JP2002284035A - Upper front pillar structure of automobile - Google Patents

Abstract

PROBLEM TO BE SOLVED: To ensure deformation stroke in the longitudinal direction of a vehicle sufficiently and prevent driver's visual confirmation region in the direction of vehicle width from becoming narrow. SOLUTION: A clearance between an upper part 12A in a front pillar 12 and a main body part 18 of a shock mitigating member 14, to say strictly, a clearance between the main body part 18 of the shock mitigating member 14 and a base part 16 is widened to ensure deformation stroke of the main body part 18 of the shock mitigating member 14 sufficiently. Moreover, the visibility on the side of the lateral direction of vehicle is ensured by the clearances among the main body part 18 of the shock mitigating member 14, the base part 16, and each bridge pier part 20, 22, 24, 26, 28 to prevent driver's visual confirmation region in the direction of vehicle width from becoming narrow.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an upper front pillar structure of an automobile, and more particularly, to an upper front pillar structure of an automobile in which a shock absorbing member for protecting a pedestrian is disposed in front of an upper part of the front pillar.

[0002]

2. Description of the Related Art Conventionally, an example of an upper front pillar structure of an automobile in which a shock absorbing member for protecting a pedestrian is disposed in front of an upper portion of the front pillar is disclosed in Japanese Patent Application Laid-Open No. HEI 11 (1999).
No. 1-198852.

As shown in FIG. 19, in the upper front pillar structure of the vehicle, vertical wall portions 202A and 202B of a shock absorbing panel 202 serving as a shock absorbing member disposed above the front pillar 200 and on the front side of the vehicle are attached to the front and rear of the vehicle. The vertical wall 2
Since the stiffnesses of 02A and 202B are increased and the stiffness of the vehicle in the front-rear direction at the initial stage of the collision is improved, the efficiency of absorbing the collision energy can be increased.

[0004]

However, in the structure of the upper front pillar of the automobile, the cushioning panel 2 is not provided.
In order to sufficiently secure the deformation stroke in the vehicle front-rear direction at 02, it is necessary to increase the height S of the buffer panel 202. As a result, the vertical wall portion 2 of the buffer panel 202
With 02A, the driver's visual recognition area in the vehicle width direction is reduced.

In view of the above, the present invention provides an upper front pillar structure for an automobile which can secure a sufficient deformation stroke in the vehicle front-rear direction and can prevent a driver's viewable area in the vehicle width direction from becoming narrow. The purpose is to get.

[0006]

According to a first aspect of the present invention, there is provided an upper front pillar structure for a vehicle, wherein the main body is disposed in front of an upper portion of the front pillar and extends along an upper portion of the front pillar. A base portion provided at an upper portion of the front pillar and extending along an upper portion of the front pillar; a pier connecting the base portion and the main body portion; and a pier portion provided between the base portion and the main body portion. And an opening for communicating between the inside and the outside in the vehicle width direction.

Therefore, even if the distance between the base of the shock absorbing member disposed above the front pillar and the body of the shock absorbing member is widened, a sufficient deformation stroke of the body of the shock absorbing member is ensured. The opening provided between the base portion and the main body of the shock absorbing member and communicating between the inside and the outside in the vehicle width direction can prevent the driver's visual recognition area in the vehicle width direction from becoming narrow.

According to a second aspect of the present invention, there is provided an upper front pillar structure for an automobile, wherein a side substantially parallel to the front pillar in a side view and a side end of the windshield glass are provided at an upper front portion of an upper surface of the front pillar. An impact mitigation member comprising an outer frame having at least two sides, one side being substantially parallel, a bar formed in a lattice shape inside the outer frame, and a transparent member covering at least a gap between the outer frame and the bar. Wherein the shock absorbing member supports a windshield glass.

Therefore, when a load is applied from the front of the upper part of the front pillar, the shock absorbing member provided at the front part of the upper part of the front pillar is deformed together with the windshield glass to be supported. As a result, a sufficient deformation stroke of the shock-absorbing member can be secured, and both the shock-absorbing member and the windshield glass supported by the shock-absorbing member can have an impact energy absorbing function. Is further improved. In addition, the transparent member that covers at least the gap between the outer frame of the shock absorbing member and the crosspiece can prevent the driver's visible area in the vehicle width direction from becoming narrow.

According to a third aspect of the present invention, there is provided an upper front pillar structure for an automobile, which is provided at a front portion of an upper surface of the upper portion of the front pillar and is substantially parallel to the front pillar and a side end of the windshield glass in side view. An outer frame having at least two sides with substantially parallel one side, and a shock absorbing member including a transparent member that covers a gap inside the outer frame,
A thin wire reinforcing member is embedded in the transparent member, and the shock absorbing member supports a windshield glass.

Therefore, when a load is applied from the front of the upper part of the front pillar, the shock absorbing member provided at the front part of the upper part of the front pillar is deformed together with the windshield glass to be supported. As a result, a sufficient deformation stroke of the shock-absorbing member can be secured, and both the shock-absorbing member and the windshield glass supported by the shock-absorbing member can have an impact energy absorbing function. Is further improved. In addition, the transparent member that covers the gap inside the outer frame in the shock absorbing member can prevent the driver's visual recognition area in the vehicle width direction from becoming narrow.

According to a fourth aspect of the present invention, there is provided an upper front pillar structure for an automobile, comprising: a shock absorbing member disposed at a predetermined gap in front of an upper portion of the front pillar; and a transparent member covering the gap. The shock absorbing member supports the windshield glass, and at least a part thereof is provided with a fragile portion serving as a deformation starting point.

Therefore, when a load is applied from the front upper part of the front pillar, the shock absorbing member arranged at a predetermined gap in front of the upper part of the front pillar is deformed together with the windshield glass to be supported. . As a result, a sufficient deformation stroke of the shock absorbing member can be ensured, and both the shock absorbing member and the windshield glass supported by the shock absorbing member can have an impact energy absorbing function. Is further improved. In addition, the transparent member that covers the gap between the shock absorbing member and the front pillar can prevent the driver's viewable area in the vehicle width direction from becoming narrow.

According to a fifth aspect of the present invention, there is provided an upper front pillar structure for an automobile, wherein a predetermined width is provided in front of an upper portion of the front pillar from a storage position extending along a front portion of an upper outer surface of the front pillar. A main body movably disposed to the shock absorbing position to be disposed;
Moving means for moving the main body portion from the storage position to the shock mitigation position.

Accordingly, in the normal state, the main body of the shock absorbing member is in the storage position extending along the front outer surface of the upper portion of the front pillar, so that the amount of protrusion to the front of the vehicle can be suppressed, and the driver's feeling can be reduced. It is possible to prevent the viewing area in the vehicle width direction from becoming narrow. Further, when a load acts from the upper front of the front pillar, the main body of the shock absorbing member is moved from the storage position by a predetermined width gap to the front of the upper portion of the front pillar by the moving means of the shock absorbing member. By moving to the arranged shock absorbing position, a sufficient deformation stroke of the main body can be secured.

[0016]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS A first embodiment of an upper front pillar structure of an automobile according to the present invention will be described with reference to FIGS.

In the drawings, an arrow FR indicates a forward direction of the vehicle, an arrow UP indicates an upward direction of the vehicle, and an arrow IN indicates an inward direction of the vehicle width.

As shown in FIG. 1, in the present embodiment, upper portions 12A of left and right front pillars 12 of a vehicle body 10 are provided.
On the front side of the vehicle, impact cushioning members 14 are provided. The shock absorbing member 14 has a substantially triangular shape in a side view, and is fixed to an outer front portion of the upper portion 12A of the front pillar 12 at a base portion 16 extending vertically in the vehicle along the upper portion 12A of the front pillar 12. Have been. The main body 18 of the shock absorbing member 14 is disposed along the vertical direction with a gap of a predetermined width in front of the upper part 12A of the front pillar 12. Is widened from above to below.

A predetermined gap is provided in the vertical direction between the main body portion 18 and the base portion 16 of the shock absorbing member 14, and the straight pier portions 20, 2 slightly lower on the rear side from the horizontal position are provided.
2, 24, 26 and 28 are provided, and the main body 18 is connected via these piers 20, 22, 24, 26 and 28.
Are fixed to the upper portion 12A of the front pillar 12.
Therefore, as shown by arrow A in FIG.
4, the main body 18, the base 16, and the piers 20, 22,
Openings communicating with the inside and outside in the vehicle width direction are formed by the gaps with the vehicle 24, 26, and 28, so that the visibility in the vehicle width direction side is ensured.

As shown in FIG. 1, the lowermost pier 20
Is disposed on the upper rear end 30A of the fender panel 30. The tip 20A of the pier 20 slightly projects forward from the main body 18. In addition, the rear end 28A of the uppermost pier portion 28 slightly projects rearward from the base portion 16,
It is connected to a roof rack rail 32.

As shown in FIG. 2, the shock absorbing member 14 is made of a resin material, and the main body 18 and the piers 20, 2
2, 24, 26, and 28 have a closed cross-sectional structure in which the inside is a space.

The front pillar 12 includes a front pillar outer panel 34 and a front pillar inner panel 3.
6, the front pillar reinforcement 3 for supplementing the strength is provided in the closed cross section.
8 are provided. A front pillar garnish 40 is disposed on the vehicle interior side of the front pillar 12, and a vehicle width of a windshield glass 42 is provided on an inner edge 12 </ b> C of a front surface 12 </ b> B of an upper part 12 </ b> A of the front pillar 12. The direction end 42A is fixed with an adhesive (not shown).

The front surface 1 of the base portion 16 of the shock absorbing member 14
6A, a plurality of recesses 4 are provided at predetermined intervals along the vertical direction.
4 are formed obliquely outward from the front in the vehicle width direction, and bolts 46 are inserted into these recesses 44, respectively. These bolts 46 are connected to the front pillar outer panel 34 and the front pillar reinforcement 3.
The nut 52 is welded to the front pillar reinforcement 38 through the mounting holes 48 and 50 formed in the front pillar reinforcement 8.
Is screwed into.

The concave portion 44 is closed by a seal rubber 54 disposed along the base 16, and the seal rubber 54 also closes a gap between the base 16 and the windshield glass 42.

The height H of the front surface 16A of the base portion 16 of the shock absorbing member 14 from the front surface 42B of the windshield glass 42 is set lower, and the snow and the like accumulated on the front surface 42B of the windshield glass 42 are reduced. By the operation of the wiper, the wiper can easily get over the seal rubber 54 on the base portion 16 along the path indicated by the arrow B and can be discharged to the outside of the vehicle.

Reference numeral 43 in FIG. 2 denotes a front door glass, and reference numeral 45 denotes a front door frame.

Next, the operation of the present embodiment will be described.

In the present embodiment, as shown in FIG. 3, a hemispherical colliding body S which moves from the front of the vehicle toward the front pillar 12 is provided with an upper part 12A of the front pillar 12.
Before colliding with the main body 18 of the shock absorbing member 14. As a result, the main body 18 of the shock absorbing member 14
The load acts locally from substantially forward to substantially backward (in the direction of arrow C in FIG. 3). For this reason, the contact portion of the impact body S in the main body portion 18 of the shock absorbing member 14 and the pier portions 20, 2
Among the 2, 24, 26, and 28, the piers in the vicinity thereof, for example, the piers 22, can absorb impact energy by plastically deforming as shown in FIG.

That is, in this embodiment, the front pillar 1
2 and the main body 1 of the shock absorbing member 14
8, more specifically, the main body 18 of the shock absorbing member 14.
The gap between the shock absorbing member 14 and the base portion 16 is increased.
Even if the deformation stroke of the main body 18 is sufficiently secured, as shown by the arrow A in FIG. 2, the main body 18, the base 16 and the piers 20, 22, 24, 2,
An opening communicating with the inside and outside of the vehicle in the vehicle width direction is formed by the gap between the vehicle and the vehicle, and the visibility in the vehicle width direction is ensured. it can.

Next, a second embodiment of the upper front pillar structure of an automobile according to the present invention will be described with reference to FIGS.

The same members as those in the first embodiment are denoted by the same reference numerals, and description thereof will be omitted.

As shown in FIG. 7, in the present embodiment, a shock absorbing member 60 also serving as a triangular window is provided between the upper portion 12A of the front pillar 12 of the vehicle body 50 and the end portion 42A of the windshield glass 42 in the vehicle width direction. Are arranged.

In addition, from the standpoint of rigidity and the like, such a vehicle body structure has a structure in which the impact alleviation member 60 supporting the windshield glass 42 has a small share of strength, and most of the strength can be shared by the front pillar 12. Therefore, it is sufficient that the shock absorbing member 60 can support only the windshield glass 42.

As shown in FIG. 4, the shock absorbing member 60
A substantially triangular outer frame 62 having at least two sides, one side 62B substantially parallel to the upper part 12A of the surrounding front pillar 12 and one side 62A substantially parallel to the windshield glass side end 42A; Crosspiece 64 formed inside
And a glass 66 as a transparent member.
Also serves as a support for the windshield glass 42.
The crosspiece 64 includes a horizontal crosspiece 64A that extends substantially parallel to the upper side 62A of the outer frame 62 that supports the vehicle width direction outer end 42A of the windshield glass 42, and a vertical crosspiece 64B that crosses the horizontal crosspiece 64A at a substantially right angle. It has a lattice shape.

As shown in FIG.
The inside of the vehicle is arranged inside, so that the outer surface of the glass can be easily cleaned. The upper side 62A of the outer frame 62 has a rectangular shape in cross section. A supporting portion 63 having a U-shaped cross section formed on one edge supports the edge 66A of the glass 66 and is formed on the other edge. The vehicle width direction end 42A of the windshield glass 42 is supported by the support portion 65 having a U-shaped cross section.
The rear side 62B of the outer frame 62 is provided with a support portion 6 having a U-shaped cross section.
8, the edge 66A of the glass 66 is supported.
A bolt 70 is provided upright on the rear side 62B toward the inside in the vehicle width direction. On the other hand, an upper part 12A of the front pillar 12 has a mounting flange 12D facing the front of the vehicle.
Are formed, and nuts 7 are attached to the screw portions of the bolts 70 that pass through the mounting holes 72 formed in the mounting flange 12D.
4 is screwed. The lower side 62C of the outer frame 62 shown in FIG.
On the upper rear end 30A.

In the horizontal rail 64A, a portion 64C on the rear side of the vehicle has a rectangular cross section bent at a predetermined angle θ inward in the vehicle width direction with respect to the inside surface of the glass 66 in the vehicle interior. As shown by the arrow A, the hindrance of the driver's view by the cross rail 64A is minimized, and the visibility in the vehicle width direction side is ensured.

Next, the operation of the present embodiment will be described.

In the present embodiment, as shown in FIG. 6, before the collision body S collides with the upper part 12A of the front pillar 12, the upper side 62A of the outer frame 62 of the shock absorbing member 60
Collides with the end 42A of the windshield glass 42 in the vehicle width direction. As a result, the load is locally applied from substantially forward to substantially rearward (in the direction of arrow C in FIG. 6) from the substantially abutting position of the impact body S in the shock absorbing member 60 and the abutting portion of the impact body S in the windshield glass 42. Acts in a way. For this reason, the contact portion of the impact body S in the shock absorbing member 60,
As shown in FIG. 6, the impact portion of the windshield glass 42 abutting against the collision body S can be plastically deformed to absorb impact energy.

That is, in this embodiment, the front pillar 1
2 and the upper side 62 of the shock absorbing member 60
A, strictly speaking, the upper side 62A of the shock absorbing member 60
Even if the gap between the upper side 62A and the rear side 62B is widened to sufficiently secure the deformation stroke of the upper side 62A of the shock absorbing member 60, FIG.
As shown by the arrow A in FIG.
The visibility in the vehicle width direction is secured through the glass 66 from the gap between the vehicle and the crosspiece 64, so that the driver's visibility area in the vehicle width direction can be prevented from becoming narrow.

In the present embodiment, the shock absorbing member 60
And the windshield glass 42 supported by the shock-absorbing member 60 can have an impact energy absorbing function, so that the shock-absorbing properties are further improved, and the impact mitigation that leads to the contact portion of the colliding body S is achieved. Since energy is absorbed by the plastic deformation of the horizontal rail 64A and the vertical rail 64B of the member 60, the impact relaxation characteristics are further improved.

In this embodiment, the shock absorbing member 60 is used.
64A at the rear side of the vehicle,
However, as shown in an arrow A in FIG. 5, the cross-section of the glass 66 is bent inward in the vehicle width direction by a predetermined angle θ with respect to the inside surface of the glass 66 so that the obstruction of the driver's view is minimized. And the visibility in the lateral direction of the vehicle is further improved.

Next, a third embodiment of the upper front pillar structure of an automobile according to the present invention will be described with reference to FIGS.

The same members as those in the second embodiment are denoted by the same reference numerals, and description thereof will be omitted.

As shown in FIGS. 8 and 9, in the present embodiment, the shock absorbing member 60 is connected to the surrounding front pillar 12.
A substantially triangular outer frame 62 having at least two sides, one side 62B substantially parallel to the upper portion 12A and one side 62A substantially parallel to the windshield glass side end 42A, and a transparent member disposed inside the outer frame 62. A glass 80 as a member, and a lattice-shaped wire netting 82 as a thin wire reinforcing member embedded in the glass 80, and the wire netting 82 of the outer frame 62 fixed to the upper portion 12 </ b> A of the front pillar 12. Rear 62B
And a vertical line that intersects the horizontal line at right angles to the horizontal line.

Therefore, when an impact load is applied to the glass 80, the metal mesh 82 is plastically deformed, and the metal mesh 82 and the glass 80 are separated to absorb the impact.

Next, the operation of the present embodiment will be described.

In this embodiment, as in the second embodiment,
Before the collision body S collides with the upper part 12A of the front pillar 12, the upper side 62 of the outer frame 62 of the shock absorbing member 60
A and the end 42A in the vehicle width direction of the windshield glass 42
And collide with. As a result, the load is locally applied from substantially forward to substantially rearward (in the direction of arrow C in FIG. 8) from the substantially abutting portion of the impact mitigation member 60 in the impact mitigation member 60 and the abutting portion of the colliding object S in the windshield glass 42. Acts in a way. For this reason, the contact portion of the impact body S in the shock absorbing member 60,
The impact energy of the windshield glass 42 can be absorbed by the plastic deformation of the contact portion of the collision body S and the separation of the wire mesh 82 and the glass 80.

That is, in this embodiment, the front pillar 1
2 and the upper side 62 of the shock absorbing member 60
A, strictly speaking, the upper side 62A of the shock absorbing member 60
Even if the gap between the upper side 62A and the rear side 62B is widened to sufficiently secure the deformation stroke of the upper side 62A of the shock absorbing member 60, FIG.
As shown by the arrow A in FIG.
The visibility in the vehicle width direction is secured through the glass 80 from the gap between the wire mesh 82 and the wire mesh 82, so that the driver's visibility area in the vehicle width direction can be prevented from being reduced.

In the present embodiment, the shock absorbing member 60
And the windshield glass 42 supported by the shock absorbing member 60 can have an impact energy absorbing function, so that the shock absorbing characteristics are further improved.

In this embodiment, as shown in FIG. 8, the wire mesh 82 is formed by a horizontal line extending substantially parallel to the rear side 62B of the outer frame 62 fixed to the upper portion 12A of the front pillar 12.
Instead of a grid consisting of vertical lines crossing the horizontal line at a substantially right angle, instead of this, as shown in FIG. 10, the grid of the wire mesh 82 is formed at a right angle to the horizontal line extending substantially in the vehicle longitudinal direction and the horizontal line. It may be in a grid shape composed of intersecting vertical lines.

Next, a fourth embodiment of the upper front pillar structure of an automobile according to the present invention will be described with reference to FIGS.

As shown in FIG. 11, in this embodiment,
A windshield glass support 86 as an impact-mitigating member is provided on an upper end 12C of the front pillar 12 and a vehicle width direction outer end 84A of the cowl 84. The windshield glass support 86 is provided on the windshield glass 42. It supports a vehicle width direction end 42A. A glass 89 as a transparent member is provided in a triangular gap surrounded by the upper part 12A of the front pillar 12, the windshield glass support 86, and the cowl side panel 87.

As shown in FIG. 12, the windshield glass support 86 is provided with a windshield glass support 8.
6 and an inner panel 90 that forms the vehicle inner part of the windshield glass support 86.

As shown in FIG. 11, the inner panel 90
Is shorter than the outer panel 88, and a middle section 88C of the outer panel 88 excluding the lower end 88A and the upper end 88B has a closed cross-sectional structure including the inner panel 90 and the outer panel 88. Therefore, the outer panel 8
When a collision body collides with 8, the outer panel 88, which is a fragile portion, is deformed starting from the lower end 88A and the upper end 88B.

As shown in FIG. 12, the outer panel 88
Has a U-shaped cross section when viewed from the longitudinal direction,
One side 88A supports a vehicle width direction end 42A of the windshield glass 42. Also, the outer panel 8
A design member 91 made of a resin material is fixed to the other side 88B of the glass member 8 along the outer panel 88. An edge 89 of the glass 89 is formed in a concave portion 92 formed on an inner peripheral surface 91A of the design member 91. Has been inserted.

Next, the operation of the present embodiment will be described.

In this embodiment, as shown in FIG.
The collision body S collides with the windshield glass support 86 and the vehicle width direction end 42A of the windshield glass 42 before colliding with the upper portion 12A of the front pillar 12. As a result, the contact area of the collision object S in the windshield glass support 86 and the windshield glass 4
The load locally acts on the contact portion of the colliding body S in FIG. Therefore, starting from the lower end portion 88A and the upper end portion 88B of the outer panel 88 serving as the fragile portion, the windshield glass support member 86 is positioned as shown in FIG.
As shown in FIG. 3, while being plastically deformed, the contact area of the collision body S on the windshield glass 42 is also shown in FIG.
As shown in the above, impact energy can be absorbed by plastic deformation.

That is, in this embodiment, the front pillar 1
Even if the gap between the upper part 12A in FIG. 2 and the windshield glass support 86 is widened to ensure a sufficient deformation stroke of the windshield glass support 86, FIG.
As shown by the arrow A, the visibility in the vehicle width direction is secured through the glass 89 from the gap between the upper part 12A of the front pillar 12 and the windshield glass support member 86, so that the driver's vehicle width direction Can be prevented from becoming narrower.

In this embodiment, the windshield glass support 86 and the windshield glass support 8
6, both with the windshield glass 42 supported
Because it can have impact energy absorption function,
The impact relaxation characteristics are further improved.

It is to be noted that the weak portion of the windshield glass support 86 in the present embodiment is vulnerable to the cross-sectional strength of the upper part 12A of the front pillar 12, so that the windshield glass support as a shock absorbing member is provided. When 86 is basically a closed cross-sectional structure, an open cross-sectional structure formed in a part thereof is a typical weak portion, and similarly, a part of the shock absorbing member having a basically uniform cross-sectional structure A fragile portion can also be formed by providing a non-filled portion such as a slit. In addition, for a front pillar made of a metal member, an impact relaxation member serving as a support portion of the windshield glass is made of a resin having a uniform sectional structure, or a metal member having a uniform sectional structure. Even if it is made of a plate material thinner than the front pillar, the support rigidity of the windshield glass can be satisfied, and the whole can be made significantly weaker than the front pillar.

Next, a fifth embodiment of the upper front pillar structure of an automobile according to the present invention will be described with reference to FIGS.

The same members as those in the first embodiment are denoted by the same reference numerals, and description thereof is omitted.

As shown in FIG. 18, in this embodiment,
Upper part 12 of left and right front pillars 12 of vehicle body 10
A shock absorbing member 100 is disposed on the vehicle front side of A. The shock absorbing member 100 includes the fender panel 3
0 from the upper rear end 30A to the upper part 12 of the front pillar 12
A includes a base portion 102 extending along a front portion of an outer surface and a main body portion 104. The main body portion 104 is moved from a storage position shown in FIG. 15 is disposed movably to the shock absorbing position shown in FIG.

As shown in FIG. 14, the shock absorbing member 10
0, the upper end portion 102A of the base portion 102 is connected to a nut 106 attached to the upper portion 12A of the front pillar 12.
Are fixed by bolts 108. The fixing operation is performed in a state where the main body 104 is not covered with the shock absorbing position shown in FIG. 15, that is, the upper end 102A of the base 102. An engagement claw 110 is formed at the upper end of the main body 104 of the shock absorbing member 100. The engagement claw 110 is attached to the roof rack rail 3.
2 is engaged with an engagement recess 112 formed in the upper front end 32A. The engaging claw 110 is locked to the engaging concave portion 112 after fixing the upper end portion 102A of the base portion 102 with the bolt 108.

The base portion 10 of the shock absorbing member 100
A guide groove 114 is formed in the vicinity of the lower part of the upper end 102A. The upper end 114A of the guide groove 114 is closest to the upper part 12A of the front pillar 12 in a side view, and is curved in a direction away from the upper part 12A of the front pillar 12 toward the lower end 114B. On the other hand, a convex portion 104B protruding toward the front pillar 12 is formed in the vicinity of the upper end portion 104A of the main body portion 104 in the shock absorbing member 100, and the front end of the convex portion 104B has a vehicle width. A wheel portion 116 is formed, which forms a part of a moving means having a shaft shape extending in the direction.

As shown in FIG. 16, both ends 116A in the longitudinal direction of the wheel portion 116 are engaged with guide grooves 114, respectively, and the wheel portions 116 are substantially in front of the vehicle along the guide grooves 114 (arrows in FIG. 14). D direction) and the opposite direction.

As shown in FIG. 14, the wheel unit 116
The guide groove 114 can be inserted into the guide groove 114 from the lower end 114B. The lower portion 102C of the lower end portion 102B of the base portion 102 of the impact absorbing member 100 is provided with a pulling device 120 which constitutes a part of the moving means, and the lower portion 102C of the base portion 102 is located above the fender panel 30. Opening 1 formed in rear end 30A
19 is inserted. In addition, the pulling device 120
An elongated puller 122 having the same structure as a well-known seat belt pretensioner is provided. The puller 122 is disposed along the front-rear direction of the vehicle, and operates based on a signal from a known collision detection sensor disposed at a front portion of the vehicle, for example, at a front bumper or the like, and connects the wire 124 to the rear of the vehicle. (In the direction of arrow E in FIG. 14).

The direction of the wire 124 is changed by a pulley 126 arranged at the front of the pulling device 120.
The rear end 124A of the wire 124 is
Is connected to a wheel section 130 which forms a part of a moving means formed to protrude downward near the lower end section 104C of the main body section 104 in FIG. A guide hole 128 extends in the front-rear direction at a lower end portion 102B of the base portion 102 of the impact relaxation member 100.

As shown in FIG. 17, the wheel portion 130 of the main body portion 104 is inserted into the guide hole 128 of the base portion 102, and the distal end portion 130A of the wheel portion 130 has a shaft shape extending in the vehicle width direction. ing. Further, both ends 130A in the longitudinal direction of the wheel portion 130 are engaged with the guide holes 128, respectively. It is possible.

A bolt 132 is embedded in the lower end portion 102B of the base portion 102 of the shock absorbing member 100 so as to face downward.
The lower end portion 102B of the base portion 102 is fixed to the upper rear end 30A of the fender panel 30 by screwing into the nut 136 through a mounting hole 134 formed in the upper rear end 30A of the fender panel 30.

As shown in FIG. 14, the shock absorbing member 10
0, hollow portions 140 and 142 are formed in the lower end portion 104C of the main body portion 104, and when a collision object collides with the lower end portion 104C of the main body portion 104, the main body portion 104 is formed.
The lower end portion 104C is easily deformed.

Next, the operation of the present embodiment will be described.

In the present embodiment, for example, when a part of the pedestrian's body comes into contact with the front of the vehicle body, the pulling device 120 is controlled based on a signal from a known collision detection sensor disposed at the front of the vehicle body. The puller 122 is actuated to retract the wire 124. As a result, the engagement between the engaging claw 110 formed on the upper end portion of the main body portion 104 of the shock absorbing member 100 and the engaging concave portion 112 formed on the upper front end 32A of the roof rack rail 32 is released. The main body 104 moves toward the front of the vehicle with respect to the base 102.

At this time, the wheel portion 13 formed near the lower end portion 104C of the main body portion 104 in the shock absorbing member 100
0 moves forward (in the direction of arrow F in FIG. 14) of the vehicle along the guide hole 128, and the wheel portion 116 formed at the upper end portion 104 </ b> A of the main body portion 104 in the shock absorbing member 100 moves along the guide groove 114. It moves substantially forward (in the direction of arrow D in FIG. 14). For this reason, the main body portion 104 of the shock absorbing member 100 is disposed with a predetermined width gap in front of the upper portion 12A of the front pillar 12 from the storage position shown in FIG. 14 extending along the base portion 102. It moves to the shock relaxation position shown in FIG.

Therefore, as shown in FIG.
Before colliding with the upper part 12A of the front pillar 12,
It collides with the main body 104 of the shock absorbing member 100. As a result, a load acts locally on the main body 104 of the shock absorbing member 100 from substantially forward to substantially backward (in the direction of arrow C in FIG. 15). For this reason, the main body 1 of the shock absorbing member 100
As shown by a two-dot chain line in FIG. 15, the contact portion of the collision body S in 04 can plastically deform to absorb impact energy.

That is, in this embodiment, the front pillar 1
2, the gap between the upper portion 12A and the main body portion 104 of the shock absorbing member 100 at the shock absorbing position, more specifically, the gap between the main body portion 104 and the base portion 102 of the shock absorbing member 100 is increased. Even if the deformation stroke of the main body 104 is sufficiently secured, as shown in FIG.
Is in a storage position close to the base unit 102. For this reason, as shown in FIG. 16, the height H from the front surface 42B of the windshield glass 42 of the front surface 104D of the main body 104 of the shock absorbing member 100 in the retracted position can be set lower, so that the driver's vehicle width direction In addition to preventing the visual recognition area from becoming narrower, snow and the like accumulated on the front surface 42B of the windshield glass 42 can be easily passed over the main body 104 of the shock absorbing member 100 and discharged to the outside of the vehicle by the operation of the wiper.

In the above, the present invention has been described in detail with respect to a specific embodiment. However, the present invention is not limited to such an embodiment, and various other embodiments are included in the scope of the present invention. It is clear to a person skilled in the art that is possible. For example, although glass is used as the transparent member in each of the above embodiments, another transparent member such as polycarbonate may be used instead of glass. Further, the thin reinforcing member embedded in the transparent member is not limited to the lattice-shaped wire mesh 82.

[0078]

According to the first aspect of the present invention, an upper front pillar structure of an automobile is provided in front of an upper portion of the front pillar, and a main body extending along the upper portion of the front pillar and an upper portion of the front pillar. And a base portion extending along the upper portion of the front pillar,
Since it has a shock absorbing member having a pier connecting the base and the main body, and an opening provided between the base and the main body and communicating between the inside and the outside in the vehicle width direction, a vehicle front-rear direction is provided. This has an excellent effect that a sufficient deformation stroke can be ensured and that a driver's viewable area in the vehicle width direction can be prevented from becoming narrow.

According to a second aspect of the present invention, there is provided an upper front pillar structure for an automobile, wherein one side substantially parallel to the front pillar when viewed from the side and an end on the side of the windshield glass are provided on the front front portion of the upper portion of the front pillar. An outer frame having at least two sides that are substantially parallel to each other, a bar formed in a lattice shape inside the outer frame, and a shock absorbing member including a transparent member that covers at least a gap between the outer frame and the bar. Since the shock absorbing member supports the windshield glass, an excellent effect that a sufficient deformation stroke in the vehicle front-rear direction can be ensured and a driver's viewable area in the vehicle width direction can be prevented from being reduced. Have. Further, it has an excellent effect that the impact relaxation characteristics are further improved.

According to a third aspect of the present invention, there is provided an upper front pillar structure for an automobile, which is disposed at a front portion of an upper outer surface of the front pillar and is substantially parallel to the front pillar and a side end of the windshield glass in a side view. An impact mitigation member comprising an outer frame having at least two sides that are substantially parallel to each other and a transparent member that covers a gap inside the outer frame, and a thin line-shaped reinforcing member is embedded in the transparent member, and the impact mitigation is performed. Since the member supports the windshield glass, it has an excellent effect that a sufficient deformation stroke in the vehicle front-rear direction can be ensured and a driver's viewable area in the vehicle width direction can be prevented from being narrowed. Further, it has an excellent effect that the impact relaxation characteristics are further improved.

According to a fourth aspect of the present invention, there is provided an upper front pillar structure for an automobile, comprising: a shock absorbing member disposed at a predetermined gap in front of an upper portion of the front pillar; and a transparent member covering the gap. In addition, the shock absorbing member supports the windshield glass, and at least a part of the shock absorbing member is provided with a fragile portion serving as a deformation starting point. This has an excellent effect that the visible area in the vehicle width direction can be prevented from being narrowed. Further, it has an excellent effect that the impact relaxation characteristics are further improved.

According to a fifth aspect of the present invention, there is provided an upper front pillar structure for an automobile, wherein a gap having a predetermined width is provided in front of the upper outer front portion of the front pillar from a storage position extending along the upper outer front portion of the front pillar. The vehicle has a shock-absorbing member including a main body movably disposed to a shock-absorbing position provided by opening the door and moving means for moving the main body from the storage position to the shock-absorbing position. This has an excellent effect that the deformation stroke can be sufficiently secured and the driver's visibility area in the vehicle width direction can be prevented from being narrowed.

[Brief description of the drawings]

FIG. 1 is a perspective view showing a vehicle body to which an upper front pillar structure of an automobile according to a first embodiment of the present invention is applied, as viewed obliquely from the front outside of the vehicle body.

FIG. 2 is an enlarged sectional view taken along line 2-2 of FIG.

FIG. 3 is an operation explanatory view of an upper front pillar structure of the automobile according to the first embodiment of the present invention.

FIG. 4 is a side view showing an upper front pillar structure of an automobile according to a second embodiment of the present invention.

FIG. 5 is an enlarged sectional view taken along line 5-5 in FIG.

FIG. 6 is an operation explanatory view of an upper front pillar structure of an automobile according to a second embodiment of the present invention.

FIG. 7 is a perspective view showing a vehicle body to which an upper front pillar structure of an automobile according to a second embodiment of the present invention is applied, as viewed obliquely from the front outside the vehicle body;

FIG. 8 is a side view showing an upper front pillar structure of an automobile according to a third embodiment of the present invention.

FIG. 9 is an enlarged sectional view taken along line 9-9 in FIG. 8;

FIG. 10 is a side view showing an upper front pillar structure of an automobile according to a modification of the third embodiment of the present invention.

FIG. 11 is a perspective view showing an upper front pillar structure of an automobile according to a fourth embodiment of the present invention, as viewed obliquely from the front outside the vehicle body.

FIG. 12 is an enlarged sectional view taken along line 12-12 of FIG. 11;

FIG. 13 is an operation explanatory view of an upper front pillar structure of an automobile according to a fourth embodiment of the present invention.

FIG. 14 is a partially sectional side view showing a storage position in an upper front pillar structure of an automobile according to a fifth embodiment of the present invention.

FIG. 15 is a partial cross-sectional side view showing an impact mitigation position in an upper front pillar structure of an automobile according to a fifth embodiment of the present invention.

FIG. 16 is an enlarged sectional view taken along line 16-16 of FIG.

FIG. 17 is an enlarged sectional view taken along line 17-17 of FIG. 14;

FIG. 18 is a perspective view showing a vehicle body to which an upper front pillar structure of an automobile according to a fifth embodiment of the present invention is applied, as viewed from a diagonally front outer side of the vehicle body.

FIG. 19 is a cross-sectional view showing a conventional upper front pillar structure of an automobile.

[Explanation of symbols]

12 Front Pillar 14 Shock Absorbing Member 16 Base of Shock Absorbing Member 18 Body of Shock Absorbing Member 20 Pier of Shock Absorbing Member 22 Pier of Shock Absorbing Member 24 Pier of Shock Absorbing Member 26 Pier of Shock Absorbing Member 28 Bridge pier 42 of impact-reducing member 42 Windshield glass 60 Impact-reducing member 62 Outer frame of impact-reducing member 64 Bar of impact-reducing member 66 Glass (transparent member) 80 Glass (transparent member) 82 Wire mesh (thin wire-shaped reinforcing member) 86 Window Shield glass support material (impact relief member) 88 Outer panel of windshield glass support material 89 Glass 90 Inner panel of windshield glass support material 100 Impact relief member 102 Base portion of impact relief member 104 Body portion of impact relief member 114 Guide groove ( (Transportation means) 116 Wheels (Transportation means) 120 Pulling device (moving means) 128 Guide hole (moving means) 130 Wheel unit (moving means)

Claims (5)

[Claims] A main body disposed in front of an upper portion of the front pillar and extending along an upper portion of the front pillar; and a base portion disposed in an upper portion of the front pillar and extending along an upper portion of the front pillar. And a bridge pier connecting the base and the main body, and an opening provided between the base and the main body and communicating between the inside and the outside in the vehicle width direction. An upper front pillar structure for an automobile. 2. An outer frame provided in front of an upper outer surface of the front pillar and having at least two sides of one side substantially parallel to the front pillar and one side substantially parallel to the windshield glass side end in a side view. A shock-absorbing member comprising a bar formed in a lattice shape inside the outer frame, and a transparent member covering at least a gap between the outer frame and the bar, wherein the shock-absorbing member supports a windshield glass. The upper front pillar structure of an automobile, characterized in that: 3. An outer frame provided at a front portion of an upper surface of an upper portion of the front pillar and having at least two sides of one side substantially parallel to the front pillar and one side substantially parallel to an end of the windshield glass in a side view. And a transparent member that covers a gap inside the outer frame, wherein a thin line-shaped reinforcing member is embedded in the transparent member, and the shock absorbing member supports a windshield glass. The upper front pillar structure of the car. 4. A front pillar has a shock-absorbing member disposed in front of an upper portion of the front pillar with a predetermined gap therebetween, and a transparent member covering the gap, and the shock-absorbing member supports a windshield glass. An upper front pillar structure of an automobile, wherein a fragile portion serving as a deformation starting point is provided in at least a part thereof. 5. A front pillar is provided so as to be movable from a storage position extending along a front portion of an outer surface of an upper portion to an impact relaxation position provided at a predetermined width in front of the upper portion of the front pillar. An upper front pillar structure for an automobile, comprising: a shock absorbing member comprising: a main body portion; and a moving means for moving the main body portion from the storage position to the shock absorbing position.