JP2007045261A - Vehicle body front structure - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a vehicle body front structure capable of certainly absorbing impact even in a vehicle body having short length in a longitudinal direction of a front part. <P>SOLUTION: A bent part 16B is formed on a front side member 16. Its upper side is joined to an upper cross member 72 by a joint member 76 and its lower side is joined to a suspension member 32 by connection corner pieces 60, 62. When force is applied to the front side member 16 from a front side and it is bent, since the front side member 16 is deformed such that the bent part 16B is moved to the outer side in a vehicle width direction respectively, the impact can be certainly absorbed even in the vehicle body having the short length in the longitudinal direction of the front part. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to a vehicle body front structure.

  As a vehicle body front part structure, a structure in which shock absorption is performed at the front part of the vehicle body has been proposed.

  For example, Patent Document 1 describes a vehicle side member in which a deformed portion formed in the vicinity of a front end portion of a side member is sequentially buckled at the time of a collision.

However, in the configuration in which the side member is buckled in this way, it is necessary to secure a length in the front-rear direction that can be buckled. It was difficult.
JP-A-8-244481

  In view of the above facts, an object of the present invention is to obtain a vehicle body front structure that can absorb shocks even if the vehicle body has a short front-rear length.

  According to the first aspect of the present invention, the side member provided in the front portion of the vehicle body and extending in the vehicle front-rear direction, and provided in the side member, the side member is moved outward in the vehicle width direction by an impact on the side member. And deformation promoting means for promoting deformation.

  Therefore, when an impact is applied from the outside of the vehicle body, for example, the front side or the diagonally front side and the side member absorbs the impact by deformation, the deformation promoting means promotes the deformation of the side member to the outside in the vehicle width direction. As described above, since the side member is deformed outward in the vehicle width direction to absorb the shock, the shock can be reliably absorbed even in a vehicle body having a short front-rear length. Further, since the deformation is outward in the vehicle width direction, the side member can be deformed with less influence of other members between the side members.

  As the “deformation promoting means”, an impact load applied from the front side of the vehicle body to the side member (not only from the front but also from an oblique front or so-called offset collision) may be used. It only needs to be convertible as a force that deforms outward in the direction.

  According to a second aspect of the present invention, in the first aspect of the present invention, the lower member provided below the side member, and the lower member provided on the lower member open outward in the vehicle width direction from the front to the rear of the vehicle body. And a lower transmission means that enables transmission of force from the lower outer opening to the side member.

  Therefore, the impact acting on the lower member is transmitted from the lower outer opening to the side member via the lower transmission means, and the side member is deformed. Since the lower outer opening portion extends outward in the rearward direction, the impact applied to the lower member can be effectively transmitted as a deformation load to the outside of the side member.

  According to a third aspect of the present invention, in the first or second aspect of the present invention, an upper member provided above the side member and a vehicle width provided at the upper member from the front to the rear of the vehicle body. An upper outer opening portion that extends outwardly in a direction and an upper transmission means that enables transmission of force from the upper outer opening portion to the side member.

  Therefore, the impact applied to the upper member is transmitted from the upper outer opening to the side member via the upper transmission means, and the side member is deformed. Since the upper outer opening portion extends outward in the rearward direction, the impact applied to the upper member can be effectively transmitted as a deformation load to the outside of the side member.

  The invention according to claim 4 is the invention according to claim 3, wherein the lower transmission means and the upper transmission means are respectively coupled to the side member in the vicinity of the deformation promoting means.

  As a result, the input positions from the lower transmission means and the upper transmission means to the side member substantially coincide with each other in the vehicle front-rear direction, so that the input to the side member is also balanced in the vertical direction. The deformation of the side member in the vertical direction and the bending can be suppressed, and the deformation in the vehicle width direction outside can be surely promoted.

  In the invention according to claim 5, in the invention according to any one of claims 1 to 4, an engine mount that is disposed on the side member and holds an engine unit, and provided in the engine mount, Detaching means for enabling detachment from the side member.

  Thus, by detaching the engine mount from the side member by the detaching means, it is possible to prevent the engine mount from inhibiting the deformation of the side member in the vehicle width direction outer side.

  The invention according to claim 6 is the invention according to claim 5, wherein the engine mount is attached to the side member in the vicinity of the deformation promoting means.

  In the vicinity of the deformation promoting means, the amount of deformation of the side member toward the outside in the vehicle width direction is large. Therefore, by attaching the engine mount to the portion having the large deformation amount, the detachment of the engine mount by the detaching means can be promoted. If the detachment is performed by local breakage of the engine mount or the like, the energy of impact can be absorbed by this breakage.

  It should be noted that the “near the deformation promoting means” may be a position where it is possible to promote the detachment of the engine mount by the detaching means as described above. What is necessary is just to be a position closer to the deformation promoting means.

  The invention according to claim 7 is the invention according to claim 2, wherein the lower member is a suspension member to which a suspension is attached.

  Therefore, since the suspension member also serves as the lower member, the number of parts can be reduced as compared with the configuration in which the lower member is provided separately from the suspension member.

  The invention according to claim 8 is the invention according to claim 7, further comprising a suspension tower coupled to the side member and the suspension.

  Therefore, a greater impact absorbing effect can be obtained by transmitting the deformation of the side member in the vehicle width direction outside to the suspension through the suspension tower and pushing the suspension outward in the vehicle width direction.

  The invention according to claim 9 is the invention according to claim 8, wherein a suspension arm is attached to the lower outer opening.

  Therefore, the deformation of the lower outer opening of the suspension member is transmitted to the suspension via the suspension arm, and the suspension is pushed outward in the vehicle width direction, so that a greater impact absorbing effect can be obtained.

  In addition, since the lower outer opening of the suspension member is reinforced by the suspension arm, inadvertent deformation of the lower outer opening during the process of transmitting an impact through the lower outer opening is suppressed and reliably Load transmission is possible.

  The invention according to claim 10 is characterized in that, in the invention according to claim 8 or claim 9, the suspension tower is coupled at a position rearward of the upper outer opening of the upper member. To do.

  Accordingly, the rear side part of the upper member of the upper member, that is, the part that deforms outward in the vehicle width direction pushes the suspension outward in the vehicle width direction through the suspension tower, so that a greater impact absorbing effect can be obtained. it can.

  In addition, in the configuration where the upper part of the suspension is connected to the side member via the suspension tower and the lower part of the suspension is connected to the suspension member via the suspension arm, it is possible to balance the deformation amount between the upper part and the lower part of the suspension. It becomes. As a result, the upper member, the side member, and the suspension member are deformed outward in the vehicle width direction to a desired deformation state (impact absorption state), and the impact absorption effect by pushing the suspension outward in the vehicle width direction is more reliably exhibited. It becomes possible to make it.

  Since the present invention has the above-described configuration, even a vehicle body having a short front-rear length can be reliably absorbed.

  FIG. 1 shows a schematic configuration of a vehicle body front structure 12 according to the first embodiment of the present invention. In the drawings, the front side of the vehicle is indicated by an arrow FR, the upper side is indicated by an arrow UP, and the outer side in the vehicle width direction is indicated by an arrow OUT.

  The vehicle body front structure 12 has two front side members 16 that are fixed to the dash panel 14 and extend forward. A crash box 18 is disposed at the front end of the front side member 16, and the crash box 18 is attached to the front side member 16 by bolting the flanges 16F and 18F or by welding or the like. Yes. Further, a front bumper reinforcement 20 is stretched over the front ends of the two crash boxes 18 and fixed.

  The crash box 18 is formed with a deformed portion 18C, which is crushed and deformed by an impact from the front and absorbs the impact.

  Each of the front side members 16 is formed with a bent portion 16B at a predetermined position in the longitudinal direction (vehicle longitudinal direction), and as shown in FIG. 2, these intervals gradually increase toward the front. From 16B, it gradually becomes narrower (or substantially parallel) toward the front. The bent portions 16B act as deformation promoting means in the present invention. When the front side members 16 are bent by a force from the front, the bent portions 16B move outward in the vehicle width direction. Further, the front side member 16 is deformed.

  The engine mount 22 is fixed to the front side member 16 at a position closer to the bent portion 16 </ b> B than to a fixed position to the dash panel 14. As shown in detail in FIG. 5, the engine mount 22 holds the large-diameter portion 24 </ b> B of the support shaft 24 and is inserted through the upper bracket 26 fixed to the front side member 16 and the small-diameter portion 24 </ b> S of the support shaft 24. And a lower bracket 28 to which the engine unit 30 (see FIG. 2) is attached. A wedge-shaped breakage inducing portion 28C is formed in the vicinity of the small diameter portion 24S insertion portion of the lower bracket 28. When a force that causes the engine unit 30 to move relative to the front side member 16 is applied, the breakage occurs. The lower bracket 28 is partially broken by the inducing portion 28C.

  As shown in FIG. 1, a suspension member 32 is disposed below the front side member 16. The suspension member 32 is formed in a substantially “U” shape in the present embodiment, and a lower outer opening portion 32 </ b> W curved so as to gradually increase in width toward the rear is formed in the front portion. . A front side member 16 is extended below the dash panel 14 to form a mounted piece 16C. As shown in detail in FIG. 6, both ends of the suspension member 32 are bolted to the mounted piece 16C. 34 and a nut 36 are attached. A reinforcing piece 38 also shown in FIG. 7 is disposed in the front side member 16, and a mounting portion of the suspension member 32 is reinforced.

  As shown in FIG. 1, a substantially V-shaped suspension arm 42 constituting the suspension 40 is attached to the suspension member 32. As shown in FIG. 8, the front end portion 42 </ b> A of the suspension arm 42 is rotated by a bolt 44 and a nut 46 whose axial direction is the axial direction in a bracket 33 attached to the lower outer opening 32 </ b> W of the suspension member 32. It is attached as possible. Further, as shown in FIG. 9, the rear end portion 42B of the suspension arm 42 is attached in the vicinity of the end of the lower outer opening portion 32W (the portion that becomes linear after the curved inclination of the lower outer opening portion 32W ends). In the bracket 48, it is rotatably attached by a bolt 50 and a nut 52 in which the vehicle front-rear direction is the axial direction.

  As shown in FIG. 10, the lower end of the strut 58 is rotatably connected to the outer end portion 42 </ b> C of the suspension arm 42 by bolts and nuts whose axial direction is the vehicle front-rear direction. The strut 58 is also an element constituting the suspension 40, like the suspension arm 42.

  As shown in FIG. 1, from the front side (inner side) of the suspension member 32 with respect to the bracket 33, a connecting square piece 60 that extends upward and outward is fixed. On the other hand, from the vicinity of the bent portion 16 </ b> B of the front side member 16, a connecting square piece 62 is provided projecting downward and inward. The tip of the connecting square piece 60 and the tip of the connecting square piece 62 are joined by a bolt 64 and a nut 66, and the force of deformation of the front side member 16 (deformation in which the bent portion 16B moves outward in the vehicle width direction) is generated. The suspension member 32 is also input from the connection square piece 62 through the connection square piece 60. Conversely, when the suspension member 32 is deformed so as to spread outward in the vehicle width direction, the force is input from the connecting square piece 60 to the front side member 16 via the connecting square piece 62.

  A suspension tower 68 is disposed above the front side member 16 at a position near the dash panel 14. The suspension tower 68 is formed in a substantially cylindrical shape with an open lower surface, and an upper end of a strut 58 is attached to the inside of the suspension tower 68 via a coil spring 70. Therefore, in this embodiment, a so-called strut suspension is provided.

  Further, an upper cross member 72 having an arcuate shape is disposed above the front side member 16 and in front of the suspension tower 68 so as to protrude forward, and from the tip position to the rear. As it goes, an upper outer opening 72W that extends outward in the vehicle width direction is configured. As shown in FIG. 12, mounting pieces 74 are formed at both ends of the upper cross member 72 and are fixed to the suspension tower 68 by welding or the like.

  As shown in FIGS. 10 and 11, the bent portion 16 </ b> B of the front side member 16 is joined to the upper outer opening 72 </ b> W of the upper cross member 72 by welding or the like by the joining member 76. Accordingly, the force of deformation of the front side member 16 (deformation in which the bent portion 16B moves outward in the vehicle width direction) is input to the upper cross member 72 via the joining member 76. Conversely, when the upper cross member 72 is deformed so as to spread outward in the vehicle width direction, the force is input to the front side member 16 via the joining member 76.

  Next, the operation of this embodiment will be described.

  In the normal state, as shown in FIGS. 1 and 2, the front side member 16, the suspension member 32, and the upper cross member 72 maintain the original shape (original shape). Further, the engine mount 22 is not broken at the breakage inducing portion 28C, and the engine unit 30 is held at a predetermined position.

  When the vehicle body receives an impact from the front by the collision body 90 (see FIG. 3) or the like, the impact load acts on the crash box 18 from the front bumper reinforcement 20, and therefore a part of the impact is absorbed by the crushing deformation of the crash box.

  Further, the impact load acts on the front side member 16 from the front, and then the impact load acts on the upper side of the front side member 16 from the upper cross member 72 to the suspension tower 68 via the joining member 76. Further, an impact load acts on the lower side of the front side member 16 from the suspension member 32 to the suspension arm 42 and further to the lower portion of the strut 58 via the connecting square pieces 60 and 62 (see FIG. 14). Then, an outward force in the vehicle width direction acts on the suspension tower 68 and the suspension arm 42 that support the struts 58.

  Here, in the present embodiment, since the bent portion 16B is formed on the front side member 16, when the above-described load acts on the front side member 16, the bent portion 16B is formed as shown by a two-dot chain line in FIG. The front side member 16 is bent and deformed so as to move outward in the vehicle width direction. Thus, in the present embodiment, the impact load applied to the vehicle body is absorbed by the deformation of the vehicle body front part structure 12 including the front side member 16 outward in the vehicle width direction. Therefore, even if the length of the front portion of the vehicle body is short, it is possible to reliably absorb the impact. Further, since the impact is absorbed by the deformation in the outer side in the vehicle width direction, for example, the influence of the members arranged between the front side members 16 compared to the configuration in which each of the front side members 16 is deformed inward in the vehicle width direction. Can absorb shock without receiving. Further, the upper cross member 72 is also deformed outward in the vehicle width direction and absorbs the impact. Similarly, as shown in FIG. 3, the suspension member 32 is also deformed outward in the vehicle width direction and absorbs shock.

  In particular, in this embodiment, as shown in FIG. 10, in the bent portion 16 </ b> B of the front side member 16, the joining member 76 is joined to the upper side and the connecting square pieces 60 and 62 are joined to the lower side. The input from the upper cross member 72 (input from above) and the input from the suspension member 32 (input from below) are balanced. For this reason, it is possible to prevent the front side member 16 from being bent in an up-and-down direction and to be surely deformed outward in the vehicle width direction.

  In addition, in the present embodiment, the front side member 16 and the upper cross member 72 are joined by the attachment piece 74 at the upper outer opening 72 </ b> W of the upper cross member 72. For this reason, the impact load that has acted on the upper cross member 72 can be effectively transmitted as a deformation load to the outside in the vehicle width direction of the front side member 16 (see arrow W2 in FIG. 4). Similarly, since the front side member 16 and the suspension member 32 are joined by the connecting square pieces 60 and 62 at the lower outer opening 32W of the suspension member 32, the impact load acting on the suspension member 32 is applied to the front side member 16. Can be effectively transmitted as a deformation load to the outside in the vehicle width direction (see arrow W2 in FIG. 3). In addition, since the lower outer opening 32W of the suspension member 32 is reinforced by the suspension arm 42, when an impact load is transmitted between the strut 58 and the suspension member 32 via the lower outer opening 32W, Inadvertent deformation of the lower outer opening 32W can be suppressed, and reliable load transmission can be achieved.

  Further, in the present embodiment, as described above, the upper cross member 72 pushes the upper portion of the suspension (suspension tower 68) outward in the vehicle width direction due to the impact load. Also by this, an impact load can be absorbed. Moreover, since the lower portion of the strut 58 is also pushed outward in the vehicle width direction by the suspension arm 42, the amount of deformation outward in the vehicle width direction between the upper portion and the lower portion of the strut 58 as shown by an arrow W1 in FIG. Can also be balanced. As a result, the deformation state of the upper cross member 72, the front side member 16, and the suspension member 32 outward in the vehicle width direction can be set to a desired deformation state (impact absorption state), and the suspension (strut 58) can be moved in the vehicle width direction. The impact absorption effect by pushing out to the outside can be surely exhibited.

  In the present embodiment, the breakage inducing portion 28C is formed in the engine mount 22, and when the force applied to the engine unit 30 exceeds a predetermined value, the engine mount 22 is broken from the breakage inducing portion 28C. Then, as shown in FIG. 4, the engine mount 22 is detached from the front side member 16, whereby the deformation of the front side member 16 can be prevented from being hindered (obstructing the deformation).

  In particular, since the engine mount 22 is disposed in the vicinity of the bent portion 16B, that is, in a portion where the amount of deformation of the front side member 16 in the vehicle width direction outside is large, the engine mount 22 is broken (detachment of the engine mount 22). Can promote. Further, even when the engine mount 22 is broken, the collision load can be absorbed.

  In the above embodiment, the vehicle body front structure 12 corresponding to the strut type suspension is described, but the type of suspension is not particularly limited.

  FIG. 15 shows a vehicle body front structure 82 having a double wishbone suspension 40 as a second embodiment of the present invention. That is, in the second embodiment, the suspension arm 84 is also disposed in the suspension tower 68, and is rotatably joined to the upper cross member 72, the link 84, and the like by a rotating member such as a pin (other than this). Since the basic configuration is the same as that of the first embodiment, the same reference numerals are given and detailed description is omitted).

  In this way, the suspension type is not particularly limited, and the vehicle body front structure of the present invention can be applied, and even if the vehicle body has a short front length, it can absorb shocks reliably. It becomes possible.

  In the above, both the upper cross member 72 (upper member) and the suspension member 32 (lower member) are joined to the front side member 16 by the mounting piece 74 and the connecting square pieces 60 and 62, respectively, so that load transmission is possible. However, any one of the upper member and the lower member may be joined to the front side member 16. Further, even if both the upper member and the lower member are not joined to the front side member 16, if the front side member 16 is provided with the deformation promoting means (bending portion 16B) of the present invention, the front member Since the side member 16 can be deformed outward in the vehicle width direction to absorb the impact load, it can also be applied to a vehicle body having a short front body length.

  In the above description, the bent portion 16B provided on the front side member 16 is described as the deformation promoting means of the present invention. For example, in the bent side portion 16B or instead of the bent portion 16B, Deformation of the front side member 16 to the outside in the vehicle width direction can be promoted by making a local cut or making it thin (however, the strength and rigidity of the front side member 16 as a whole are not affected). You may do it.

1 is a perspective view showing a schematic configuration of a vehicle body front portion structure according to a first embodiment of the present invention. 1 is a plan view showing a schematic configuration of a vehicle body front structure according to a first embodiment of the present invention. It is a top view which shows the state which the lower part of the vehicle body front part structure of 1st Embodiment of this invention deform | transformed. It is a top view which shows the state which the upper part of the vehicle body front part structure of 1st Embodiment of this invention deform | transformed. It is a perspective view which expands and shows the vicinity of the engine mount in the vehicle body front part structure of 1st Embodiment of this invention. FIG. 3 is a partially cutaway side view showing, in an enlarged manner, a joint portion between the front side member and the suspension member in the vehicle body front portion structure according to the first embodiment of the present invention. It is a perspective view which shows the reinforcement piece used for the junction part of a front side member and a suspension member in the vehicle body front part structure of 1st Embodiment of this invention. FIG. 2 is an enlarged perspective view showing a joint portion between a front end portion of a suspension arm and a suspension member in the vehicle body front portion structure according to the first embodiment of the present invention. FIG. 2 is an enlarged perspective view showing a joint portion between a rear end portion of a suspension arm and a suspension member in the vehicle body front portion structure according to the first embodiment of the present invention. It is a side view which expands and shows the vicinity of a suspension in the vehicle body front part structure of 1st Embodiment of this invention. It is sectional drawing which shows the junction part of a front side member, a suspension member, and an upper cross member in the vehicle body front part structure of 1st Embodiment of this invention. It is a perspective view which shows partially the upper cross member which comprises the vehicle body front part structure of 1st Embodiment of this invention. FIG. 3 is a perspective view showing a joint portion between a front side member and an upper cross member in the vehicle body front portion structure according to the first embodiment of the present invention. It is explanatory drawing which shows operation | movement of the strut of a suspension in the vehicle body front part structure of 1st Embodiment of this invention. It is a perspective view which shows schematic structure of the vehicle body front part structure of 2nd Embodiment of this invention.

Explanation of symbols

12 Car body front structure 14 Dash panel 16 Front side member 16B Bending part 18 Crash box 18C Deformation part 20 Front bumper reinforcement 22 Engine mount 28C Breaking induction part 30 Engine unit 32 Suspension member (lower member)
32W Lower outer opening 40 Suspension 42 Suspension arm 58 Strut 60 Connecting square piece (lower transmission means)
62 Connecting square piece (lower transmission means)
68 Suspension tower 72 Upper cross member (upper member)
72W Upper outer opening 76 Joining member (upper transmission means)
82 Car body front structure 84 Suspension arm 90 Colliding body

Claims (10)

A side member provided at the front of the vehicle body and extending in the vehicle longitudinal direction;
A deformation promoting means that is provided in the side member and promotes deformation of the side member outward in the vehicle width direction by impact on the side member;
The vehicle body front part structure characterized by having. A lower member provided below the side member;
A lower outer opening portion provided on the lower member and extending outwardly in the vehicle width direction from the front to the rear of the vehicle body;
Lower transmission means that enables transmission of force from the lower outer opening to the side member;
The vehicle body front part structure according to claim 1, wherein An upper member provided above the side member;
An upper outer opening provided on the upper member and extending outward in the vehicle width direction from the front to the rear of the vehicle body;
Upper transmission means that enables transmission of force from the upper outer opening to the side member;
The vehicle body front part structure according to claim 1 or 2, characterized by comprising:   The vehicle body front part structure according to claim 3, wherein the lower transmission means and the upper transmission means are respectively coupled to the side member in the vicinity of the deformation promoting means. An engine mount disposed on the side member and holding an engine unit;
Detachment means provided on the engine mount and enabling detachment from the side member;
The vehicle body front part structure according to any one of claims 1 to 4, wherein the vehicle body front part structure is provided.   The vehicle body front structure according to claim 5, wherein the engine mount is attached to the side member in the vicinity of the deformation promoting means.   The vehicle body front part structure according to claim 2, wherein the lower member is a suspension member to which a suspension is attached. A suspension tower coupled to the side member and the suspension;
The vehicle body front part structure according to claim 7, further comprising:   The vehicle body front structure according to claim 8, wherein a suspension arm is attached to the lower outer opening.   The vehicle body front part structure according to claim 8 or 9, wherein the suspension tower is coupled to a rear side portion of the upper member relative to the upper outer opening.

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