Mazda Motor Corporation

Nippon Steel Chemical & Material Co., Ltd.

Chikara Kawamura

Masanori Honda

Tsuneki Shimanaka

Tsuyoshi Nishihara

Hiroaki Takeshita

Taiki Yotsuyanagi

Isamu Kizaki

Kenji Nishida

Yuki Kodama

Takuto Fukushima

Yoshiaki Murakami

Takayuki Kimura

Kazutaka Ishikura

Shin Sasaki

Tetsuya Sugiyama

Sakayu Terada

Takehiro Kamei

Yushi Matsuda

Masaki Motoki

Chikara Tanaka

Mitsugi Fukahori

Masanobu Hanazaki

Kota Yoshida

Toshiki Takahashi

Koichi Hattori

Wataru Masuda

Yukinori Nakajima

Ryo Shimoda

Naoko Saito

Teruhiko Hanaoka

A side sill constituting a vehicle body comprises a side sill outer and a side sill inner. Each of an upper-side side face portion (upper face portion) and a lower-side side face portion (lower face portion) of the side sill inner comprises a second bending portion (bending portion) being formed by each of the upper face portion and the lower face portion bent toward an inside of the side sill, an upper-side slant face portion and a lower-side slant portion which respectively extend toward the side sill outer in an oblique direction such that a width, in a vertical direction, of the side sill inner gradually increases, and a second upper face portion and a second lower face portion (vehicle-width-direction face portions) which respectively extend in a vehicle width direction toward an inward side, in the vehicle width direction, from the second bending portion.

Lower vehicle-body structure of vehicle

A lower vehicle-body structure of a vehicle is provided with a frame member having a closed-cross section. The frame member comprises a first portion and a second portion. The first portion comprises a compression face portion and a pair of side face portions. The side face portion comprises a bending portion, a compression-side area which is positioned on a side of the compression face portion relative to the bending portion and where a compressive stress is generated when the bending load is applied, and a tension-side area which is positioned on a side away from the compression face portion relative to the bending portion and where a tensile stress is generated when the bending load is applied. The compression-side area is configured to have higher rigidity than the tension-side area.

A side sill comprises a side sill outer and a side sill inner. Each of an upper-side side face portion (upper face portion) and a lower-side side face portion (lower face portion) of the side sill outer comprises a first bending portion bent toward an inside of the side sill. The side sill inner comprises an upper-side side face portion with a first upper face portion, an upper-side slant face portion and a second upper face portion and a lower-side side face portion with a first lower face portion, a lower-side slant face portion and a second lower face portion. The side sill inner comprises a pair of upper-and-lower second bending portions which are bent toward an inside of the side sill at respective positions between the second upper face portion and the upper-side slant face portion and between the second lower face portion and the lower-side slant face portion.

A body structure of a vehicle includes a coupling member made of fiber reinforced plastic including fibers impregnated with synthetic resin and a pair of rear fixing members that have a bending rigidity higher than the coupling member and fix both end portions in the longitudinal direction of the coupling member to a vehicle body. Boundary portions between the pair of fixing members and the coupling member are formed in both end portions in the longitudinal direction. A distance between the boundary portions on the rear side is different from that between the boundary portions on the front side that extend along neutral axes defined by the lines of intersection between the neutral plane of bending moments of the coupling member and the lateral cross sections of the coupling member when a bending load is input through the pair of rear fixing members to the coupling member.

Body structure of vehicle

Provided is a frame which is made of a fiber reinforced composite and where a bending strength and a vibration damping capability are compatible. The frame which is made of a fiber reinforced composite includes: a compressive wall part where a compressive stress occurs in a longitudinal direction of the frame when the frame receives a bending load in a normal direction perpendicularly intersecting the longitudinal direction; a side wall part extending in the normal direction and defining one of the corners with the compressive wall part; and a tension wall part which is away from the compressive wall part and extends in the longitudinal direction, and where a tensile stress occurs in the longitudinal direction when the frame receives the bending load. The tension wall part has a loss coefficient which is larger than a loss coefficient of the compressive wall part by 0.005 or more.

Frame which is made of fiber reinforced composite

A lithium-ion battery device comprises a housing, a battery cell stored inside the housing, and an adjacent member provided adjacently to and on a rearward side, in a vehicle longitudinal direction, of the battery cell. The battery cell comprises a cell case, an electrode body stored inside the cell case, and a pair of terminals. The cell case includes a first main face and a second main face which face to each other in the vehicle longitudinal direction. At least two gap-forming portions which respectively have a smaller area than the second main face and have a specified thickness of the vehicle longitudinal direction are arranged between the second main face and the adjacent member. The two gap-forming portions are provided to be spaced apart from each other in an inter-terminal direction of the battery cell.

Lithium-ion battery device for vehicle

Provided is a frame which is made of a fiber reinforced composite and has an increased bending strength by suppressing occurrence of buckling. The frame which is made of a fiber reinforced composite includes: a compressive wall part where a compressive stress occurs in a longitudinal direction of the frame when the frame receives a bending load in a normal direction perpendicularly intersecting the longitudinal direction; and a side wall part extending in the normal direction and defining one of corners with the compressive wall part. The compressive wall part includes a longitudinal alignment layer having reinforcement fibers aligned in the longitudinal direction. The side wall part has a surface section composed of a normal directional alignment layer having reinforcement fibers aligned in a direction different from the longitudinal direction, and serving as a differential alignment layer.

A front body structure of a vehicle includes a dash member that extends in a vehicle width direction and separates a vehicle interior from an engine room, a pair of left and right front side frames that extend from left and right end portions of the dash member, and a pair of left and right suspension towers that are fixed to the pair of front side frames and support the upper portions of dampers of a suspension device. A first coupling member couples the dash member to the suspension towers. The first coupling member has a reinforced layer portion made of fiber reinforced plastic in which fibers are impregnated with a synthetic resin material. The fibers of the reinforced layer portion are oriented so that more fibers extend in a longitudinal direction than extend in directions other than the longitudinal direction.

Front body structure of vehicle

A shock absorbing member is provided having a sequential destruction capability and protection against electrolytic corrosion on fastening-fixing portions thereof to be fastened to a bumper reinforcement or a vehicle body. Embodiments include a shock absorbing member between a bumper reinforcement and a vehicle body, including a distal end portion fastened to the bumper reinforcement; a base end flange portion fastened to the vehicle body; and an absorbing member body extending in a vehicle front-rear direction and connecting the distal end portion and the base end flange portion. The absorbing member body includes a carbon fiber-glass reinforced plastic layer. Fastening-fixing portions of the distal end portion and the base end flange portion are composed of glass fiber reinforced plastic layers.

Shock absorbing member

An impact absorbing structure for a vehicle according to the present invention includes: a resin frame member extending in a vehicle front-rear direction and having an opening portion in a surface thereof on one side in a vehicle width direction; and a strut member disposed in the opening portion of the frame member. The frame member includes a frame body having the opening portion, and a rib protruding at least either upward or downward from the frame body and extending in the vehicle front-rear direction. The strut member is disposed between a pair of opening edges for defining an upper edge and a lower edge of the opening portion and at a position abuttable against the paired opening edges, when the frame member is deformed by input of a load at a time of oblique collision from upward or oblique collision from downward.

Impact absorbing structure for vehicles

Each impact-absorbing member has an open cross-sectional shape that is open to a first side of a vehicle width direction. Each impact-absorbing member includes an upper wall, a lower wall, a side wall extending between the upper wall and the lower wall, an upper flange portion extending upward from the upper wall, and a lower flange portion extending downward from the lower wall. Curved portions curved in the vehicle width direction in a protruding manner are formed in the side wall. The upper wall and the lower wall include a plurality of plate-shaped flat portions adjacent in the vehicle width direction, and step portions connecting the adjacent flat portions while forming a step in a vertical direction, respectively.

Impact-absorbing structure for vehicle

An impact absorbing member structure of a vehicle includes: a pair of left and right rear side frames; a pair of left and right crash cans containing a plurality of first carbon fibers arranged so as to continuously extend in a forward/rearward direction; and a bumper reinforcement attached to tip end portions of the pair of rear side frames through the pair of crash cans. Each of the crash cans is formed as an open-section member including: a side wall portion extending in the forward/rearward direction; and a tip end wall portion continuous with the side wall portion and including an attaching portion to which the bumper reinforcement is attached.

Impact absorbing member structure of vehicle

An impact absorbing structure includes an impact absorbing member made of CFRP, and the impact absorbing member includes a pair of left and right side wall portions and upper and lower coupling wall portions each coupling the side wall portions. Each of the pair of side wall portions includes a plurality of curved portions. Each of the curved portions is formed such that a leftward/rightward direction depth thereof decreases toward a front side. Each of the pair of side wall portions includes: a plurality of first carbon fibers arranged to extend in a forward/rearward direction and constituting most of reinforced fibers contained in the side wall portion; and a plurality of second carbon fibers arranged to extend in a direction intersecting with the first carbon fibers. The plurality of second carbon fibers are arranged at both thickness direction end vicinity parts of each of the side wall portions.

Impact absorbing structure of vehicles

Provided is a front side frame, comprising: a main frame; and reinforcing membersdisposed inside the main frame, wherein the reinforcing memberincludes partition wall portionsdividing a main closed cross-section C_m of the main frameinto a plurality of sub closed-cross sections c, the first to third partition wall portionsbeing respectively formed with compression-side ridgesvertically facing each other and able to come into contact with each other in a deformation of the front side frame, and tension-side ridgesarranged in the same manner.

Vehicular frame

There are provided an outer panel, an inner panel, a second reinforcement provided in the main closed-cross section and cooperates with the outer panel to form a sub closed-cross section extending longitudinally, a bead portion formed at a portion of the inner panel which is located at a position corresponding to the second reinforcement, and configured to be a starting point causing bending of a front side frame toward the second reinforcement when a collision load is applied in a vehicle collision, and a second attaching member provided at a position located on a front-end side of the front side frame relatively to the second reinforcement and configured to make the second reinforcement crushable in a bending direction in the vehicle collision. The second attaching member comprises a knot-shaped member provided inside the main closed-cross section.

Growing community of inventors

Hiroshima, Japan

Chikara Kawamura