JP2008189232A - Vehicle front part structure - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To restrain the tip of a frame from being deformed upward in a projecting shape in a head-on collision, in a structure offsetting the lower end of a crash box under the frame. <P>SOLUTION: The crash box 16 is connected to the front of a front side frame 12 by sandwiching a plate member 14 composed of a front side plate 30 and a rear side plate 34. A lower ridgeline 16A of the crash box 16 is positioned under a lower ridgeline 12A of the front side frame 12. A first projection 36 is formed in the vehicle vertical direction on the vehicle rear side of the rear side plate 34. A second projection 32 smaller than the first projection 36 is formed in the vehicle vertical direction on the vehicle rear side of the front side plate 30, and the second projection 32 is stored in the first projection 36. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention relates to a vehicle front structure, and in particular, a vehicle including a frame disposed in a vehicle front-rear direction and a crash box having a lower ridge line disposed below a lower ridge line of the frame on the vehicle front side of the frame. It relates to the front structure.

In Patent Document 1 below, in order to improve the shock absorption performance when an RV vehicle with a high frame height collides with a vehicle with a low frame height, the front end of the premeter frame of the RV vehicle is There is disclosed a structure in which a guide unit including a guide member protruding toward the side is disposed.
JP 2004-189136 A

  However, in the case of the above prior art, since a large guide unit is attached, the structure becomes complicated and the cost increases.

  On the other hand, a structure is used in which the crash box at the front end of the vehicle is enlarged below the vehicle rather than the frame. However, with this structure, at the position where the lower end of the crash box and the frame are offset, non-uniform input enters the upper and lower ridge lines of the frame, and the front end of the frame tends to be deformed upward.

  An object of the present invention is to obtain a vehicle front structure capable of suppressing the convex deformation of the front end portion of the frame in consideration of the above fact.

  In the vehicle front structure according to the first aspect of the present invention, a frame disposed in the front-rear direction of the vehicle at the front portion of the vehicle, and a lower ridge line disposed below the lower ridge line of the frame on the vehicle front side of the frame. A vehicle front portion structure including a crash box, and is connected to the frame between the crash box and the frame, and has at least one strip-shaped first portion at a position overlapping the frame and the vehicle longitudinal direction. A rear plate on which one protrusion is formed, and at least one strip-shaped first plate connected to the crush box and connected to the rear plate and disposed inside or outside the first protrusion. And a front plate on which two protrusions are formed.

  According to a second aspect of the present invention, in the vehicle front portion structure according to the first aspect, the first projecting portion and the second projecting portion are formed so as to project toward the rear side of the vehicle. The second protrusion is housed inside the protrusion.

  According to a third aspect of the present invention, in the vehicle front portion structure according to the first or second aspect, the first projecting portion and the second projecting portion are along the vehicle vertical direction or with respect to the vehicle vertical direction. It is formed in the direction which intersects.

  According to the first aspect of the present invention, the rear plate connected to the frame and the rear side connected to the crash box between the frame in the vehicle front-rear direction and the crash box on the vehicle front side from the frame. A front plate connected to the plate is disposed. The rear side plate is formed with at least one belt-like first protrusion at a position overlapping the frame and the vehicle longitudinal direction, and the front side plate is disposed inside or outside the first protrusion. At least one strip-shaped second protrusion is formed. By arranging the first protrusion of the rear plate and the second protrusion of the front plate in a position overlapping with the frame in the vehicle front-rear direction, the first protrusion and the second protrusion at the front end of the frame are arranged. The rigidity around the protrusion is increased.

  Therefore, even if the lower ridge line of the crash box is positioned below the lower ridge line of the frame (offset), if it is input to the lower ridge line of the crash box at the time of frontal collision, the reaction force is generated by the front plate and the rear plate. The crash box is deformed along the vehicle longitudinal direction. At that time, the deformation load of the crash box can be generated according to the performance, and the energy absorption performance is equivalent to the case where the crash box and the frame are not offset. Further, the bending of the front side plate and the rear side plate can be suppressed.

  As a result, the crash box and the frame can be axially compressed and deformed as intended along the vehicle front-rear direction during a frontal collision. Further, since the collision load can be uniformly input to the frame, it is possible to suppress the front end portion of the frame from being deformed upward in a convex shape. For this reason, it can suppress that the suspension tower of the front-wheel tire provided in the vehicle rear inner side upper part of a flame | frame retreats by the deformation | transformation of the front-end | tip part of a flame | frame.

  According to the second aspect of the present invention, the first projecting portion of the rear side plate and the second projecting portion of the front side plate are formed to project to the vehicle rear side, and the first projecting portion The second protrusion is housed inside the. As a result, the rigidity around the first protrusion and the second protrusion at the front end of the frame is further increased, and bending of the front side plate and the rear side plate is further suppressed during a frontal collision.

  According to this invention of Claim 3, the 1st protrusion part of a back side plate and the 2nd protrusion part of a front side plate are formed in the direction which cross | intersects with respect to a vehicle up-down direction or a vehicle up-down direction. Therefore, the rigidity around the first protrusion and the second protrusion at the front end of the frame is further increased, and the bending of the front side plate and the rear side plate is further suppressed during a frontal collision.

  As described above, the vehicle front structure according to the first aspect of the present invention can suppress the bending of the front side plate and the rear side plate at the time of a frontal collision, and the front end portion of the frame is deformed upward in a convex shape. Can be suppressed. For this reason, it is possible to suppress the backward movement of the suspension tower of the front wheel tire provided at the upper part of the frame inside the rear of the vehicle.

  In the vehicle front structure according to the second aspect of the present invention, the front plate and the rear plate are further bent at the time of a frontal collision by the first protrusion and the second protrusion formed on the vehicle rear side. Can be suppressed.

  According to a third aspect of the present invention, there is provided a vehicle front portion structure including a front collision caused by a first protrusion and a second protrusion that are formed along a vehicle vertical direction or in a direction intersecting the vehicle vertical direction. Sometimes bending of the front plate and the rear plate can be further suppressed.

[First Embodiment]
Hereinafter, a first embodiment of a vehicle front structure according to the present invention will be described with reference to FIGS. In these drawings, an arrow FR appropriately shown indicates the vehicle front side, an arrow UP indicates the vehicle upper side, and an arrow OUT indicates the vehicle width direction outer side.

  FIG. 1 shows an overall configuration of a vehicle front structure according to the present embodiment. As shown in this figure, front side frames 12 extending in the vehicle front-rear direction are disposed on both sides of a front portion 10A of a vehicle 10 of an automobile. A crash box 16 is connected to the front side frame 12 with a plate member 14 including a front plate 30 and a rear plate 34, which will be described later, interposed therebetween. A front cross member 18 extending in the vehicle width direction is connected to the lower portion of the front side frame 12. A front bumper reinforcement 20 having a cross-section “eye” shape extending in the vehicle width direction is connected to the front of the crash box 16 via a plate 19. A pulling hook 22 is connected to the front lower portion of the front cross member 18.

  2 and 7 show a main part of the vehicle front structure according to the present embodiment. As shown in FIGS. 2, 3, and 7, the front side frame 12 has a closed cross-sectional structure with a substantially rectangular cross section, and the crash box 16 has a closed cross-sectional structure with a substantially 8-shaped cross section. As shown in FIGS. 1 and 6, the lower ridge line 16A of the crash box 16 is formed to be positioned below the lower ridge line 12A of the front side frame 12, and the upper ridge line 16B of the crash box 16 is the front side. The upper edge line 12B of the frame 12 is formed at substantially the same height.

  As shown in FIGS. 2, 3, and 7, the plate member 14 includes two plates, a front plate 30 and a rear plate 34 arranged in the vehicle front-rear direction. The front side plate 30 and the rear side plate 34 are made of a rectangular member, and an upper portion on the inner side in the vehicle width direction is notched and a central portion protrudes in the inner direction.

  As shown in FIGS. 2, 4, and 5, the rear side plate 34 protrudes toward the vehicle rear side at a position overlapping the front side frame 12 and the vehicle front-rear direction when viewed from the vehicle side. The first protrusion 36 in the form of a band is provided. The first protrusion 36 is provided along the vehicle vertical direction at the center of the rear side plate 34 in the vehicle width direction. The first protrusion 36 extends obliquely from the upper part of the rear side plate 34, and has a substantially U-shaped cross section in the vehicle width direction on the lower side. The plate portion of the first projecting portion 36 and the rear side plate 34 is formed as one component, but the plate portion of the first projecting portion 36 and the rear side plate 34 may be composed of two components and joined together. .

  The front plate 30 is provided with a single belt-like second protrusion 32 that protrudes toward the vehicle rear side at a position facing the first protrusion 36. The second protrusion 32 is a bead having a substantially U-shaped cross section, and the dimensions in the vehicle vertical direction and the vehicle width direction are set smaller than those of the first protrusion 36. The second protrusion 32 is provided at the center of the front plate 30 along the vertical direction of the vehicle, and is disposed so as to fit inside the first protrusion 36. The plate thickness of the front side plate 30 and the rear side plate 34 is set to be substantially the same, for example, about 3 mm.

  As shown in FIG. 3, a plurality of bolt insertion holes 40, 42 are formed at the edges of the front side plate 30 and the rear side plate 34 on both sides in the vehicle width direction so as to be aligned with each other. Then, the bolts 44 are inserted into the bolt insertion holes 40 and 42 via the washers 45 on both sides in the vehicle front-rear direction, and the nuts 46 are fastened so that the front plate 30 and the rear plate 34 are connected in a stacked state. ing. At that time, as shown in FIG. 5, the second protrusion 32 is accommodated in the first protrusion 36, so that the section modulus is increased and the section rigidity is increased.

  As shown in FIG. 2, a rectangular opening 13 with which the first protrusion 36 is engaged is formed below the front end of the front side frame 12. The rear plate 34 is joined to the front end of the front side frame 12 by arc welding in a state where the first protrusion 36 is engaged with the opening 13. By providing the opening 13 in the front side frame 12, welding work with the rear side plate 34 is facilitated. The front side plate 30 is joined to the rear end portion of the crash box 16 by arc welding.

  Next, the operation and effect of this embodiment will be described.

  As shown in FIG. 8, when the front portion 10A of the vehicle 10 collides with the barrier 60, the crash box 16 disposed on the vehicle rear side of the front bumper reinforcement 20 is deformed, and the front plate 30 and the rear side are deformed. A compressive force acts on the front side frame 12 via the plate member 14 formed of the plate 34. At this time, the first projecting portion 36 of the rear side plate 34 and the second projecting portion 32 of the front side plate 30 are provided at positions overlapping the front side frame 12 in the vehicle front-rear direction. The rigidity of the periphery of the first protrusion 36 and the second protrusion 32 at the front end of the front end is increased.

  Accordingly, even when the lower ridge line 16A of the crash box 16 is disposed (offset) below the lower ridge line 12A of the front side frame 12, if the crash box 16 is input to the lower ridge line 16A of the crash box 16 at the time of a frontal collision, the front side The reaction force can be taken by the plate 30 and the rear side plate 34, and the crash box 16 is deformed along the vehicle longitudinal direction. That is, since the first projecting portion 36 of the front side plate 30 and the second projecting portion 32 of the rear side plate 34 are formed along the vehicle vertical direction, the front side plate 30 is applied when a thrust load is applied. And the rear plate 34 can handle the load. Thereby, the deformation load of the crash box 16 can be generated according to the performance, and the energy absorption performance is equivalent to the case where the crash box 16 and the front side frame 12 are not offset. For this reason, as shown in FIG. 9, the crash box 16 undergoes axial compression deformation along the vehicle longitudinal direction so that small wrinkles are generated. Further, bending of the front side plate 30 and the rear side plate 34 can be suppressed.

  Further, since the opening 13 of the front side frame 12 and the first projecting portion 36 of the rear side plate 34 are engaged, the rear side plate 34 and the front side frame 12 have a width when a thrust load is applied. Does not shift in the direction. For this reason, the load can be handled with the rigidity set high.

  As a result, the crash box 16 and the front side frame 12 can be axially compressed and deformed as intended along the vehicle front-rear direction during a frontal collision. Further, as shown in FIG. 8, since the collision load can be uniformly input to the front side frame 12, the front end portion 12C of the front side frame 12 is suppressed from being deformed upwardly. For this reason, it is possible to prevent the suspension tower 52 of the front wheel tire (not shown) provided at the upper rear side of the front side frame 12 from retreating due to the deformation of the front end portion 12C of the front side frame 12. Thereby, it can suppress that the suspension tower 52 interferes with the dash panel 50 arrange | positioned at the vehicle rear side.

  10 and 11 show the vehicle front structure of the first comparative example. In this vehicle front portion structure, the crash box 16 is connected to the front side frame 12 disposed in the front portion 70A of the vehicle 70 with a plate member 72 including a front side plate 74 and a rear side plate 76 interposed therebetween. . The front side plate 74 is joined to the rear end portion of the crash box 16 by arc welding. The rear side plate 76 is joined to the front side frame 12 by arc welding.

  As shown in FIG. 11, the front side plate 74 and the rear side plate 76 are made of rectangular plate-like members, and the first protrusion and the second protrusion are not provided. The front plate 74 and the rear plate 76 have substantially the same thickness, but are set to be thicker than the front plate 30 and the rear plate 34 (see FIG. 1). For example, the plate thickness of the front plate 74 and the rear plate 76 is set to 1.9 times the plate thickness of the front plate 30 and the rear plate 34 (see FIG. 1). Further, the rear plate 76 is formed with a circular opening 78A having a large diameter at the center part and two small circular openings 78B above and below the opening 78A in order to reduce the weight.

  In the vehicle front structure of the comparative example 1, the plate thickness of the front side plate 74 and the rear side plate 76 is set to be thick, so that the rigidity in the vicinity of the front end portion of the front side frame 12 is increased. For this reason, even if the lower ridge line 16A of the crash box 16 is arranged (offset) below the lower ridge line 12A of the front side frame 12, if it is input to the lower ridge line 16A of the crash box 16 at the time of a frontal collision, The reaction force can be taken by the side plate 74 and the rear side plate 76, and the crash box 16 is deformed along the vehicle longitudinal direction. At that time, the deformation load of the crash box 16 can be generated according to the performance, and the bending of the front side plate 74 and the rear side plate 76 can be suppressed.

  12 and 13 show the vehicle front structure of the second comparative example. In this vehicle front structure, a plate member 102 including two front side plates 104 and a rear side plate 106 is disposed between the front side frame 12 and the crash box 16. The front side plate 104 and the rear side plate 106 are not provided with the first protrusion and the second protrusion as in the present invention. Further, the front plate 104 and the rear plate 106 have substantially the same thickness, but are set thinner than the front plate 74 and the rear plate 76 (see FIG. 10). For example, the thicknesses of the front side plate 104 and the rear side plate 106 are both set to about 3 mm.

  In the vehicle front structure of the comparative example 2, when the vehicle front portion 100A collides with the barrier 60, the crash box 16 is deformed as shown in FIG. Thus, the front side plate 104 and the rear side plate 106 are deformed.

  That is, when the lower ridge line 16A of the crash box 16 is disposed (offset) below the lower ridge line 12A of the front side frame 12, when the crash box 16 is input during a frontal collision, the front plate 104 and A uniform reaction force cannot be taken up and down by the rear side plate 106, and the deformation of the crash box 16 becomes non-uniform. Further, as shown in FIG. 12, it is impossible to uniformly input a collision load to the front side frame 12, and the front end portion 12C of the front side frame 12 is deformed upwardly (arrow A in FIG. 12). reference). For this reason, the retraction amount of the suspension tower 52 provided in the upper part inside the vehicle rear side of the front side frame 12 increases.

  FIG. 14 shows a graph of the relationship between the load and time input to the lower edge 16A of the crash box 16 in the vehicle front structure of the first embodiment, comparative example 1 and comparative example 2. The target value in FIG. 14 is set to a value at which the plate member disposed between the crash box 16 and the front side frame 12 is not bent. As shown in this graph, it is confirmed that the load input to the lower ridge line 16A of the crash box 16 approaches the target value in the vehicle front structure of the comparative example 1 compared to the vehicle front structure of the comparative example 2. it can. Furthermore, it can be confirmed that the load input to the lower ridge line 16A of the crash box 16 exceeds the target value in the vehicle front structure of the first embodiment as compared with the vehicle front structure of the comparative example 1.

[Supplementary explanation of the embodiment]
(1) In the first embodiment described above, one first protrusion 36 is provided on the rear side plate 34 and one second protrusion 32 is provided on the front side plate 30. Not limited to this, a plurality of first protrusions and second protrusions may be provided. Thereby, the rigidity around the first protrusion and the second protrusion at the front end of the front side frame 12 is further increased.

  (2) In the first embodiment described above, the first protrusion 36 of the rear plate 34 and the second protrusion 32 of the front plate 30 are provided along the vehicle vertical direction. Not limited to this, the first protrusion and the second protrusion may be provided in a direction intersecting the vehicle vertical direction.

  (3) In 1st Embodiment mentioned above, the 1st protrusion part 36 of the back side plate 34 and the 2nd protrusion part 32 of the front side plate 30 are provided so that it may protrude toward the vehicle rear side. However, the present invention is not limited thereto, and the first projecting portion and the second projecting portion may be provided so as to project toward the vehicle front side. In this case, the first protrusion of the rear plate is formed smaller than the second protrusion of the front plate, and the second protrusion is disposed outside the first protrusion (second The first protruding portion is housed in the protruding portion. Thereby, the rigidity of the periphery of the 1st protrusion part of the front-end part of the front side frame 12, and the 2nd protrusion part can be improved, and the bending of a front side plate and a back side plate can be suppressed.

1 is a schematic side view showing a front portion of a vehicle to which a vehicle front structure according to a first embodiment is applied. It is a perspective view showing the whole vehicle front part structure concerning a 1st embodiment. FIG. 3 is an exploded perspective view showing an overall configuration of the vehicle front portion structure shown in FIG. 2. (A) is a single perspective view of the front side plate and the rear side plate shown in FIG. 2, and (B) is a perspective view showing the front side plate and the rear side plate shown in FIG. 2 in contact with each other. It is sectional drawing which shows the front side plate and back side plate which are used for the vehicle front part structure shown in FIG. FIG. 3 is a cross-sectional plan view showing a vehicle front side of the vehicle front structure shown in FIG. 2. FIG. 3 is a perspective view of the entire configuration of the vehicle front structure shown in FIG. 2 as viewed from the vehicle front side. FIG. 3 is a side view showing a state of a front portion of a vehicle at the time of a frontal collision of the vehicle to which the vehicle front portion structure shown in FIG. 2 is applied. It is a partial side view which shows the deformation | transformation state of the vehicle front part structure at the time of front collision. It is a schematic side view which shows the front part of the vehicle to which the vehicle front part structure of the comparative example 1 was applied. It is a perspective view which shows the whole structure of a vehicle front part structure. (A) is a perspective view of the front side plate and the rear side plate shown in FIG. 10, and (B) is a perspective view showing the front side plate and the rear side plate shown in FIG. 10 in contact with each other. It is a side view which shows the state of the vehicle front part at the time of the front collision of the vehicle of the vehicle front part structure of the comparative example 2. FIG. It is a partial side view which shows the deformation | transformation state at the time of front collision of the vehicle front part structure of the comparative example 2. It is a graph which shows the relationship between the load input into the crash box in the vehicle front part structure of 1st Embodiment, the comparative example 1, and the comparative example 2, and time.

Explanation of symbols

10 vehicle 10A front part 12 front side frame (frame)
12A Lower ridge line 16 Crash box 16A Lower ridge line 30 Front plate 32 Second protrusion 34 Rear side plate 36 First protrusion

Claims (3)

A vehicle front structure comprising: a frame disposed in a vehicle front-rear direction at a front portion of a vehicle; and a crash box having a lower ridge line disposed below a lower ridge line of the frame on a vehicle front side of the frame. There,
Between the crash box and the frame,
A rear plate coupled to the frame and having at least one strip-shaped first protrusion formed at a position overlapping the frame in the vehicle longitudinal direction;
A front plate connected to the crush box and connected to the rear plate, and formed with at least one strip-shaped second protrusion disposed inside or outside the first protrusion;
A vehicle front structure characterized by comprising:   The first projecting portion and the second projecting portion are formed so as to project toward the rear side of the vehicle, and the second projecting portion is housed in the first projecting portion. The vehicle front structure according to claim 1.   The said 1st protrusion part and the said 2nd protrusion part are formed in the direction which cross | intersects with respect to a vehicle up-down direction or a vehicle up-down direction. Vehicle front structure.

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