view of a leading end of an underframe.

FIG. 3 is a plan view of a leading end of an underframe.

FIG. 4 is a sectional view taken along line IV-IV of FIG. 3;

FIG. 5 is a plan view of a leading end of an underframe showing a deformed state of a buffer member at the time of a collision.

FIG. 6 is a side view of the vehicle.

FIG. 7 is a front view of the vehicle.

FIG. 8 is a schematic view of a frame structure at a front end portion of a vehicle showing a conventional vehicle body structure.

[Explanation of symbols]

 11 Vehicle 12 Guest Room 13 Front Wife (Crash Zone) 14 Rear Wife (Crash Zone) 32 Inner Bumper 33 Underframe 34 Floorboard 39,40 Buffer Member 39b, 40b Main Body (Buckling) 39c, 40c Reinforcement Bracket (Reinforcing Means) 39d, 40d Collision part 39g, 40g Reinforcement bracket (reinforcement means) 39e, 40e Projection part 41a Connection bracket 41b Connection rod (connection member) 45 Outer bumper

 ──────────────────────────────────────────────────の Continued on the front page (72) Inventor Hiroyuki Mochi 5007 Itozakicho, Mihara-shi, Hiroshima Prefecture Mitsubishi Heavy Industries, Ltd.Mihara Works Co., Ltd. Inside the factory (72) Inventor Naofumi Nagaike 4-21-1, Shimomaruko, Ota-ku, Tokyo Mitsubishi Automotive Engineering Co., Ltd. (72) Inventor Hiroaki Hayashi 4-2-1-1, Shimomaruko, Ota-ku, Tokyo Mitsubishi Automotive Engineering Co., Ltd. F term (for reference) 3D003 AA05 BB01 CA02

Claims (2)

[Claims] A crash zone for absorbing an impact force at the time of a collision is provided on the front side of a vehicle with respect to a passenger compartment, and a plurality of cushioning members are provided in the crash zone to buckle by the impact force to reduce the impact force. A vehicle body structure which is provided side by side on the left and right sides, and the leading ends of the cushioning members are connected by connecting members. 2. The vehicle body structure according to claim 1, wherein the cushioning member is attached to a buckling portion extending forward from a base end attached to the vehicle body and to a distal end of the buckling portion. And a reinforcing member is provided at a connecting portion between the buckling portion and the collision portion, and a reinforcing member is provided at a mounting portion between the vehicle body side and the buckling portion. Construction.