CN215154431U

CN215154431U - Vehicle front structure

Info

Publication number: CN215154431U
Application number: CN202121413501.4U
Authority: CN
Inventors: 原田淳也; 関口智英; 庄子阳介; 马修·弥惟
Original assignee: Honda Motor Co Ltd
Current assignee: Honda Motor Co Ltd
Priority date: 2021-06-24
Filing date: 2021-06-24
Publication date: 2021-12-14
Anticipated expiration: 2031-06-24

Abstract

The utility model provides a vehicle front portion structure, when the vehicle collision takes place or take place when accidents such as assaulting, when can effectually restrain the fracture of bumper crossbeam, can also make the bumper support can be abundant by effective utilization, the bumper support can effective absorption impact load and can not waste holistic bumper support's structural strength. The vehicle front structure includes: a bumper beam provided to extend in a vehicle width direction; and a bumper stay provided behind a side end portion of the bumper beam in the vehicle width direction; and a flange portion that is formed so as to be folded back from an end edge of the bumper beam and from a front side in a front-rear direction of the vehicle toward a rear side, and whose width in the front-rear direction gradually decreases from a center portion in the vehicle width direction toward an outer side is provided on at least one of an upper end portion and a lower end portion of the bumper beam.

Description

Vehicle front structure

Technical Field

The utility model relates to a vehicle front portion structure.

Background

Conventionally, there is a vehicle body front structure having a structure in which a bumper beam is supported by a front side member via an extension. In the vehicle front structure, a bumper beam extension for absorbing an impact load of a vehicle front portion is provided between a bumper beam and a front side member, and the impact load of the impact load is absorbed, so that a support shaft portion of an impact absorbing portion is crushed, thereby appropriately absorbing the impact load.

In the related art, there is also a vehicle body front portion structure in which a front portion of a front side frame protrudes forward of a vehicle body, the protruding front portion is formed as a fragile portion, and a sub frame is provided below a rear portion of the vehicle body (i.e., below the front side frame) of the fragile portion. According to the vehicle body front portion structure, when an impact load is applied from the front of the vehicle body due to a front collision, the applied impact load causes the fragile portion to be compressively deformed at the initial stage of the front collision. After the fragile portion is compressed and deformed, the sub-frame is bent at the rear collision stage to deform the front side frame so as to absorb the impact energy.

Conventionally, a bumper structure provided at a front portion or a rear portion of a vehicle body for receiving a collision load at the time of a vehicle collision has also been proposed. In the bumper structure, a bumper reinforcement is provided as a core member. The bumper reinforcement is disposed in a strip shape in the width direction of the vehicle body, and is connected to and supported by a frame member of the vehicle body at both end portions in the width direction of the vehicle body via a bumper support structure.

Further, conventionally, there has been proposed a method of manufacturing a bumper reinforcement, in which a tailor welded blank having different thicknesses of a central member and both side members is formed into a bumper reinforcement having a predetermined cross-sectional shape by a hot press process.

SUMMERY OF THE UTILITY MODEL

[ problem to be solved by the utility model ]

However, in the conventional art, since the flange portion is provided at the rear of the bumper reinforcement, when the bumper reinforcement comes into contact with or collides with a small object such as a spherical object or a rod-shaped object, stress concentration occurs at the center portion of the bumper reinforcement, the center portion of the bumper reinforcement is deformed, and breakage or the like is easily caused, and the load transmitted to the bumper stay located at the rear of the bumper reinforcement is unstable.

Accordingly, there is a need for a vehicle front structure including a bumper beam and a bumper stay, in which, when the vehicle collides and receives an impact load, the impact load does not cause local stress concentration when the vehicle front structure is in contact with a non-flat object such as a spherical or rod-shaped small object, and a load that bends or deforms the front portion of the bumper beam into an arcuate shape is generated, so that the occurrence of cracks or cracks in the center portion of the bumper beam can be suppressed.

The present invention has been made in view of the above-described circumstances, and provides a vehicle front structure, as compared with the prior art, the present invention provides a vehicle front structure in which a flange portion formed by bending back from an end edge of a bumper beam and from the front to the rear is provided on an upper end portion and/or a lower end portion of the bumper beam, and the flange portion is formed so as to narrow gradually from a central portion of a vehicle width direction toward a width in the front-rear direction of an outer flange portion, and when a vehicle collision or an accident such as an impact occurs, the bumper beam can be effectively prevented from being broken, and a bumper stay can be sufficiently utilized, and the bumper stay can effectively absorb an impact load without wasting the structural strength of the entire bumper stay.

[ means for solving problems ]

In order to achieve the object, according to an aspect of an embodiment of the present invention, the present invention provides a vehicle front structure for absorbing an impact load and disposed in a front portion of a vehicle, the vehicle front structure including: a bumper beam provided to extend in a vehicle width direction; and a bumper stay provided behind a side end portion of the bumper beam in the vehicle width direction; and a flange portion that is formed so as to be folded back from an end edge of the bumper beam and from a front side in a front-rear direction of the vehicle toward a rear side, and whose width in the front-rear direction gradually decreases from a center portion in the vehicle width direction toward an outer side is provided on at least one of an upper end portion and a lower end portion of the bumper beam.

In this way, by providing the flange portion formed by reversely bending from the end edge of the bumper beam toward the rear from the front side on the upper end portion and/or the lower end portion of the bumper beam of the vehicle front structure, and forming the flange portion so that the width in the front-rear direction gradually becomes narrower from the center portion in the vehicle width direction toward the outer flange portion, when the vehicle collision or the impact or other accident occurs, the impact load does not cause local stress concentration when the vehicle front structure comes into contact with a fine object such as a sphere or a rod, and the load that bends or deforms the front portion of the bumper beam into a bow shape is generated, so that the generation of the crack or the like in the center portion of the bumper beam can be suppressed.

In one embodiment of the present invention, the connection portion connected between the bumper beam and the bumper stay is provided at a front end portion of the bumper beam.

In this way, since the flange portions are provided so as to be narrowed at the side end portions of the left and right ends of the bumper beam, even if the connecting portion between the bumper beam and the bumper stay is provided at the front end portion of the bumper beam, the presence of the flange portions does not hinder the formation of the connecting portion. Further, since the connecting portion is formed at the front end portion of the bumper beam, the bumper beam and the bumper stay can be more easily connected to each other, and the connection strength of the connecting portion can be improved.

In one embodiment of the present invention, the connecting portion is a molten metal inert gas shielded welding portion of the upper end portion and the front end portion of the bumper beam.

In this way, the connecting portion is formed at the upper end portion and the front end portion of the bumper beam, and the connecting portion is the mig welding portion, so that the structure of the connecting portion is more stable, and since the forming of the mig welding portion requires a certain space, the narrowed flange portions are provided at the side end portions of the left and right ends of the bumper beam, and the process of processing the mig welding portion is not hindered, so that the process of connecting the bumper beam and the bumper stay can be more easily performed, and the connecting strength of the connecting portion is improved.

[ effects of the utility model ]

In view of the above, the vehicle front structure of the present invention is capable of suppressing occurrence of cracks or fissures in the center portion of the bumper beam, without causing local stress concentration due to an impact load when the vehicle front structure comes into contact with a fine object such as a ball or a rod, which is not flat, when a vehicle collision or an impact occurs, and also, since a load for bending or deforming the front portion of the bumper beam into an arcuate shape is generated. In the vehicle front structure, the flange portion is formed so as to be narrower in the front-rear direction from the center portion in the vehicle width direction toward the outer flange portion, and the impact load does not cause local stress concentration when the vehicle front structure is brought into contact with a fine object such as a ball or a rod when an accident such as a vehicle collision or an impact occurs, and the load that bends or bends the front portion of the bumper beam into a bow shape is generated, so that the occurrence of a crack or a crack in the center portion of the bumper beam can be suppressed.

In order to make the aforementioned and other features and advantages of the present invention comprehensible, embodiments accompanied with figures are described in detail below.

Drawings

Fig. 1 is a schematic view schematically showing a vehicle front structure according to an embodiment of the present invention.

Fig. 2 is a partially enlarged schematic view of the vehicle front structure of fig. 1.

Fig. 3 is a schematic view of the vehicle front structure of fig. 1 viewed from another perspective.

Description of reference numerals:

100: vehicle front structure

100C: connecting part

110: bumper beam

110E: side end part

110U: upper end part

110L: lower end part

112: flange part

120: bumper support

X: front-back direction

Y: left and right direction (vehicle width direction)

Z: up and down direction

Detailed Description

Hereinafter, embodiments of the present invention will be described with reference to the drawings. In the embodiments described below, the same reference numerals are assigned to common parts, and redundant description is omitted. Hereinafter, embodiments of the present invention will be described with reference to the drawings. In the embodiments described below, when reference is made to the number, amount, and the like, the scope of the present invention is not necessarily limited to the number, amount, and the like, unless otherwise specified. In the following embodiments, each constituent element is not necessarily essential to the present invention, except for the specific description. In the following description, when there are a plurality of embodiments, the characteristic portions of the respective embodiments can be appropriately combined and previously determined from the beginning, unless otherwise specified.

The present embodiment proposes a vehicle front structure for a vehicle, which is provided in front of the vehicle to absorb an impact load. Fig. 1 is a schematic view schematically showing a vehicle front structure according to an embodiment of the present invention. Fig. 2 is a partially enlarged schematic view of the vehicle front structure of fig. 1. Fig. 3 is a schematic view of the vehicle front structure of fig. 1 viewed from another perspective.

Hereinafter, a vehicle front structure of the present embodiment is described with reference to the drawings. In the drawings, the vertical direction of the vehicle is denoted by Z, the lateral direction (vehicle width direction) of the vehicle is denoted by Y, and the longitudinal direction of the vehicle is denoted by X, where the vertical direction Z, the vehicle width direction Y, and the longitudinal direction X are perpendicular to each other.

Referring to fig. 1, the vehicle front structure 100 is an impact absorbing member (shock absorbing member) for absorbing an impact load, and may be, for example, a bumper (bumper) provided at the front of the vehicle. The vehicle front structure 100 includes a bumper beam 110 and a bumper stay 120 (also referred to as a bumper beam extension), the bumper beam 110 being supported by the bumper stay 120. The bumper beam 110 of the vehicle front structure 100 is supported by a front side member (front beam) of the vehicle (not shown) via a bumper beam bracket 120. The design requirement of the vehicle front structure 100 is, for example, that the bumper beam and the bumper stay are crushed when a light collision occurs, and that the main frame portions such as the front side members are not deformed. Thus, the vehicle front structure 100, which is composed of the bumper beam and the bumper stay and can absorb the impact load, is disposed in a limited space in the front of the vehicle.

In the present embodiment, as shown in fig. 1, the bumper beam 110 is provided to extend in the vehicle width direction Y, and the bumper stay 120 is provided behind a side end portion 110E of the bumper beam 110 in the vehicle width direction Y. At least one of the upper end portion 110U and the lower end portion 110L of the bumper beam 110 is provided with a flange portion (flange portion) 112. In the present embodiment, the flange 112 is provided at both the upper end portion 110U and the lower end portion 110L. The flange portion 112 is formed to be folded back from the end edge of the bumper beam 110 and from the front in the vehicle front-rear direction X toward the rear, and the width in the front-rear direction X of the flange portion 112 gradually becomes narrower as going outward from the center portion in the vehicle width direction Y.

In this way, the flange portion 112 is provided at the upper end portion 110U and/or the lower end portion 110L of the bumper beam 110 of the vehicle front structure 100, and the flange portion 112 is formed so as to be folded back from the end edge of the bumper beam 110 toward the rear from the front in the vehicle front-rear direction X, and the width of the flange portion 112 in the front-rear direction X gradually decreases, that is, the width of the flange portion 112 is the largest at the center portion in the vehicle width direction Y, and the width is the smallest near the side end portion 110E of the bumper beam 110 as the width gradually decreases from the center portion toward both the left and right sides in the vehicle width direction Y. When the vehicle front structure 100 comes into contact with a non-flat object such as a ball or a rod when a vehicle collision or an accident such as an impact occurs, the impact load does not cause local stress concentration, and since a load that causes the front portion of the bumper beam 110 to be bent or deformed into an arcuate shape is generated, it is possible to suppress the occurrence of a crack or a split or a crack in the central portion of the bumper beam 110.

As shown in fig. 1 and 3, in the present embodiment, the flange portion 112 formed by folding back the end edge of the bumper beam 110 from the front to the rear is provided such that the width in the front-rear direction X of the flange portion 112 gradually decreases from the center portion toward the left and right ends, and the width of the flange portion 112 gradually decreases to, for example, 0 at the portions of the both side end portions 110E of the bumper beam 110. In another embodiment, the width of the flange portion 112 at the position of the both side end portions 110E of the bumper beam 110 may be set to 1 instead of 0, and the width in the front-rear direction X of the central portion may be set to 3, which is more effective in design. In other words, a preferable effect can be obtained if the width (maximum width) in the front-rear direction X of the center portion of the bumper beam 110 is set to be 3 times or more the width (minimum width) in the front-rear direction of the side end portions 110E on both the left and right sides.

Further, after the load is dispersed to two portions of the side end portions 110E on both sides where the width of the flange portion 112 of the bumper beam 110 provided with the bumper stay 120 is set to be narrow, the load is transmitted to the bumper stays 120 provided on both side end portions 110E of the bumper beam 110. As described above, the vehicle front structure 100 according to the present embodiment can effectively suppress the breakage of the bumper beam 110 and can sufficiently and effectively utilize the bumper stay 120, and the bumper stay 120 can effectively absorb the impact load without wasting the structural strength of the entire bumper stay 120. Accordingly, the bumper beam 110 can be designed to have a smaller thickness to reduce weight and manufacturing cost.

In addition, since the flange portion 112 may be formed to have the same thickness without providing the both side end portions 110E in the vehicle width direction Y (that is, the flange portion 112 may be formed to have a width in the front-rear direction X that gradually becomes narrower as going outward from the center portion in the vehicle width direction Y), the weight can be further reduced and the manufacturing cost can be reduced.

Further, since the two side end portions 110E on the left and right sides of the bumper beam 110 are fixed to the bumper stay 120 so that the support points are close to each other, the structural rigidity is improved, and the applied load causes the bumper beam 110 to be deformed into a bow-like deflection deformation, and it is not necessary to design the flange portion 112 so as to extend continuously to the side end portions 110E on the both sides of the bumper beam 110 with a constant width. Therefore, the weight can be effectively reduced and the manufacturing cost can be reduced.

When an accident such as a vehicle collision or an impact occurs, if the impact object is a flat object and is in impact contact with the bumper beam 110 of the vehicle front structure 100 in such a manner that flat walls are in contact with each other, an impact load is easily applied to the bumper stay 120 provided at the side end portions 110E on the left and right sides of the bumper beam 110, and the deformation speed of the bumper stay 120 is made faster than that of the bumper beam 110. On the other hand, if the impact object is not a flat object but a fine object such as a spherical object or a rod and is in impact contact with the bumper beam 110 of the vehicle front structure 100 in a contact manner between the sphere or the rod and the wall, the impact load is concentrated so that the bumper beam 110 may be locally deformed before the bumper stay 120 is deformed, which makes load control difficult. For example, it may be necessary to increase the thickness of the bumper beam 110 to improve the above-described tendency of the bumper beam 110 to be locally deformed. However, such an improvement would increase the weight and manufacturing cost of the vehicle front structure.

Further, after the load is dispersed to two portions of the side end portions 110E on both sides where the width of the flange portion 112 of the bumper beam 110 provided with the bumper stay 120 is set to be narrow, the load is transmitted to the bumper stays provided at the both side end portions 110E of the bumper beam 110. As described above, the vehicle front structure 100 according to the present embodiment can effectively suppress the breakage of the bumper beam 110 and can sufficiently and effectively utilize the bumper stay 120, so that the bumper stay 120 can effectively absorb the impact load without wasting the structural strength of the entire bumper stay 120. Thus, the vehicle front structure of the present embodiment, compared to the prior art, is more likely to transmit the impact load to the bumper stay 120, and further improves the efficiency of absorbing the impact load of the vehicle front structure 100.

In the present embodiment, as shown in fig. 1, a connecting portion 100C that is connected between the bumper beam 110 and the bumper stay 120 is provided at the front end portion of the bumper beam 110 in the vehicle front-rear direction X. In other words, the coupling portion 100C is located at the front end portion of the bumper beam 110 in the vehicle front-rear direction X.

In this way, since the flange portions 112 are provided so as to gradually narrow the width of the side end portions 110E at both left and right ends of the bumper beam 110, even if the connecting portion 100C between the bumper beam 110 and the bumper stay 120 is provided at the front end portion of the bumper beam 110, the presence of the flange portions 112 does not hinder the formation of the connecting portion 100C. Further, since the connecting portion 100C is formed at the front end portion of the bumper beam 110, the bumper beam 110 and the bumper stay 120 can be more easily connected to each other, and the connection strength of the connecting portion 100C can be improved. Further, since the connecting portion 100C is provided at the front end portion of the bumper beam 110 and the strength of the portion of the connecting portion 100C located at the front (that is, the portion that receives the earliest impact load in general) is made stronger than the portion located at the rear, it is possible to prevent the bumper stay 120 and the bumper beam 110 from being separated at the portion that receives the earliest impact load, and to absorb the impact load with high accuracy.

In the present embodiment, as shown in fig. 1, the connection portion 100C is a mig welded portion between the upper end portion 110U and the front end portion of the bumper beam 110. The connection portion 100C may be joined by spot welding (spot welding) by laser welding, plasma welding, or the like. The joint portion 100C may be joined by a metal inert-gas welding (also referred to as MIG welding). However, the present invention is not limited thereto.

In this way, the connecting portion 100C is formed at the upper end portion 110U and the front end portion of the bumper beam 110, and the connecting portion 100C is the tig welded portion, so that the structure of the connecting portion 100C is more stable, and since the tig welded portion needs a certain space to be formed, the flange portions 112 that are narrowed are provided at the side end portions 110E at the left and right ends of the bumper beam 110, and the processing step of the tig welded portion is not hindered, so that the processing for connecting the bumper beam 110 and the bumper stay 120 can be more easily performed, and the connecting strength of the connecting portion 100C can be improved.

In summary, in the vehicle front structure 100 according to the present invention, when the vehicle front structure 100 is brought into contact with a non-flat object such as a ball or a rod when an accident such as a vehicle collision or an impact occurs, the impact load does not cause local stress concentration, and a load that bends or deforms the front portion of the bumper beam 110 into a bow shape is generated, so that it is possible to suppress the occurrence of a crack or a crack in the central portion of the bumper beam 110. Further, the vehicle front structure 100 of the present embodiment can design the bumper beam 110 to have a smaller thickness to reduce the weight and the manufacturing cost.

Finally, it should be noted that: the above embodiments are only used to illustrate the technical solution of the present invention, and not to limit it; although the present invention has been described in detail with reference to the foregoing embodiments, it will be understood by those skilled in the art that: the technical solutions described in the foregoing embodiments may still be modified, or some or all of the technical features may be equivalently replaced; and such modifications or substitutions do not depart from the spirit and scope of the present invention.

Claims

1. A vehicle front structure characterized by being provided at a front portion of a vehicle for absorbing an impact load, comprising:

a bumper beam provided to extend in a vehicle width direction; and

a bumper stay provided behind a side end portion of the bumper beam in the vehicle width direction; and is

The bumper beam is provided with a flange portion on at least one of an upper end portion and a lower end portion thereof, the flange portion being formed so as to be folded back from an end edge of the bumper beam and from a front side in a front-rear direction of the vehicle toward a rear side, and a width of the flange portion in the front-rear direction gradually decreases as it goes from a center portion in the vehicle width direction toward an outer side.

2. The vehicle front structure according to claim 1,

a connecting portion connected between the bumper beam and the bumper stay is provided at a front end portion of the bumper beam.

3. The vehicle front structure according to claim 2,

the connecting portion is a molten metal inert gas shielded welded joint of the upper end portion and the front end portion of the bumper beam.