JP2006137373A - Front body structure of vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a front body structure of a vehicle capable of absorbing the energy efficiently by transmitting the load fed from ahead aslant of the vehicle sufficiently to front side members and of precluding increase in the weight of the vehicle. <P>SOLUTION: The front body structure of the vehicle is equipped with front side members 2 installed on the sides of an engine compartment E and extending in the fore-and-aft direction of the vehicle and outer members 5 installed on the front outer side faces 2b of the front side members 2 in such a way as protruding sideways, wherein a side member flange part 21 is formed at the front end 2a of each front side member 2 while an outer member flange part 22 is formed at the front end 5d of each outer member 5, and a tension member 20 to cover continuously the front ends 2a and 5d of the front side members 2 and the outer members 5 is attached to the side member flange part 21 and the outer member flange part 22. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention relates to a vehicle front portion structure including a front side member extending along the vehicle front-rear direction and an outer member provided on an outer surface of the front side member.

  Conventionally, a side frame extending along the vehicle front-rear direction on both sides of the vehicle, and a front structure member such as a front cross member and a radiator core support formed separately from the side frame, A vehicle front structure in which the side frame and the front structural member are coupled via a coupling member is known (see, for example, Patent Document 1).

  The coupling member includes a coupling plate facing the side frame and the front structural member, and a fixing tool (bolt) that passes through the coupling plate and fixes the side frame or the front structural member.

In such a vehicle, when an impact load is input in a state that is largely offset (depending on) the outside of the vehicle, the impact load is first input to the side frame, and then from the side frame to the front structural member via the coupling member And impact load is transmitted.
JP 2003-34264 A

  By the way, in the above-mentioned vehicle front structure, the transmission performance in which the impact load input in the state offset to the outside of the vehicle is transmitted to the side frame is that the coupling plate of the coupling member and the side frame or the front structural member are coupled. It is determined by the number of coupling points of a fastener such as a bolt.

  That is, the larger the number of coupling points of the fixing tool, the larger the impact load can be transmitted to the side frame.

  For this reason, there has been a problem in that the number of coupling points of the fasteners increases to reliably transmit a large impact load, and the vehicle weight increases.

  In addition, although the insertion hole for inserting a fixing tool such as a bolt is formed in the coupling plate, it is necessary to prevent the coupling plate from being damaged due to stress concentration generated in the insertion hole due to an impact load input to the vehicle.

  Therefore, it is necessary to ensure a sufficient distance from the end of the coupling plate to the insertion hole, or to sufficiently increase the thickness of the coupling plate, which also causes a problem that the vehicle weight increases. .

  Furthermore, since the coupling member and the front structural member are arranged and coupled in the vehicle front-rear direction, when the impact load is transmitted from the side frame to the front structural member, the impact load is a direction in which the coupling member is peeled off. Act on. For this reason, there is a possibility that shear fracture occurs in the coupling plate of the coupling member, and it becomes necessary to sufficiently increase the thickness of the coupling plate. This also causes a problem that the vehicle weight increases.

  Therefore, the present invention can sufficiently transmit the impact load input in a state offset to the outside of the vehicle to the front side member, efficiently absorb energy due to the impact load, and prevent an increase in the vehicle weight. It is an object to provide a front structure.

  In order to solve the above-described problems, the present invention provides a front side member that is disposed on both sides of an engine room and extends in the vehicle front-rear direction, and protrudes laterally on the front outer surface of the front side member. A vehicle front part structure including an outer member, wherein a side member flange part is formed at a front end of the front side member, an outer member flange part is formed at a front end of the outer member, and the front side member and the outer member A tension member that continuously covers the front end is attached to the side member flange portion and the outer member flange portion.

  According to the present invention configured as described above, the impact load input in the state offset to the outside of the vehicle is first input to the outer member, and then transmitted to the tension member while deforming the outer member.

  In the present invention, since the front end of the front side member and the outer member are continuously covered by the tension member, the outer member side faces the vehicle rear and the front side member side faces the vehicle front due to the impact load transmitted from the outer member. A tensile shear load is applied. And this tensile shear load can be made into the stress which joins a front side member and an outer member.

  As a result, the energy of the impact load can be sufficiently transmitted from the outer member to the front side member without increasing the number of coupling points of the fixing tool, so that an increase in vehicle weight can be suppressed.

  Therefore, the impact load input in the state offset to the outside of the vehicle is sufficiently transmitted from the outer member to the front side member without considering the number of coupling points of the fasteners such as bolts, and the energy due to the impact load is efficiently absorbed. Is possible.

  Furthermore, an increase in fixing tools such as bolts can be suppressed, and an increase in vehicle weight can be prevented.

  Next, an embodiment of a side structure of an automobile according to the present invention will be described with reference to the drawings.

  First Embodiment A vehicle front structure to which the present invention is applied will be described with reference to the drawings. 1 to 2A and 2B, the arrow FR indicates the vehicle front direction, the arrow LH indicates the vehicle outer side direction, and the arrow UPR indicates the vehicle upper direction.

  In the vehicle S shown in FIG. 1, a pair of strut housings 1 are disposed on both sides of the engine room E. A front side member 2 extending along the vehicle front-rear direction is joined to a lower portion (not shown) of the strut housing 1.

  Further, as shown in FIGS. 2A, 2B and 5A, the strut housing 1 is disposed above the front side member 2 and extends in the vehicle front-rear direction, as shown in FIGS. A food ridge 10 is provided.

  Further, as shown in FIGS. 2A, 2 </ b> B, and 5 </ b> A, a strut housing reinforcement 12 erected along the vehicle vertical direction is provided on the front side of the strut housing 1. .

  A bumper reinforcement 4 is attached to the front end 2 a of the front side member 2 via a bumper stay 3 as shown in FIG. Here, the bumper stay 3 and the bumper reinforcement 4 are fixed by bolts (not shown). A tension member 20 described later is interposed between the front side member 2 and the bumper stay 3.

  Further, an outer member 5 projects from the front outer side surface 2 b of the front side member 2.

  As shown in FIG. 2 (a), the outer member 5 is formed in a hollow shape, and an upper wall 5a and a lower wall 5b that are positioned in parallel with each other, and a side wall that extends vertically connecting the upper wall 5a and the lower wall 5b. 5c.

  The upper wall 5a, the lower wall 5b, and the side wall 5c are each formed with a flange portion H at the end, and the flange portion H is welded to the front outer side surface 2b of the front side member 2, whereby the outer member 5 is moved to the front side. It is fixed to member 2.

  Further, the upper wall 5a and the lower wall 5b gradually protrude toward the outside of the vehicle as they approach the front of the vehicle.

  Further, a plurality of fragile portions Z are formed on the upper wall 5a and the lower wall 5b, respectively.

  As shown in FIG. 3D, each fragile portion Z is a bead that protrudes outward and extends in the vehicle width direction, and is formed at three locations on the upper wall 5a and three locations on the lower wall 5b. ing. Moreover, each weak part Z is located in the vicinity of the front side member 2.

  A vertical member 6 is provided on the front upper surface 2 c of the front side member 2, and a suspension mounting bracket 7 is provided on the front lower surface 2 d of the side member 2.

  The vertical member 6 extends upward as shown in FIG. 2A, and connects the front end 2a of the front side member 2 and a front portion 14a of a radio core side member 14 described later.

  Further, a radiator core upper member 11 is coupled to the front surface 6a of the vertical member 6 via a tension member 20 which will be described later, and the rear surface 6b of the vertical member 6 extends forward from the strut housing reinforcement 12. The front end 13a of the hood ridge inner 13 is fixed (see FIGS. 2A, 2B and 3B).

  As shown in FIG. 1, the vertical members 6 are disposed on both sides of the vehicle S, and both ends of the radiator core upper member 11 are coupled to the vertical members 6.

  As shown in FIG. 2A, a suspension member 8 is attached to the suspension mounting bracket 7 with a bolt B penetrating the lower surface 7a.

  As shown in FIGS. 2A and 2B, the suspension member 8 has a cross member portion 8a extending in the vehicle width direction and a suspension side portion 8b extending in the front-rear direction. The suspension member 8 has a rear end (not shown) fixed in the vicinity of the passenger compartment (not shown).

  And between the hood ridge 10 and the radiator core upper member 11, the radio core side member 14 extended toward the front from the hood ridge 10 is arrange | positioned.

  As shown in FIG. 3B, the front end 14 a of the radio core side member 14 is located behind the radiator core upper member 11 via the vertical member 6 and the tension member 20 and is connected to the front end 13 a of the hood ridge inner 13. It is fixed.

  Further, the rear portion 14b of the radio core side member 14 is fixed to the hood ridge 10 as shown in FIGS. 2 (a) and 2 (b).

  The tension member 20 continuously covers the front end 2a of the front side member 2, the front end 5a of the outer member 5, the front surface 6a of the vertical member 6, and the front end 7b of the suspension mounting bracket 7.

  The tension member 20 is formed of a steel plate, and includes a side member flange portion 21 formed at the front end 2 a of the front side member 2, an outer member flange portion 22 formed at the front end 5 d of the outer member 5, and the front surface of the vertical member 6. The mounting surface 23 formed on 6a and the bracket flange portion 24 formed on the front end 7b of the suspension mounting bracket 7 are respectively welded by spot welding.

  In addition, since spot welding is well-known, description is abbreviate | omitted here.

  Next, the operation of the vehicle front structure according to the first embodiment will be described.

  In this vehicle front structure, when an impact load F is input in a state that is largely offset (token) outside the vehicle S, the impact load F is first applied to the front side member 2 as shown in FIG. It inputs into the outer member 5 provided in the front outer side surface 2b.

  The impact load F is transmitted to the front side member 2 via the tension member 20 while the outer member 5 is deformed as indicated by a one-dot chain line.

  At this time, since the tension member 20 is welded to the front side member 2 and the outer member 5, the side welded to the outer member 5 faces the rear side of the tension member 20 and is welded to the front side member 2. A tensile shear load is applied with the side facing the vehicle forward.

  Therefore, the outer member 5 is pressed toward the front side member 2 by the tensile shear load acting on the tension member 20, and this tensile shear load can be made a stress that joins the outer member 5 and the front side member 2. it can.

  Thereby, the energy of the impact load can be sufficiently transmitted from the outer member 5 to the front side member 2 without increasing the number of coupling points between the front side member 2 and the outer member 5, and the increase in the vehicle weight is suppressed. Is possible.

  Further, the tension member 20 is welded to a side member flange portion 21 formed on the front side member 2 and an outer member flange portion 22 formed on the outer member 5 by spot welding.

  Spot welding has a high bond strength against a shear load, and even if a tensile shear load is applied to the tension member 20, the welded portion is difficult to peel off, and the impact load F input to the outer member 5 can be reliably transmitted.

  Further, welding the tension member 20 by spot welding eliminates the occurrence of breakage of the coupling plate material due to stress concentration from the bolt insertion hole that occurs when coupling is performed using a bolt. Therefore, it is not necessary to consider the distance from the bolt insertion hole to the end of the plate or to increase the thickness of the coupling plate.

  Therefore, the impact load F input in the state offset to the outside of the vehicle S is sufficiently transmitted from the outer member 5 to the highly rigid front side member 2 without considering the number of coupling points, the positions of bolt insertion holes, and the like. It is possible to efficiently absorb the energy of the impact load F.

  Further, by joining by spot welding, an increase in the number of fixing tools such as bolts and an increase in the thickness of the joining plate can be suppressed, and an increase in the weight of the vehicle S can be prevented.

  As described above, the tension member 20 is welded to the front side member 2 and the outer member 5 by spot welding, so that the impact load F input in an offset state to the outside of the vehicle S is sufficiently transmitted to the front side member 2. It is possible to provide a vehicle front structure that can efficiently absorb the energy of the impact load F and prevent an increase in the weight of the vehicle S.

  Further, since a plurality of weakened portions Z are formed on the upper wall 5a and the lower wall 5b of the outer member 5, the outer member 5 is first positioned in the vicinity of the front side member 2 along the vehicle longitudinal direction by the input impact load F. It will buckle and deform.

  That is, the buckling deformation of the outer member 5 is started around the weakened portion Z formed along the vehicle width direction in the portion of the outer member 5 in the vicinity of the front side member 2, and the outer member 5 falls down toward the rear of the vehicle. Deformation can be suppressed.

  Thereby, the energy of the impact load F input to the outer member 5 is reliably received and absorbed, and energy can be absorbed more efficiently by the front portion of the vehicle S.

  Further, the impact load F input to the outer member 5 is transmitted to the vertical member 6 via the tension member 20 as shown in FIG.

  At this time, since the load is input to the outer member 5, the torsional force N acts on the vertical member 6. That is, a force acting on the vertical member 6 in a direction twisting toward the outer side surface 2 b of the front side member 2 acts.

  Then, the torsional force N causes a tensile stress K to act on the radiator core upper member 11 and the vertical member 6 as shown in FIG. 4B, and the radiator core upper member 11, the radio core side member 14 and the like perform an impact. The load F can be absorbed.

  Although not shown, the impact load F input to the outer member 5 is transmitted to the suspension mounting bracket 7 via the tension member 20, and a torsional force acts on the suspension mounting bracket 7.

  That is, a force that twists in the same direction as the vertical member 6 acts on the suspension mounting bracket 7, and a tensile stress is input to the suspension member 8, so that the impact load F can be absorbed.

  Further, the impact load F can be transmitted to the structural member such as the front side member 2 disposed on the other vehicle side with the engine room E interposed therebetween via the radiator core upper member 11 and the suspension member 8. Thereby, the energy absorption rate of the impact load F input to the front portion of the vehicle S can be further improved.

  Further, as shown in FIG. 5A, when the impact load F is input in a state offset from the front side member 2, that is, when the impact load F is input above the front side member 2. The impact load F acts to tilt the vertical member 6 backward as indicated by a broken line.

  At this time, since the vertical member 6, the front side member 2, and the suspension mounting bracket 7 are continuously covered by the tension member 20, the suspension member is interposed via the tension member 20 pulled by the vertical member 6 that falls backward. 8, a tensile stress K (refer to FIG. 5A) directed toward the front of the vehicle can be applied.

  Due to this tensile stress K, the energy of the impact load F is also distributed to the suspension member 8 whose rear end portion (not shown) is fixed in the vicinity of the passenger compartment, and the bending deformation force M acting on the front side member 2 is thereby reduced. It can suppress and can perform energy absorption more efficiently.

  On the other hand, as shown in FIG. 5B, when the impact load F is input in a state offset downward from the front side member 2, that is, when the impact load F is input below the front side member 2. The impact load F acts to tilt the suspension mounting bracket 7 backward as indicated by a broken line.

  At this time, the vertical member 6 covered by the tension member 20 is pulled forward of the vehicle via the tension member 20 pulled by the suspension mounting bracket 7 that falls backward. Thereby, the tensile stress K (refer FIG.5 (b)) toward the vehicle front can be made to act on the radio core side member 14 and the hood ridge inner 13 which were connected to the vertical member 6. FIG.

  Due to the tensile stress K, a bending moment M2 is generated in the strut housing 1 or the strut housing reinforcement 12 so as to tilt forward toward the front of the vehicle.

  The bending moment M2 acts so as to cancel the bending moment M1 generated at the front end 2a of the front side member 2 when the suspension mounting bracket 7 falls backward.

  Thus, the bending moment M1 acting on the front side member 2 can be suppressed by the bending moment M2, and energy can be absorbed more efficiently.

  Furthermore, although not shown, when an impact load is input at substantially the same height as the front side member 2, that is, when an impact load is input almost in front of the front side member 2, the tension member 20 is caused by the impact load. Retreat toward the rear of the vehicle.

  The vertical member 6 and the suspension mounting bracket 7 are pulled backward by the retracted tension member 20. Therefore, the energy of the impact load can be dispersed and absorbed by the radiator core upper member 11, the radio core side member 14, the hood ridge 10, the suspension member 8 and the like located behind the vertical member 6 and the suspension mounting bracket 7. Further, it is possible to further improve the energy absorption efficiency of the vehicle front portion.

  Further, when an axial crushing load is input toward the front side member 2, that is, when an impact load is input substantially along the longitudinal center axis of the front side member 2, the front side member 2 provided on the front side member 2 is not shown. Along with the crushing promotion bead, a portion of the outer member 5 near the front side member 2 is deformed.

  Thereby, the outer member 5 does not hinder the axial crush of the front side member 2, and the energy of the impact load input by the front side member 2 can be sufficiently absorbed. And the energy absorption efficiency in the front part of the vehicle S can be further improved.

  As described above, in the vehicle front structure of the present invention, the front side member 2 disposed on both sides of the engine room E and extending along the vehicle front-rear direction and the front outer surface 2b of the front side member 2 are provided. It is a vehicle front part structure provided with the outer member 5 protruding toward the side, a side member flange portion 21 is formed at the front end 2 a of the front side member 2, and the outer member flange portion 22 is formed at the front end 5 d of the outer member 5. A tension member 20 that continuously covers the front end 2a of the front side member 2 and the front end 5d of the outer member 5 is attached to the side member flange portion 21 and the outer member flange portion 22.

  As a result, a tensile shear load is applied to the tension member 20 such that the side welded to the outer member 5 faces the rear of the vehicle and the side welded to the front side member 2 faces the front of the vehicle.

  The outer member 5 is pressed toward the front side member 2 by the tensile shear load acting on the tension member 20, and this tensile shear load can be used as a stress for joining the outer member 5 and the front side member 2.

  Therefore, the energy of the impact load can be sufficiently transmitted from the outer member 5 to the front side member 2 without increasing the number of coupling points, and an increase in vehicle weight can be suppressed.

  Further, spot welding in which the tension member 20 is welded to the side member flange portion 21 and the outer member flange portion 22 has a high bonding strength against the shear load, and the welded portion is peeled even if the tensile shear load acts on the tension member 20. It is difficult to do. Thereby, the energy of the impact load input to the outer member 5 can be reliably transmitted to the front side member 2.

  Further, since the tension member 20 is welded by spot welding, the connecting plate material is not damaged by the stress concentration generated in the bolt insertion hole when the bolts are used for connection. Therefore, it is not necessary to consider the distance from the bolt insertion hole to the end of the plate or to increase the thickness of the coupling plate.

  Therefore, the impact load input in the state offset to the outside of the vehicle is sufficiently applied from the outer member 5 to the highly rigid front side member 2 without considering the number of coupling points of the fasteners such as bolts and the positions of the bolt insertion holes. Energy can be absorbed efficiently.

  Furthermore, an increase in the number of fasteners such as bolts and an increase in the plate thickness of the coupling plate can be suppressed, and an increase in the weight of the vehicle S can be prevented.

  Moreover, in the vehicle front part structure of this invention, the tension member 20 is attached by spot welding. That is, the tension member 20 is welded and fixed to the side member flange portion 21 and the front member flange portion 22 by spot welding having a high coupling strength against the shear load.

  As a result, when connecting using bolts as in the prior art, damage to the connecting plate due to stress concentration generated in the insertion holes for inserting the bolts is eliminated. Therefore, it is not necessary to consider the distance from the insertion hole to the end of the coupling plate or to increase the thickness of the coupling plate.

  Further, in the vehicle front structure of the present invention, a hood ridge 10 disposed above the front side member 2 and extending in the vehicle front-rear direction, and a radio core side member extending forward from the hood ridge 10. 14 and a vertical member 6 that connects the front ends of the radio core side member 14 and the front side member 2, and a suspension mounting bracket 7 is provided on the front lower surface 2 c of the front side member 2. Covers continuously the front end 6 a of the vertical member 6 and the front end 7 b of the suspension mounting bracket 7.

  As a result, as shown in FIG. 5B, when the impact load F is input in a state offset downward from the front side member 2, the impact load F causes the suspension mounting bracket 7 to tilt backward. Acts as follows.

  At this time, the tensile stress K (refer to FIG. 5 (FIG. 5)) is applied to the radio core side member 14 and the hood ridge inner 13 via the tension member 20 that continuously covers the vertical member 6, the front side member 2, and the suspension mounting bracket 7. b) can be applied. Then, it is possible to generate a bending moment M2 that causes the strut housing 1 or the strut housing reinforcement 12 to fall forward and to cancel the bending moment M1 generated at the front end 2a of the front side member 2.

  Therefore, the bending moment M1 acting on the front side member 2 can be suppressed and energy can be absorbed more efficiently.

  Further, in the vehicle front portion structure of the present invention, both ends of the radiator core upper member 11 are coupled to the vertical members 6 disposed on both sides of the vehicle S via the tension member 20, and the radio core side member 14 is The front portion 14 a faces the radiator core upper member 11 through the vertical member 6 and the tension member 20, and the rear portion 14 b is fixed to the hood ridge 10.

  For this reason, the impact load F input to the outer member 5 is transmitted to the vertical member 6 through the tension member 20 as shown in FIG.

  At this time, since the impact load F is input to the outer member 5, the torsional force N acts on the vertical member 6. That is, a force acting on the vertical member 6 in a direction twisting toward the outer side surface 2 b of the front side member 2 acts.

  The torsional force N causes a tensile stress K to act on the vertical member 6 and the radiator core upper member 11 as shown in FIG. As the tensile stress K is generated in this way, the impact load F can be absorbed by the radiator core upper member 11, the radio core side member 14, and the like.

  Further, the impact load F can be transmitted to the structural members such as the front side member 2 disposed on the other vehicle side with the engine room E interposed therebetween via the radiator core upper member 11, and the front of the vehicle S It becomes possible to further improve the energy absorption rate of the impact load F input to the part.

  Further, in the vehicle front structure of the present invention, the suspension member 8 having the cross member portion 8a extending in the vehicle width direction and the suspension side portion 8b extending in the front-rear direction is attached to the suspension mounting bracket 7.

  Thereby, the impact load F input to the outer member 5 is transmitted to the suspension mounting bracket 7 via the tension member 20, and a torsional force acts on the suspension mounting bracket 7.

  That is, the suspension mounting bracket 7 is also subjected to a twisting force toward the outer side surface 2 b of the front side member 2, similarly to the vertical member 6, and the impact load F is transmitted to the suspension member 8.

  The impact load F can be transmitted to the structural member such as the front side member 2 disposed on the other vehicle side with the engine room E interposed therebetween via the cross member portion 8a of the suspension member 8. It is possible to further improve the energy absorption rate of the load input to the front portion of the vehicle.

  Further, in the vehicle front structure of the present invention, the outer member 5 is formed hollow and has an upper wall 5a and a lower wall 5b, and a fragile portion Z is formed on each of the upper wall 5a and the lower wall 5b. ing.

  As a result, when an impact load F is input to the outer member 5, a portion of the outer member 5 in the vicinity of the front side member 2 is seated along the vehicle front-rear direction around the plurality of weakened portions Z formed on the outer member 5. It will bend and deform.

  Therefore, the outer member 5 is prevented from being deformed so as to fall toward the rear of the vehicle, and the impact load F is reliably received and absorbed by the outer member 5 so that energy can be efficiently absorbed.

  When an axial crushing load is input toward the front side member 2, the outer member 5 is buckled and deformed around the fragile portion Z together with a crush promoting bead (not shown) provided on the front side member 2.

  Accordingly, the energy of the impact load F can be sufficiently absorbed by the front side member 2 without hindering the axial collapse of the front side member 2, and the energy absorption efficiency can be further improved.

  Example 2 of the side part structure of an automobile to which the present invention is applied will be described with reference to the drawings.

  In addition, about the site | part equivalent to the above-mentioned Example 1, the same code | symbol is used and detailed description is abbreviate | omitted.

  As shown in FIG. 6A, the tension member 30 includes a steel plate 31 and a reinforcing fiber sheet 32. At this time, the reinforcing fiber sheet 32 is interposed between the steel plate 31 and the front side member 2, the outer member 5, the vertical member 6, and the suspension mounting bracket 7.

  That is, the reinforcing fiber sheet 32 is interposed between the tension member 20 and the front side member 2, the outer member 5, the vertical member 6, and the suspension mounting bracket 7 in the first embodiment.

  The reinforcing fiber sheet 32 is made of, for example, a so-called high-function fiber such as a carbon fiber having a relatively high tensile strength or an aramid fiber having a relatively high breaking strength. As shown in FIG. It is formed by the horizontal fibers 33 along the direction from the side member 2 toward the outer member 5 and the vertical fibers 34 along the vertical direction.

  Here, the transverse fibers 33 are substantially along the horizontal direction, and the longitudinal fibers 34 are substantially along the vertical direction.

  Further, a welding recess 31a is formed in the steel plate 31 where the tension member 30 is spot-welded, and a welding hole 32a is formed in the reinforcing fiber sheet 32 (see FIG. 6B).

  The welding recess 31a and the welding hole 32a face each other, and the welding recess 31a is exposed from the welding hole 32a.

  Thereby, the steel plate 31 of the tension member 30 opposes the site | part where the tension member 30 of the outer member flange part 22 grade | etc., Is welded, and it can weld reliably.

  Further, the steel sheet 31 of the tension member 30 can be reinforced by the reinforcing fiber sheet 32, so that the thickness of the steel sheet 31 can be reduced and the vehicle weight can be reduced.

  Further, since the reinforcing fiber sheet 32 has a configuration in which the fibers are arranged in two directions of the horizontal fiber 33 and the vertical fiber 34, the tensile strength of the reinforcing fiber sheet 32 is maximized with respect to the input load. The strength of the tension member 30 can be further improved.

  In particular, the lateral fibers 33 can improve the strength against a tensile shear load in which the side of the tension member 30 that is welded to the outer member 5 faces the rear of the vehicle and the side that is welded to the front side member 2 faces the front of the vehicle.

  Further, the longitudinal fibers 34 can improve the strength against the tensile stress K of the radio core side member 14 and the hood ridge inner 13 toward the front of the vehicle via the tension member 30.

  As described above, the vehicle front structure according to the present invention has the reinforcing fiber sheet 32 interposed between at least the front side member 2 and the outer member 5 and the tension member 20, and the reinforcing fiber sheet 32 is attached to the front side member. 2 is formed by the horizontal fibers 33 along the direction from the outer member 5 to the outer member 5 and the vertical fibers 34 along the vertical direction.

  Thereby, the tension member 30 can be reinforced, the thickness of the steel plate 31 can be reduced, and the vehicle weight can be reduced.

  Furthermore, since the tensile strength of the reinforcing fiber sheet 32 is configured to be maximum with respect to the input load, the strength of the tension member 30 can be further improved.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a schematic top view of a vehicle showing a vehicle front structure according to Embodiment 1 of the present invention. FIG. 3 is an exploded perspective view illustrating a main part of the vehicle front structure according to the first embodiment. It is a perspective view at the time of assembling the principal part of the vehicle front part structure shown to Fig.2 (a). It is a top view of the X section in Drawing 2 (b). 2A is a partially omitted AA sectional view in FIG. 2B, FIG. 2B is a partially omitted BB sectional view in FIG. 2B, and FIG. 3 is a partially omitted CC cross-sectional view in FIG. 2D, and FIG. 2D is a partially omitted DD cross-sectional view in FIG. FIG. 3A is a schematic diagram illustrating a case where a load image is input in a state offset to the outside of the vehicle in FIG. 3A, and FIG. 3B is a load in a state offset to the outside of the vehicle in FIG. It is a schematic diagram which shows the case where image input is carried out. (A) is a side view schematically showing a case where a load is input above the front side member, and (b) is a side view schematically showing a case where a load is inputted below the front side member. (A) is sectional drawing which shows the principal part of Example 2 of this invention, (b) is an enlarged view which shows the Y part of Fig.6 (a), (c) is a model which shows the fiber sheet for reinforcement. FIG.

Explanation of symbols

2 Front side member 2a Front end 2b Front outer side surface 5 Outer member 5d Front end 20 Tension member 21 Side member flange portion 22 Outer member flange portion E Engine room

Claims (7)

A vehicle front structure comprising a front side member disposed on both sides of an engine room and extending along the vehicle front-rear direction, and an outer member projecting sideways on the front outer surface of the front side member. And
Forming a side member flange at the front end of the front side member, forming an outer member flange at the front end of the outer member;
A vehicle front part structure in which a tension member that continuously covers front ends of the front side member and the outer member is attached to the side member flange part and the outer member flange part.   The vehicle front structure, wherein the tension member is attached by spot welding. A hood ridge disposed above the front side member and extending in the vehicle front-rear direction, a radio core side member extending forward from the hood ridge, the radio core side member, and the front side member And a vertical member connecting the front ends, and a suspension mounting bracket is provided on the lower surface of the front portion of the front side member,
The vehicle front structure according to claim 1, wherein the tension member continuously covers a front end of the vertical member and the suspension mounting bracket. Coupling both ends of the radiator core upper member to the vertical members disposed on both sides of the vehicle via the tension member;
4. The vehicle front according to claim 3, wherein a front portion of the radio core side member is opposed to the radiator core upper member via the vertical member and the tension member, and a rear portion is fixed to the hood ridge. Part structure.   The vehicle front structure according to claim 3, wherein a suspension member having a cross member portion extending in the vehicle width direction and a suspension side portion extending in the front-rear direction is attached to the suspension mounting bracket.   6. The outer member according to claim 1, wherein the outer member is hollow and has an upper wall and a lower wall, and a weak portion is formed on each of the upper wall and the lower wall. Vehicle front structure as described.   A reinforcing fiber sheet is interposed between at least the front side member and the outer member and the tension member, and the reinforcing fiber sheet is a transverse fiber extending in the direction from the front side member toward the outer member, and a vertical fiber extending in the vertical direction. The vehicle front part structure according to any one of claims 1 to 6, wherein the vehicle front part structure is formed.

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