Frame structure for vehicle

Abstract: A frame structure capable of increasing collision energy absorption includes a floor member (1) with extruded side sill members (1D) which are adapted to undergo lateral buckling response to side collisions while resisting axial or longitudinal deformation due to end-on collisions. Extruded impact dispersing deformable sections (1C) with a smaller rigidity than the associated side sills are provided on the inboard sides of the sills and arranged to smooth buckling and disperse collision energy. At least one extruded, flat, passenger occupancy floor section (1B), which is located inboard of the impact dispersing deformable sections (1C), is provided to prevent buckling deformation and assure cabin space.

Description: The present invention generally relates to a floor structure for a vehicle and, more particularly, to a frame or chassis arrangement having a floor structure formed from a corrosion resistant, lightweight extrudable material. JP-09099870 A discloses a floor member in accordance with the preamble of claim 1. It would be desirable to be able to provide a frame/chassis structure for a vehicle, including an extruded floor structure, that supplies the required strength/rigidity for the automotive body floor. These and other objects of the invention are met by a floor member as set forth in claim 1. The floor member has at least partially closed cross-sectional extrusion features extending in a longitudinal direction. The floor member includes a plurality of sections comprising a tunnel section having a first cross-sectional configuration; a side sill section having a second cross-sectional configuration; and a flat section having a first portion and a second portion. The first portion and the second portion have a high-strength third portion between them. The flat section is interposed between the tunnel section and the side sill section so that the first portion is located adjacent the tunnel section. The first portion, second portion and the third portion each respectively have third, fourth and fifth cross-sectional configurations. The longitudinal rigidity of the side sill part in the longitudinal direction is higher than the tunnel section and the flat section. The lateral rigidity of the second portion of the flat section is smaller than the lateral rigidity of the side sill section, and the lateral rigidity of the first portion of the flat section is substantially equal to the lateral rigidity of the second portion of the flat section. Additional advantages and novel features of the invention will be set forth in part in the description which follows, and in part will become apparent to those skilled in the art upon examination of the following or may be learned by practice of the invention. The advantages of the invention may be realized and attained by means of the instrumentalities and combinations particularly pointed out in the appended claims. Preferred embodiments of the invention will be described with reference to the drawings, which are incorporated in and constitute a part of the specification, in which: Fig. 1 is a perspective view of a vehicle chassis/frame in which the embodiments of the invention may be installed; Fig. 2 is an exploded perspective of the chassis shown in Fig. 1 along with a floor member according to an embodiment of the invention; Fig. 3 is a sectional view structural feature of a floor structure according to a first embodiment of the invention; Fig. 4 is a perspective view of the first embodiment; Fig. 5 is a table showing the properties required for respective sections of the first embodiment; Fig. 6 is a table showing respective characteristics used to adjust the strength/rigidity of the respective sections of the first embodiment; Fig . 7 is a schematic sectional view showing the floor structure according to the first embodiment of the invention prior to a side collision; Fig. 8 is schematic sectional view showing the deformation of the floor structure shown in Fig. 7 which is produced by the side collision; Fig. 9 is a perspective view depicting the deformation produced in the floor member according the first embodiment by the side impact depicted in Fig. 8; Fig. 10 is a schematic plan view depicting the deformation of the floor structure according to the present invention which is produced as a result of forward head-on collision; Fig. 11 is a sectional view showing a second embodiment of the invention; Fig. 12 is a sectional view showing a third embodiment of the invention; Fig. 13 is a sectional view showing a fourth embodiment of the invention; and Fig. 14 is a sectional view showing the deformation produced in the third embodiment as a result of a side collision generated impact. DESCRIPTION OF THE PREFERRED EMBODIMENT Referring now to the drawings and initially to Figs. 1 and 2, there will be seen a floor member or structure 1 and a dash cross-member 2 connected with the front end of the floor member 1. The dash cross-member 2 is composed of a vertical wall 2a and a toe/kick board or panel 2b with a notch 2c formed at a central portion. On both lateral sides of the dash cross member 2 there are a pair of dash reinforcement members 3, which include longitudinally extending arm members or parts 3a. A pair of front side members 4 are fitted and welded to the arm parts 3a, respectively. The forward ends of the left and right front side members 4 are connected with each other by a first cross-member 5 and a bumper armature 6. The front side members 4, the first cross-member 5, and the bumper armature 6 partially define a front compartment FC. A hood ridge member 14 and a strut housing 15 are disposed on either side of the front compartment FC. A pair of side sills 7 extend longitudinally along both sides of the vehicle and abut the outer portions of the floor member 1. A front pillar 8 is connected to the front ends of each of the side sills 7. A center pillar 9 is secured to the side sill 7 to define, at least partially, a body side. A roof panel 12 is connected to both the front pillars 8 and the center pillars 9. A rear fender 13 extends rearward from the roof panel 12. The passenger compartment PC is defined, at least partially, by the floor member 1, the side sills 7, the front pillar 8, the center pillar 9, the rear pillar 11, the roof panel 12, and the dash cross-member 2. The above-mentioned floor member 1 is formed by extruding a corrosion resistant lightweight metallic material, such as an aluminum alloy, so that it has fore-and-aft (longitudinally) extending extrusion features. As shown in Figs. 3 and 4, this extruded floor member 1 includes four sections - a tunnel member or section 1A, a first flat passenger occupancy floor section 1B, an impact dispersing deformable section (second flat deformation permitting section) 1C,and a side sill member or section 1D. The deformable section or structure 1C allows the member 1 to be deformed in a controlled manner to a predetermined degree in the lateral direction of the vehicle as distinct from the fore-and-aft longitudinal direction, which is highly resisted. Sections 1A, 1B, 1C, 1D are arranged sequentially from the vehicle's (longitudinal) center line outward toward the outboard sides thereof. The front end of the tunnel section 1A of the floor member 1 is engaged in the notch part 2c of the dash cross member 2. In addition to this, the forward ends of each of the other sections of the floor member 1, which are located on either side of the tunnel (viz., 1B, 1C,and 1D), are abutted against and welded to rear edges of the kick board 2b. The center pillar 9 is provided, on a lowermost end thereof, with a pillar base 9A and a sill outer 9B formed integrally (unitarily) with the base 9A. The sill outer 9B is welded to the outside or outboard face of the side sill member 1D. The side sill 7, thus, is comprised of the side sill member 1D and the sill outer 9B. The following description relates to the body properties required for the tunnel section 1A, flat passenger occupancy floor section 1B, the impact dispersing deformable section 1C, and the side sill part 1D. Tunnel Section 1A The tunnel section 1A absorbs fore-and-aft direction collision energy. During a frontal or rear collision, the longitudinal ends of the tunnel section 1A buckle, thereby reducing the effect of the collision on the cabin occupants. The tunnel section 1A also provides sufficient space for the various exhaust components, such as an exhaust pipe, a muffler, etc. and various other under-floor parts, including drive shafts and the like. In other words, section A of the floor member 1 absorbs energy from a frontal or rear collision while maintaining a desired amount of under-tunnel space. Flat Passenger Occupancy Floor Section 1B (1st flat section) Each flat passenger occupancy floor section 1B maintains a constant cabin floor space. Each floor section 1B also is not deformed by impact resulting from a frontal or lateral collision. Section 1B, therefore, must have high strength/rigidity with respect to both longitudinal and lateral impacts. Impact Dispersing Deformable Section (second flat deformable section) 1C Each impact dispersing deformable section 1C, during a later collision, must absorb the energy generated by impact. The deformable sections 1C dissipate the energy by buckling in the lateral direction in a controlled manner, which results in a constant reactive force and which reduces the moment which is applied to the center pillar 9 and attenuates the tendency of this structural element to pivot. Thus, section 1C must absorb lateral collision energy absorption in a manner that provides a substantially constant crushing reaction during the buckling deformation in the vehicle's width direction. Side Sill Section 1D The side sill section or member 1D contributes considerably to the body rigidity and also exhibits a high resistance to bending. Additionally, section 1D deforms and buckles in response to a lateral impact such that the impact is reduced by absorption of collision energy. Section 1D also assures a constant cabin space and does not deform during a head-on/tail-on collision. In other words, the side sill member or section 1D must undergo bending and absorb collision generated energy in response to a lateral impact,while maintaining full rigidity with respect to longitudinally acting impact forces so as to prevent the axial deformation of the section. The above-mentioned properties required by sections 1A, 1B, 1C, 1D are tabled in Fig. 5. In view of these requirements, the floor member 1 in accordance with the first embodiment is constructed as follows. First, the floor member 1 is formed via extrusion by extruding the light weight corrosion resistant material in the longitudinal (or fore-and-aft) direction of the vehicle. While the following description is given as if the floor member 1 is extruded as a single unitary member, it should be kept in mind that it is within the scope of the present invention to make each of the above-mentioned sections individually and to weld or otherwise join the individual parts into a single integral/unitary structure. The tunnel section 1A has only a single wall, while the passenger's plane section 1B, the impact dispersing deformable section 1C, and the side sill section 1D each have a plurality of closed cross-section extrusion features, that is, an upper wall 21, a lower wall 22, and a plurality of interconnecting ribs, including ribs 23 and 24. Further, according to the first embodiment, the floor member 1 is constructed using a deformation/rigidity adjusting means/technique which allows for the rigidity and the associated deformation characteristics of the floor member 1 to be selectively adjusted on a location-by-location basis. More specifically, the use of the rigidity adjusting technique enables the deformation differential relationships to be adjusted/controlled. The rigidity of the side sill section 1D in the fore-and-aft direction is higher than the other sections of the floor member 1. The rigidity of the impact dispersing deformable section 1C in the lateral direction is smaller than the rigidity of the side sill member/section 1D in the same direction. The lateral rigidity of the flat passenger occupancy floor section 1B is substantially equal to the rigidity of the impact dispersing deformable section 1C in the vehicle's lateral direction. A high strength/rigidity section B, is formed along the outboard edge of each flat passenger occupancy floor section 1B. Although the lateral rigidity of this 'high strength' section B, is larger than that of the section C, the mean lateral rigidity of the whole section B is similar to or less than that of the section C. As shown in Fig. 2, a load transmission member is disposed between a front end of the tunnel section 1A and the dash cross-member 2. As a result of this arrangement, during head-on collision, the collision load is effectively transmitted from the dash cross-member 2 to the front end of the tunnel section 1A through the load transmission member 16, so that the front end of the tunnel section 1A is positively buckled in the longitudinal direction. Further, to allow the impact dispersing deformable section 1C to be smoothly buckled in the lateral direction by the lateral impact, a vertical rib 25 extends longitudinally along the floor member at a location which is substantially the center of the section C. This divides section C into an inboard impact dispersing deformable section C 1 on the tunnel section 1A side of the rib 25, and an outboard impact dispersing deformable section C 2 on the side sill side of the rib. In addition to this, the lateral rigidity (resistance to lateral deformation) of the outboard part C 2 is arranged to be larger than that of the inboard part C 1 . To avoid the need for a separate/special reinforcement member, the rigidity is adjusted by adjusting one or more wall thickness (t) of the walls of the respective sections A to D; the profiles of the closed cross-sectional portions (e.g. heights h B to h D ) of the sections B, C, D; the adjustment of the above cross-sectional profiles via the provision of ribs 26, 27 in the closed cross-sections; or the mutual combination of the closed cross-sections. More specifically, each wall thickness t 1 of the inner and outer walls 21, 22 defining the section D is increased to raise the bending rigidity and the fore-and-aft directional rigidity. In section C, the wall thickness t 2 of the inner and outer walls 21, 22 forming the part C 2 is smaller than the wall thickness t 1 of the section D. As a result, the rigidity of the part C 2 is smaller than that of section D which results in part C 2 laterally buckling under a generally constant crushing reaction (force). Similarly, the wall thickness t 3 of the part C 1 is smaller than the wall thickness t 2 of the part C 2 . This causes the rigidity of the part C 1 to be smaller than that of the part C 2 , which results in part C 1 laterally buckling under a generally constant crushing reaction (force). In section B, the wall thickness t 4 of the walls 21, 22 is equal to or greater than the wall thickness t 3 of the part C 1 so as to leave a constant cabin space without being deformed by either frontal or lateral impact. In section A, the wall thickness t 5 is equal to or less than the wall thickness t 4 of the walls 21, 22 that form section B and, as a result, frontal collision energy is absorbed via longitudinal buckling of the front end of the tunnel section 1A. In summary, the following relationship is established for the wall thickness t. t 1 > t 2 > t 3 t 4 t 5 The cross-sectional shapes of the respective sections are selected so that the cross-sectional height h D of each section D is the largest, which enhances its fore-and-aft rigidity. Although the sectional height h C of each section C (parts C 2 , C 1 ) is smaller than the height h D of each section D, section C is formed with a relatively high height to provide a desired amount of clearance between the upper and lower walls 21, 22 to ensure lateral buckling deformation occurs without interference. To provide an adequate amount of installation space for various pipes, conduits, electrical harnesses, etc., under section B, the sectional height h B of section B is smaller than the sectional height h C of section C (viz., B (GH B ) is higher than that of the section C (GH C )). The sectional height of section A corresponds to the wall thickness t 5 of the single wall and section A is configured to avoid any projections/obstructions on the inside of the tunnel section 1A, which increases the cross-sectional area of the tunnel section 1A to its maximum. Sections A and/or B are formed such that components, such as the exhaust pipe, muffler, and a variety of functional parts (e.g. elements of the drive train ), are easily installed. Accordingly, the following relationship is established among the sectional heights of sections 1D, 1C and 1B. h D > h B > h C The sectional height h D of section 1D is increased in comparison with the other heights, to increase its rigidity. Additionally, section 1D is provided, in its cross-section, with vertical ribs 26, 27 which connect the upper wall 21 with the lower wall 22, and a horizontal rib 28 which connects the rib 26 with the sidewall. In this arrangement, it is intended that the combination of the plurality of closed sub cross-sections defined by the ribs 26, 27 allows enhancement of both lateral bending rigidity and a longitudinal rigidity thereby preventing the deformation of the cross-sections caused by the frontal impact. Additionally, the portion of the upper wall 21 which extends over section D is inclined with respect to the portion of the upper wall 21 which extends over section C, so that the lateral rigidity of the section D gradually decreases in the direction of section C. The above mentioned rib 26 is arranged to vertically bridge the line of inflection (viz., the line along with the angle of the upper wall 21 changes from a horizontal state and begins to incline downwardly toward section C) and the lower wall 22, while the rib 27 is inclined so as to extend from the joint between the rib 26 and the lower wall 22, toward substantially a mid point of the inclined portion of the upper wall 21. The 'high strength' part B 1 , which is located at the boundary of section C and section B, is such that the rib 23 is connected with the lower wall 22 in the section B via two oblique ribs 29, 30. Consequently, a triangular truss is formed by three ribs 23, 29, 30 to reinforce the boundary part. As a result, the transfer of lateral buckling toward the section B owing to the formation of abrupt change in lateral rigidity is restricted. The above-mentioned rigidity adjustment of the sections A, B, C, D are tabled in Fig. 6. With the above-mentioned adjustment of rigidity, the physical properties of the sections A to D and the space efficiency in the circumference of floor (vicinities of upper and lower faces) are established as follows. Bending rigidity sec. A ≤ sect.B ≤ sect. C < sect. D Longitudinal rigidity sect. A < sect. B ≤ sect. C ≤ sect. D Lateral rigidity sect. A ≤ sect. B ≤ sect. C < sect. D Space efficiency around floor sect. A > sect. B > sect. C > sect. D According to this embodiment, because the floor member 1 is comprised of an extrusion produced by extruding a material of the above-mentioned non-corrosive, lightweight nature, and wherein the extrusion features are arranged to extend in the vehicle's longitudinal direction and to additionally define closed cross-sections (except for tunnel section 1A), the chassis or frame structure of the invention exhibits an inherently high rigidity with respect to lateral bending and frontal impact. Particularly, because the side sill part 1D is formed with a longitudinal rigidity larger than any other sections 1A, 1B, 1C, the overall rigidity of the frame structure is enhanced through the provision of this essential floor framework member. In addition, because the lateral rigidity of the impact dispersing deformable section 1C is smaller than that of the side sill part 1D, the part 1C smoothly buckles laterally inward in response to a side impact such that the collision energy is absorbed effectively to reduce the impact. On the other hand, because the lateral rigidity of the first flat passenger occupancy floor section 1B is substantially equal to that of the impact dispersing deformable section (second flat deformation permitting section) 1C, the deformation of section 1B is restricted due to an adequate resistance to a lateral impact which has been reduced by the buckling deformation of impact dispersing deformable section 1C. This enables a constant protective cabin space to be assured. In this way, it is possible to provide a frame structure capable of satisfying both the rigidity required as the automotive body floor as well as the physical properties required in connection with collision impacts to the vehicle's front (or rear) and lateral sides. The manner in which the above-constructed frame structure behaves during impact will be described below with reference to Figs. 7 to 10. Note that sections 1A, 1B, 1C,and 1D will be also be referred to as simply sections A, B, C and D, in various instances to simplify the disclosure and to enable the concept of the invention to be rendered more apparent. As shown in Figs. 7 and 8, when a lateral impact force F 2 is exerted on the lateral side of the vehicle as the result of vehicle's collision with a moving object M, the force F 2 acts on the side sill member 1D of the floor member 1 through the center pillar 9, and the pillar base 9A. Force F 2 is then dispersed, like ripples in a pond, from the impact point on the side sill part 1D to the interior portions of the floor member 1. Thus, with respect to loads occurring in the respective sections, there exists a general relationship of: section A < section B < section C < section D. The lateral rigidity of the floor member 1 is established with the previously-mentioned relationship of: section A < section B < section C < section D. Therefore, as shown in Figs. 8 and 9, section D, which has a large rigidity, buckles first in the lateral to reduce an initial reaction. Subsequently, section C, which has a smaller rigidity than section D, buckles progressively over a widening front in the lateral direction of the vehicle. Thus, as a result of these buckling deformation characteristics, the collision energy is weakened to reduce the impact force. During the deformation of sections D and C, the lateral buckling deformations are carried out without interference between the upper wall 21 and the lower wall 22 as a result of the adequate clearances provided therebetween with the establishment of the heights h D , h C . Further, as section D has a portion whose lateral rigidity is gradually reduced in the direction of section C, it is possible to establish linear "reactive force" characteristics in the buckling deformation from section D to section C, while preventing the boundary between the sections D and C from being locally deformed due to a localized concentration of stress. Further, as mentioned above, section C consists of the outboard part C 2 and the inboard part C 1 . The lateral rigidity of the part C 2 is larger than that of the latter part C 1 . Therefore, when the part C 2 stably buckles with a substantially constant crushing reactive force to weaken the impact force, the part C 1 is successively subjected to a stable buckling deformation with a substantially constant crushing reactive force without an accompanying rise in reactive force, and thus weakens the impact force. Thus, since the linear "reactive force" characteristics are attained through the buckling of part C 2 to the part C 1 ,it is possible to control the crushing reactive force of the whole section C and also the mode of deformation. As a result, sections D, C buckle in the lateral direction continuously and stably thereby absorbing collision energy without increasing the moment generated in center pillar 9. Moreover, due to the triangular truss of ribs 23, 29, 30, which allows an abrupt increase in the lateral rigidity at the boundary between the sections C and B, the lateral buckling ceases in section C and prevents the deformation of section B, thereby assuring the maintenance of the vehicle cabin space. During a full head-on collision, such as depicted in Fig. 10, frontal impact forces F 1 act on the dash cross member 2 through the front side member 4 and the hood ridge member 14. The thus transmitted impacts F 1 are also transmitted from the load transmission member 16 to the front end of the floor member 1 and the front end of the tunnel section 1A, which thus acts as a transmission center, as depicted by the arrows a. As mentioned above, the tunnel section 1A has only a single wall construction as compared with the other sections B to D, which have closed cross-sections and wherein the fore-and-aft (longitudinal) rigidities are established to meet the above relationship (i.e. sect. A < sect. B ≤ sect. C ≤ sect. D) upon the establishment of the above relationship (i.e. t 1 > t 2 > t 3 t 4 t 5 ) in wall thickness (t). Accordingly, as shown in Fig. 10, the circumference of the tunnel section 1A only buckles in the fore-and aft direction, so that the collision energy can be absorbed to reduce the impact force and it is possible to restrict the deformation of the side sill part 1D exerting an influence on the movement of doors of the vehicle which are associated with at least the center pillar 9. SECOND EMBODIMENT Fig. 11 shows a second embodiment of the present invention. In this embodiment, the tunnel section 1A is also formed of a single wall, while the remaining parts 1B, 1C, 1D are respectively formed to have closed cross-sections composed of the upper and lower walls 21, 22, the partition ribs 23, 24, 25 and the reinforcement ribs 26 to 30. Further, the closed cross-sectional heights of sections B, C, D are also such that h D > h C >h B . In the above-mentioned basic structure, the physical characteristics of sections A to D of the second embodiment are quite similar to the first embodiment. However, in section C, the wall thickness t 6 of the upper wall 21 in the section C is greater than the wall thickness t 7 of the lower wall 22 in the same section due to the requirements of floor rigidity against the seat loads (t 6 > t 7 ). In the case of different wall thicknesses t of the inner and outer walls 21, 22 in section C, it is necessary that the inner and outer walls 21, 22 are synchronously subjected to stable buckling deformation by lateral impact. On the other hand, the wall strengths that resist the buckling of parts C 1 , C 2 are influenced by rib 25 and are proportional to the wall thickness (t) and are inversely proportional to the width W of the part. Therefore, the rib 25 is arranged obliquely with respect to the upper wall 21 and, additionally, an oblique rib 31 is formed in the part C 1 so as to extend from the intersection of the rib 23 with the upper wall 21 toward the lower wall 22. Consequently, the small widths W 3 , W 4 of the lower wall 22 are established in comparison with the widths W 1 , W 2 of the upper wall 21 (W 1 , W 2 > W 3 , W 4 ) so that the width-directional buckling strength of the upper wall 21 in the section C is equal to that of the outer part 22. Thus, similar to the first embodiment, even if the wall thickness t 6 of the upper wall 21 in the section C is larger than the wall thickness t 7 of the lower wall 22 in view of the rigidity required for the floor, the inner and outer walls 21, 22 can be synchronously subjected to stable buckling deformation in the respective parts C 2 , C 1 , thereby absorbing collision energy in a manner very similar to that of the first embodiment. It is to be noted that, in the above-mentioned embodiments, the distribution of lateral rigidity of the sections A to D, the variation characteristics of lateral rigidity of the sections A to D, the area of collision energy absorption of the sections A to D, and the absorption characteristics of the sections A to D can be optionally controlled by the adjustment of wall thickness of the respective sections, the ribs (number, interval, angle), the combination of profiles of closed cross-sections, etc. THIRD AND FOURTH EMBODIMENTS Figs. 12 and 13 show modifications of the high-strength part B 1 while Fig. 14 shows the deformation produced by a side impact. In Fig. 12, section B is formed so that the wall thickness t 4A , t 9A of the high-strength part B 1 are larger than the wall thickness t 4 , t 9 of the other parts except for the high strength part B 1 . Also in Fig. 13, section B is formed so that the wall thickness t 4A , t 9A , t 9B of the high-strength part B 1 is greater than the wall thickness t 4 , t 9 of the other part which the exception of the high strength part B 1 . However, the average lateral rigidity of the section B including the high-strength part B 1 is substantially similar to or less than that of the section C. As shown in Fig. 14, when the vehicle is subjected to side impact, the deformation is abruptly decreased upon reaching the outboard edge of the high-strength part/section B 1 . As mentioned above, the floor member is formed by extrusion so that the extrusion features extend in the fore-and-aft direction of the chassis, and include closed cross-sections. As a result, the frame structure exhibits an inherently high rigidity against bending impact generated by a frontal impact. Particularly, the side sill part exhibits a fore-and-aft rigidity which is larger than the same directional rigidity of the other sections, and enhances its function as an essential floor framework member. In the impact dispersing deformable section, the rigidity in the vehicle's width direction is set to be smaller than that of the side sill part. Therefore, when the side sill part is buckled laterally inward by a side collision, the impact dispersing deformable section successively and smoothly buckles in the vehicle's width direction, so that the collision energy is spread radially outward and can be absorbed to reduce the impact force effectively. On the other hand, since the rigidity of the inboard flat passenger occupancy floor section in the lateral direction is generally similar to that of the outboard impact dispersing deformable section C 1 in the same direction, the deformation of the flat passenger occupancy floor section can be restricted owing to its adequate resistance to lateral impact which has been reduced by the buckling deformation of the impact dispersing deformable section. In this way, it is possible to provide the frame structure capable of satisfying both rigidity required as the automotive body floor and physical properties required against the collision impacts through the vehicle's front and lateral sides.

Claims: A floor member (1) having extrusion features of at least partially closed cross-section extending in a longitudinal direction, the floor member (1) including: a tunnel section (A) having a first cross-sectional configuration; a side sill section (D) having a second cross-sectional configuration; and an intermediate section (B-C) having a first portion (B) and a second portion (C), the intermediate section being interposed between the tunnel section (A) and the side sill section (D), the first portion (B) being located adjacent the tunnel section (A), the first and second portions having third and fourth cross-sectional configurations, respectively; characterized in that : the intermediate section is a flat section (B-C) including a high strength third portion (B 1 ), having a fifth cross-sectional configuration, between the first portion (B) and the second portion (C); and the longitudinal rigidity of the side sill section (D) in the longitudinal direction is greater than that of the tunnel section (A) and that of the flat section (B-C), the lateral rigidity of the second portion (C) of the flat section is smaller than the lateral rigidity of the side sill section (D), and the lateral rigidity of the first portion (B) of the flat section is substantially equal to the lateral rigidity of the second portion (C) of the flat section. A floor member as claimed in claim 1, wherein the rigidities of the respective sections (A-D) of the floor member are determined by the respective cross-sectional configurations and/or the thicknesses (t 1 -t 5 ) of respective wall members (21) which form part of the first to fifth cross-sectional configurations. A floor member as claimed in claim 1, wherein the floor member (1) includes ribs (23-31) and the rigidities of the respective sections (A-D) of the floor member are determined by the ribs (23-31 of respective sections. A floor member as claimed in claim 3, wherein the thickness (t 6 ) of an upper wall (21) of at least one section (C) is greater than the wall thickness (t 7 ) of a lower wall (22) of the section. A floor member as claimed in any of claims 1 to 4, wherein the high-strength third portion (B 1 ) has walls of greater thickness (t 4A , t 9A ) than those of a remainder of the flat section (B-C). A floor member as claimed in claim 1, wherein the rigidities of the respective sections (A-D) of the floor member are determined by shapes of the respective cross-sectional configurations and shapes of ribs (23-31 ) which extend between an upper wall (21) and a lower wall (22) of at least one of the first, second, and third portions (B, C, B 1 ) of the flat section (B-C). A floor member as claimed in claim 1, wherein the rigidities of the respective sections (A-D) of the floor member is determined by a predetermined relationship between the cross-sectional configurations and lateral widths of the respective sections of the floor member. A floor member as claimed in any of claims 1 to 7, wherein the first portion (B) is connected to the second portion (C) through the third portion (B 1 ) A floor member as claimed in any of claims 1 to 8, wherein the rigidity of the floor member varies linearly at boundaries between the adjacent sections of the floor member. A floor member as claimed in any of claims 1 to 8, wherein the rigidity of the floor member varies substantially linearly in the lateral direction. A floor member as claimed in any of claims 1 to 8, wherein the rigidity of the floor member changes stepwise in the lateral direction. A floor member as claimed in claim 11, wherein the stepwise changes in rigidity occur at boundaries between adjacent sections of the floor member. A floor member as claimed in any of claims 1 to 12, wherein the height of the sill section (D) is greater than that of the tunnel section (A) and that of the flat section (B-C), the sill section (D) having a closed cross-section. A floor member as claimed in any of claims 1 to 13, wherein the second portion (C) of the flat section is divided into an outboard sub-portion (C 2 ), proximate the side sill section (D), and an inboard sub-portion (C 1 ), and wherein the rigidity of the outboard sub-portion (C 2 ) is greater than that of the inboard sub-portion (C 1 ). A floor member as claimed in any of claims 1 to 14, wherein the ground clearance (GH B ) of the first portion (B) is greater than the ground clearance (GH C ) of the second portion (C). A floor member as claimed in any of claims 1 to 15, wherein the tunnel section (A) is of single wall construction. A floor member as claimed in any of claims 1 to 16, wherein the tunnel section (A) is deformable in the longitudinal direction in response to collision energy produced by an end-on vehicular collision. A frame structure for a vehicle, comprising: a roof segment disposed between front and rear segments; a pair of body side segments disposed on left and right sides and connected to at least one of the front segment, the rear segment, and the roof segment; and a floor segment connected with the front segment, the rear segment, and the body side segments, the floor segment including a floor member (1) according to claim 1. A frame structure as claimed in claim 18, wherein the rigidities of the respective sections (A-D) of the floor member (1) are adjusted by adjusting the closed cross-section configuration shapes laterally across the floor member and adjusting a thickness of walls comprising the respective sections. A frame structure as claimed in claim 18, wherein the rigidities of the respective sections (A-D) of the floor-member (1) are adjusted by adjusting the thickness of walls of the respective sections. A frame structure as claimed in claims 18, wherein the side sill section (D) and the flat section (B-C) are extruded sections, the high-strength portion (B 1 ) is relatively narrow and elongate, and the flat section (B-C) is disposed adjacent the side sill section (D) so that the second portion (C) is located outboard of the first portion (B). A frame structure as claimed in claim 21, wherein the tunnel section (A) is disposed inboard of the flat section (B-C), located adjacent the first portion (B) of the flat section, and extends longitudinally along the length of the flat section. A frame structure as claimed in claim 21 or 22, wherein each of the side sill section (D) and the flat section (B-C) have closed cross-sectional extrusion features of predetermined configurations and are parallel to the longitudinal axis of the frame structure.

Inventors: MIYASAKA HIROYUKI, MIYASAKA, HIROYUKI
Applicants: NISSAN MOTOR, NISSAN MOTOR COMPANY, LIMITED
Application year: 2000
Main classification: B62D21
IPC codes: B62D25, B62D21, B62D29