JP2002308144A - Body frame structure and vehicle body shock absorbing method - Google Patents

Abstract

(57) [Problem] To reduce the amount of energy added to the rear skeletal structure by increasing the energy absorption at the front of the vehicle body in all types of collisions. SOLUTION: A front side member 1 is formed hollow from a member main body 11 and a closing plate 13, and a reinforcing member 3 is provided in the hollow front side member 1.
9 are accommodated. The reinforcing member 39 is fixed to the member main body 11 via the joining flanges 51, 53, 55 at the rear end. At the time of a full lap collision, the front side member 1 is compressed and deformed, and the reinforcing member 39 is not deformed. In the event of an offset collision, the front side member 1
However, it is further compressed and deformed than at the time of the full lap collision, and the reinforcing member 39 is also compressed and deformed to absorb the impact.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle body frame structure and a vehicle body shock absorbing method.

[0002]

2. Description of the Related Art The strength and rigidity of an automobile is an important issue for minimizing deformation of a passenger compartment in order to secure occupant safety in preparation for a collision. . For example, in the case of a frontal collision, a crushable zone such as an engine room constituting the front part of the vehicle and a trunk room at the rear part is deformed and absorbs the impact at the time of the collision, so that the crew of the crew located behind the passenger compartment. The collision reaction force applied to the vehicle is reduced, thereby suppressing the deformation of the cabin.

[0003] Therefore, the strength and rigidity of the crushable zone for absorbing the impact at the time of the collision must be such that most of the impact energy at the reference speed can be efficiently distributed to its own deformation and the backbone structure supporting it. And a structure having appropriate flexibility is required.

[0004]

By the way, for example, in the case of a full lap collision in which the entire front portion of the vehicle collides with a concrete barrier or the like at right angles, the rigidity of the crushable zone at the front portion of the vehicle body is determined by determining the rigidity of the front portion of the vehicle body. It is necessary to design under the condition that the collision reaction force is distributed and received, and to repeat the experiment to find the optimum.

On the other hand, in the case of an offset collision in which a collision reaction force is applied only to a part of the front part of the vehicle body, the energy applied to the skeleton structure increases more than expected at the time of a full lap collision, resulting in a larger deformation than at the time of a full lap collision. .

Therefore, in order to obtain the optimum strength and rigidity of the front part of the vehicle body based on the offset collision, it is necessary to set the strength and rigidity of the skeletal structure at the front part of the vehicle body, especially on the left and right sides, to be extremely high. is necessary. In other words, when an offset collision occurs in the vehicle body structure set by the offset collision, the collision energy at the reference vehicle speed can be absorbed by the deformation of only one side of the vehicle body, and the energy can be efficiently distributed to the skeleton structure in the rear. .

However, when a full-lap collision occurs in a vehicle set in an offset collision, the collision reaction force is dispersed over the entire surface, and the stiffness of the right and left parts is originally set to be high. Therefore, of the energy to be absorbed by the deformation of the vehicle body, the remaining energy that is not absorbed increases, and is added to the rear skeletal structure as energy. As a result, the strength and rigidity of the front part of the vehicle body are too high, which leads to an increase in deformation other than the front part of the vehicle body. The inertia force other than the front part of the vehicle body is increased.

Therefore, an object of the present invention is to reduce the amount of energy applied to the rear skeletal structure by increasing the energy absorption at the front part of the vehicle body in any collision mode.

[0009]

In order to achieve the above object, according to the present invention, a skeletal component extending in the front-rear direction of a vehicle is adapted to a full lap collision in which the entire front or rear portion of the vehicle collides. It has strength and rigidity that meet a predetermined body deformation standard, and absorbs the collision reaction force together with the skeletal component at the time of an offset collision where a part of the front or rear part of the vehicle collides with the skeletal component. And a reinforcing member to be provided.

In a second aspect of the present invention, in the configuration of the first aspect, the skeleton component is a front side member.

According to a third aspect of the present invention, in the configuration of the second aspect, a reinforcing member is housed in the hollow front side member.

According to a fourth aspect of the present invention, in the configuration of the second or third aspect, the reinforcing member has a structure in which a rear end portion of the vehicle body is fixed to the front side member.

According to a fifth aspect of the present invention, in the configuration of the third or fourth aspect, the reinforcing member is formed to be hollow.

According to a sixth aspect of the present invention, in the configuration of the second or third aspect, the reinforcing member includes a first reinforcing member having an end on the vehicle body front side fixed to the front side member; A second reinforcing member fixed to the front side member on the vehicle body rear side of the reinforcing member and contacting the first reinforcing member after deformation of the front side member at the time of an offset collision. is there.

According to a seventh aspect of the present invention, in the configuration of the sixth aspect, the second reinforcing member includes a concave portion into which the first reinforcing member enters.

According to an eighth aspect of the present invention, in the configuration of the sixth or seventh aspect, the first reinforcing member is formed to be hollow.

According to a ninth aspect of the present invention, in the configuration of the third aspect, the front side member is provided with a bead for inducing a deformation at the time of collision.

According to a tenth aspect of the present invention, in the configuration of the fifth aspect, the reinforcing member includes a bead for inducing a deformation at the time of collision.

An eleventh aspect of the present invention is the configuration of the eighth aspect of the present invention, wherein the first reinforcing member has a bead for inducing deformation at the time of collision.

According to a twelfth aspect of the present invention, at the time of a full lap collision in which the entire front or rear portion of the vehicle body collides, the skeletal component extended in the front and rear directions of the vehicle body is deformed so as to conform to a predetermined vehicle body deformation criterion. In a vehicle body impact absorbing method, a reinforcing member provided on the skeletal component absorbs an impact together with the skeletal component during an offset collision in which a part of the front or rear part of the vehicle collides while absorbing the impact.

[0021]

According to the first aspect of the present invention, the reinforcing member provided on the skeletal component having the strength and rigidity provided at the time of the full lap collision has a small role of reinforcement during normal use, but has an offset collision. When a strong impact such as that described above is applied and the deformation of the vehicle body begins to increase, the collision reaction force is absorbed, so that the amount of energy applied to the skeleton structure behind the front part of the vehicle body can be reduced. In addition, since special equipment such as energy absorption equipment such as damper equipment is not used,
High impact absorption performance can be ensured while being inexpensive.

According to the second aspect of the present invention, a strong impact such as an offset collision is applied to the front side member having the strength and rigidity provided at the time of a full lap collision, even though the reinforcement function is thin during normal use. When the deformation of the vehicle begins to increase, the collision reaction force is absorbed by the reinforcing member, so that the amount of energy applied to the skeleton structure behind the front part of the vehicle body can be reduced.

According to the third aspect of the present invention, since the reinforcing member is housed in the hollow front side member, no additional space for installing the reinforcing member is required, and the structure can be made compact, and the engine and the transmission can be provided. For example, the influence on the layout of the drive system can be avoided.

According to the fourth aspect of the present invention, at the time of an offset collision, the reinforcing member whose rear end is fixed to the front side member efficiently deforms after the deformation of the front side member to absorb the impact. Can be.

According to the fifth aspect of the present invention, since the reinforcing member is formed to be hollow, deformation at the time of collision can be efficiently performed.

According to the invention of claim 6, at the time of an offset collision, the first reinforcing member whose front end is fixed to the front side member is connected to the second reinforcing member after the deformation of the front side member. It can be efficiently deformed by contact and absorb shock.

According to the seventh aspect of the present invention, at the time of an offset collision, the first reinforcing member enters the concave portion of the second reinforcing member, so that the first reinforcing member comes into contact with the second reinforcing member and the second reinforcing member contacts the second reinforcing member. The one reinforcing member can be reliably deformed.

According to the eighth aspect of the present invention, since the first reinforcing member is formed in a hollow, the deformation at the time of collision is efficiently performed.

According to the ninth aspect of the present invention, since the front side member is provided with the bead for inducing a deformation at the time of collision, the deformation at the time of collision is efficiently performed.

According to the tenth aspect, the reinforcing member is
Since the deformation-inducing bead is provided at the time of collision, deformation at the time of offset collision is efficiently performed.

According to the eleventh aspect of the present invention, since the first reinforcing member is provided with the bead for inducing a deformation at the time of a collision, the deformation at the time of an offset collision is efficiently performed.

According to the twelfth aspect of the present invention, the reinforcing member provided on the skeletal component having the strength and rigidity provided at the time of the full lap collision has a thin role of reinforcement during normal use, but it is possible to prevent the occurrence of offset collision or the like. When a strong impact is applied and the deformation of the vehicle body starts to increase, the collision reaction force is absorbed, so that the amount of energy applied to the skeleton structure behind the front part of the vehicle body can be reduced. Further, in this case, since no special device such as an energy absorbing device such as a damper device is used, it is possible to secure high shock absorbing performance while being inexpensive.

[0033]

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

FIG. 1 shows a main part of a vehicle body skeleton structure showing a first embodiment of the present invention. This structure is slightly different from FIG. 1 in external shape and the like. This is applied to the front side member 1 as a skeleton component of the left and right portions A and B in the vehicle body front structure. FIG. 1 shows the structure of a portion corresponding to the portion A. The direction indicated by arrow F in FIG. 2 is the front side of the vehicle body.

A radiator core support 3 is mounted on the front end of the front side member 1 as shown in a simplified side view in FIG. 3, while a dash lower panel is mounted on the rear end of the vehicle body of the front side member 1. 5 is mounted. 7 is an extension member, and 9 is a front floor.

Since the structures of the left and right portions A and B in FIG. 2 are bilaterally symmetric, the following description will be made based on FIG. 1 showing the portion A, and the portion B will be omitted.

The front side member 1 is a member body 1
1 and a closing plate 13. The member body 11 has an inner surface 15, an upper surface 17, and a bottom surface 19,
A closing plate 13 forming an outer surface is attached to an opening facing the inner surface 15, and the front side member 1 is mounted.
Has a hollow closed cross section that is open at the front and rear of the vehicle body. Joint flanges 21 and 23 are respectively formed on the upper and lower sides of the opening facing the inner surface 15.
The closing plate 13 is joined and fixed to the first and second plates 23. Joint flanges 27, 29, and 31 are also formed on the inner surface 15, the upper surface 17, and the bottom surface 19 on the vehicle body front side, respectively, and the joint flanges 27, 29, and 31 are joined and fixed to the radiator core support 3.

The bottom surface 19 is provided with an inclined portion 33 such that the front side of the vehicle body is wider than the upper surface 17 from the rear side. Are formed to extend in the vehicle width direction. Corresponding to the collision-induced deformation beads 35, a plurality of collision-induced deformation beads 37 are formed on the upper surface 17 so as to extend in the vehicle width direction. The deformation-inducing bead 35 at the time of collision has a downward projection, and the deformation-inducing bead 37 at the time of collision has an upward projection formed by embossing or the like.

The front side member 1 configured as described above has strength and rigidity that conform to a preset vehicle body deformation standard corresponding to a full lap collision in which the entire front portion of the vehicle body collides.

A hollow reinforcing member 39 is accommodated in the front side member 1. Reinforcement member 39
Is a side surface 41 facing the closing plate 13,
An upper surface 43, a bottom surface 45, and a front end surface 47 are provided, and the inner surface 15 side of the member main body 11 facing the side surface 41 is open. The side surface 41 is formed such that the width dimension on the front side of the vehicle body is smaller than the width dimension on the rear side thereof. Therefore, the reinforcing member 39 has a shape in which the front end side on the vehicle front side is narrower than the rear end side.

The end of the side surface 41 on the rear side of the vehicle body is
Rear end surface 49 bent toward inner surface 15 and facing front end surface 47
And a joining flange 51 whose tip is bent rearward is formed on the inner surface 15 of the member body 11.
Is joined to. In addition, joining flanges 53 and 55 are provided on the rear end portions of the upper surface 43 and the bottom surface 45, respectively.
Are formed, and the upper surface 17 and the lower surface 19 of the member body 11 are formed.
Is joined to. In this joined state, the reinforcing member 39
The front end surface 47 is located on the rear side of the vehicle body with respect to the inclined portion 33 of the member main body 11 and is set at a position separated from the front end of the member main body 11 by a predetermined distance.

The side surface 41 and the upper surface 43 of the reinforcing member 39
And a bottom surface 45, a bead 57,
59 and 61 are formed to extend in the vehicle width direction, respectively. Each of the beads 57, 59 and 61 for inducing deformation at the time of collision has a projection projecting toward the inside of the reinforcing member 39, which is formed by embossing or the like.

The reinforcing member 39 thus constructed
Absorbs the collision reaction force together with the front side member 1 at the time of an offset collision in which a part of the vehicle body front part collides.

Next, the operation of the vehicle body skeleton structure in the above-described first embodiment will be described for the case of a full lap collision in FIG. 4 and the case of an offset collision in FIG. 5, respectively. FIG.
In this full lap collision, the entire front portion of the vehicle body collides, and the front side member 1 is compressed and deformed in the vehicle longitudinal direction from the state of FIG. 4A to the state of FIG. 4B. . At this time, since the front side member 1 is hollow and the member main body 11 is provided with the beads 35 and 37 for inducing deformation at the time of collision, the above-described compression deformation is efficiently performed.

In the case of a full lap collision, since the collision reaction force is dispersed and received over the entire collision surface of the vehicle body, the individual skeleton components such as the front side member 1 are deformed by the set suitability and energy is efficiently consumed. While absorbing, it is further dispersed to the extension members 7 and the like at the rear, and does not reach the reinforcing member 39.

On the other hand, in the offset collision shown in FIG. 5, a part of the front part of the vehicle body (for example, 45% of the front surface) collides, and the front side member 1 is moved from the state of FIG. As shown in b), while being compressed and deformed in the vehicle longitudinal direction, the reinforcing member 39 is also compressed and deformed in the same direction. At this time, the front side member 1 and the reinforcing member 39 are both hollow, and the member main body 11 is provided with the deformation-inducing beads 35, 37 at the time of collision, and the reinforcing member 39 is provided with the deformation-inducing beads 57, 59, 61 at the time of collision. The compression deformation of the front side member 1 and the reinforcing member 39 described above is efficiently performed.

In the case of an offset collision, since the collision reaction force concentrates on one side of the vehicle body, the amount of deformation of the front portion of the vehicle body tends to increase as compared with the time of a full lap collision, but the deformation reaches the reinforcing member 39. From that point on, the reaction force is
Since it receives the strength of 9 in addition, it is possible to keep the deformation amount of the front part of the vehicle body to the extent that it does not affect the rear frame structure.

As described above, although the reinforcing member 39 is present so as not to impair the flexibility of the front portion of the vehicle body provided at the time of a full lap collision (does not act as a reinforcing member), the deformation of the vehicle body at the time of an offset collision will increase. In this case, the collision reaction force is absorbed, so that the amount of energy applied to the skeletal structure behind the front part of the vehicle body can be reduced.

FIG. 6 shows a main part of a vehicle body frame structure showing a second embodiment of the present invention. This structure is shown in FIG. 2 similarly to the first embodiment shown in FIG. This is applied to the front side member 1 as a skeletal component of the left and right portions A and B in the vehicle body front structure.
Shows the structure of the portion A among them.

In the second embodiment, a first reinforcing member 63 and a second reinforcing member 65 are provided in the front side member 1 in place of the reinforcing member 39 in the first embodiment. Other configurations are the same as those of the first embodiment, and the same components are denoted by the same reference numerals.

The first reinforcing member 63 includes a side surface 67 facing the closing plate 13, an upper surface 69, and a bottom surface 71.
And a rear end surface 73, and the inner surface 15 side of the member body 11 facing the side surface 67 is open. Side 67
Is formed so that the width dimension on the rear side of the vehicle body is smaller than the width dimension on the front side, and thus the first reinforcing member 63 has a shape in which the rear end side on the vehicle rear side is narrower than the front end side.

The end of the side surface 67 on the front side of the vehicle body is
A joining flange 77 which is bent toward the inner surface 15 to form a front end surface 75 facing the rear end surface 73 and whose front end is bent forward is joined to the inner surface 15 of the member body 11. ing. Also, the upper surface 69 and the bottom surface 7
1 is provided with a joining flange 79
And 81 are formed and joined to the inclined portion 33 of the upper surface 17 and the bottom surface 19 of the member main body 11. In this joined state, the front end face 75 of the first reinforcing member 63 is positioned rearward of the vehicle body with respect to the inclined portion 33 of the member main body 11, and is set at a position separated by a predetermined distance from the front end of the member main body 11. I have.

On the side surface 67, the top surface 69 and the bottom surface 71 of the first reinforcing member 63, a plurality of beads 83, 85 and 87 for inducing collision deformation are formed, each extending in the vehicle width direction. Deformation-inducing bead 83 during collision
Each of 85 and 87 has a projection protruding toward the inside of the first reinforcing member 63 formed by embossing or the like.

The second reinforcing member 65 is located on the rear side of the vehicle body with respect to the first reinforcing member 63, and has a side surface 89 facing the closing plate 13, an upper surface 91, and a bottom surface 93.
, And a rear end surface 95, and the inner surface 15 side of the member main body 11 facing the side surface 89 is open. Side 89
Is formed such that the width dimension on the rear side of the vehicle body is smaller than the width dimension on the front side, whereby the second reinforcing member 65 has a shape in which the rear end side on the vehicle rear side is narrower than the front end side.

The joining flange 9 is provided on the rear end face 95.
7 is bent toward the rear side of the vehicle body and is joined to the inner surface 15 of the member main body 11.
3 are respectively provided with joining flanges 99 at their front end portions.
And 101 are formed and joined to the upper surface 17 and the lower surface 19 of the member main body 11. In this joined state, the second
Of the reinforcing member 65 has a front end portion which is the first reinforcing member 63.
Is located on the rear side of the vehicle body at a predetermined distance from the rear end face 73. The second reinforcing member 65 has an opening 10 at the front end.
5 is formed, and the inside of the rear side of the opening 105 becomes a recess into which the first reinforcing member 63 enters.

The reinforcing member composed of the first reinforcing member 63 and the second reinforcing member 65 configured as described above is used to reduce the collision reaction force at the time of an offset collision where a part of the front part of the vehicle body collides, and Absorb with 1.

Next, the operation of the vehicle body frame structure according to the second embodiment will be described for the case of a full lap collision in FIG. 7 and the case of an offset collision in FIG. 8, respectively. FIG.
In the full lap collision, the front side member 1 is in a state of being compressed and deformed in the vehicle longitudinal direction as shown in FIG. 7B from the state of FIG. 7A as in the first embodiment.

In this case, the first reinforcing member 63 moves rearward with the compressive deformation of the front side member 1, and its rear end enters the second reinforcing member 65 through the opening 105. At this time, the rear end face 73 of the first reinforcing member 63
Does not reach the rear end face 95 of the second reinforcing member 65, and thus the first reinforcing member 63 and the second reinforcing member 65 do not deform.

On the other hand, at the time of the offset collision shown in FIG. 8, the front side member 1 is further compressed and deformed in the longitudinal direction of the vehicle body from the state of FIG. 8A as shown in FIG. Thus, the rear end face 73 of the first reinforcing member 63 abuts against the rear end face 95 of the second reinforcing member 655, and the rearward movement of the first reinforcing member 63 is prevented by the second reinforcing member 65. It compresses and deforms and absorbs shock.

At this time, both the front side member 1 and the first reinforcing member 63 are hollow, and the member main body 11 is provided with the deformation-inducing beads 35 and 37 at the time of collision.
The first reinforcing member 63 is a bead 83 that induces deformation at the time of collision.
Since each of the front side members 85 and 87 is provided, the compression deformation of the front side member 1 and the first reinforcing member 63 described above is efficiently performed.

In the second embodiment,
In the case of an offset collision, since the collision reaction force concentrates on one side of the vehicle body, the deformation amount of the front part of the vehicle body tends to increase as compared with the time of the full lap collision, but at the time when the deformation reaches the first reinforcing member 63. Since the reaction force is received by the first reinforcing member 63 and the second reinforcing member 65 in addition to the strength of the first reinforcing member 63 and the second reinforcing member 65, the deformation amount of the front part of the vehicle body does not affect the rear skeletal structure.

As described above, also in the second embodiment, the first reinforcing member 63 and the second reinforcing member 65 are provided.
Is present so as not to impair the flexibility of the front part of the vehicle body provided during a full lap collision (does not act as a reinforcing member), but when the deformation of the vehicle body is to be increased during an offset collision or the like, the collision reaction force is increased. , The amount of energy applied to the skeletal structure behind the front part of the vehicle body can be reduced.

The reinforcing member 39 of the first embodiment and the first and second reinforcing members 63 and 65 of the second embodiment are both housed in the front side member 1. Therefore, the installation space for the reinforcing member 39 and the first and second reinforcing members 63 and 65 is newly unnecessary, the structure can be made compact, and the influence on the layout of the drive system such as the engine and the transmission can be avoided. Can be. Further, since special devices such as energy absorbing devices such as damper devices are not used, high shock absorbing performance can be ensured at low cost.

In each of the embodiments described above, the present invention is applied to the front part of the vehicle body. However, the present invention may be applied to the rear part of the vehicle body.

[Brief description of the drawings]

FIG. 1 is an exploded perspective view showing a main part of a vehicle body skeleton structure according to a first embodiment of the present invention.

FIG. 2 is a perspective view showing an example of a structure of a vehicle body front portion having the vehicle body skeleton structure of FIG. 1;

FIG. 3 is a simplified side view of the structure of the front part of the vehicle body in FIG. 2;

FIGS. 4A and 4B are explanatory diagrams of an operation at the time of a full lap collision in the first embodiment, wherein FIG. 4A shows a state before the collision and FIG.

FIGS. 5A and 5B are explanatory diagrams of an operation at the time of an offset collision in the first embodiment, wherein FIG. 5A shows a state before the collision and FIG.

FIG. 6 is an exploded perspective view showing a main part of a vehicle body skeleton structure according to a second embodiment of the present invention.

FIGS. 7A and 7B are explanatory diagrams of an operation at the time of a full lap collision in the second embodiment, wherein FIG. 7A shows a state before the collision and FIG.

FIGS. 8A and 8B are explanatory diagrams of an operation at the time of an offset collision in the second embodiment, wherein FIG. 8A shows a state before the collision and FIG.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 Front side member (framework component) 35, 37 Deformation induction bead upon collision 39 Reinforcement member 57, 59, 61 Deformation induction bead upon collision 63 First reinforcement member 65 Second reinforcement member 83, 85, 87 Collision Temporal deformation generation bead

Claims (12)

[Claims] 1. A skeletal component that is extended back and forth in a vehicle body,
It shall have strength and rigidity that meet a preset vehicle body deformation standard corresponding to a full lap collision in which the entire front or rear of the vehicle body collides, and the skeleton component,
A vehicle body skeleton structure, comprising: a reinforcing member that absorbs a collision reaction force together with the skeleton components during an offset collision in which a part of the front or rear part of the vehicle body collides. 2. The vehicle body frame structure according to claim 1, wherein the frame component is a front side member. 3. The vehicle body frame structure according to claim 2, wherein a reinforcing member is accommodated in the hollow front side member. 4. The vehicle body frame structure according to claim 2, wherein the reinforcing member has an end on the vehicle body rear side fixed to the front side member. 5. The vehicle body skeleton structure according to claim 3, wherein the reinforcing member is formed hollow. 6. A reinforcing member, a first reinforcing member having an end on the vehicle body front side fixed to the front side member, and a reinforcing member fixed to the front side member on the vehicle body rear side of the first reinforcing member, At the time of an offset collision, the second reinforcing member abuts against the first reinforcing member after the front side member is deformed.
The vehicle body skeleton structure according to claim 2 or 3, further comprising: a reinforcing member. 7. The vehicle body skeletal structure according to claim 6, wherein the second reinforcing member has a concave portion into which the first reinforcing member enters. 8. The vehicle body skeleton structure according to claim 6, wherein the first reinforcing member is formed hollow. 9. The vehicle body frame structure according to claim 3, wherein the front side member includes a bead for inducing a deformation at the time of collision. 10. The vehicle body skeleton structure according to claim 5, wherein the reinforcing member includes a bead for inducing deformation at the time of collision. 11. The vehicle body frame structure according to claim 8, wherein the first reinforcing member has a bead for inducing a deformation at the time of collision. 12. At the time of a full lap collision in which the entire front or rear portion of the vehicle body collides, the skeletal component extending in the front and rear direction of the vehicle body deforms to meet a predetermined vehicle body deformation criterion and absorbs the impact. A shock absorbing method for a vehicle body, wherein a reinforcing member provided on the skeleton component absorbs an impact together with the skeleton component at the time of an offset collision in which a part of a front portion or a rear portion of the vehicle collides.