JP2009166747A - Vehicle body front section structure of vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a vehicle body front section structure of vehicle, in which aerodynamic performance is improved by an upper nose part, pedestrian protection performance is improved by both of upper nose and intermediate nose parts, pedestrians are protected in a wide range of a whole nose part, and in particular, the upper nose part and the intermediate nose part are respectively function as a protection area for children and a protection area for adults. <P>SOLUTION: The vehicle body front section structure of a vehicle has a front nose part 50, the intermediate nose part 51, and a front wind panel. The structure further has the upper nose part 56 extended in a vehicle width direction, while being separated upward from the front nose part 50 by a predetermined distance. A lift drive means 72 lifting the intermediate nose part 51 in the rear of the upper nose 56 by a predetermined amount when contact between the vehicle and a pedestrian is detected or predicted, is provided. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention is provided with a front nose portion that extends obliquely rearward from the front of the vehicle, an intermediate nose portion that extends rearward continuously from the front nose portion and forms a vehicle body front outer surface, and a rear portion of the intermediate nose portion. The present invention relates to a front vehicle body structure of a vehicle including a front window panel (consent with front window glass) that covers the front of a vehicle compartment so that the outside of the vehicle can be visually recognized.

In general, in order to improve the aerodynamic characteristics of the vehicle, it is preferable to set the height position of the nose panel extending obliquely rearward from the front of the vehicle to be low and dispose a spoiler above the front end of the nose panel. Are known.
That is, as disclosed in Patent Document 1, a nose panel disposed with an inclined upper surface, and a bumper member (floating type) disposed away from the inclined upper surface of the nose panel. And the bumper member is formed so as to have a spoiler function.

  According to the conventional structure disclosed in this Patent Document 1, the nose panel and the bumper member can be formed while reducing the nose of the vehicle, keeping the bonnet line low, and allowing the bumper member to function as a spoiler. It is possible to improve the aerodynamic characteristics by reducing the aerodynamic resistance by flowing the running wind introduced through the opening between the bonnet, the front window glass and the roof.

Patent Document 2 discloses a vehicle having an opening between a nose panel and a bumper member (floating type spoiler) disposed above the nose panel and having a spoiler function. Further, there is disclosed a configuration in which an opening for introducing a traveling wind is provided so that the traveling wind is effectively used to cool the engine room, the oil cooler, or introduce the intake air into the engine.
According to the conventional structure disclosed in Patent Document 2, it is possible to achieve both improvement of aerodynamic characteristics and effective use of traveling wind.

Further, in Patent Document 3, in a vehicle front body structure in which a spoiler extending in the vehicle width direction and spaced apart from the front end nose portion of the vehicle is disposed, the spoiler cushions a load from above. There is disclosed a structure in which a traveling wind inflow opening is formed between the lower surface of the spoiler and the upper surface of the front end nose portion.
According to the conventional structure disclosed in Patent Document 3, it is possible to achieve both aerodynamic characteristics with a spoiler and pedestrian protection with a buffer.

However, in the conventional structure disclosed in Patent Document 3, in the front end nose corresponding portion as the spoiler arrangement portion provided with the buffer portion, the pedestrian leans to the spoiler when contacting the vehicle and the pedestrian. However, when the pedestrian (particularly, its head) tilts further rearward than the rear end of the spoiler, the pedestrian protection performance is lowered.
In such a front body structure of a vehicle, further improvement of aerodynamic characteristics is required, and at the same time, when the vehicle contacts or collides with a pedestrian, the pedestrian is appropriately protected throughout the bonnet. Further improvement in safety (pedestrian protection performance) is required.

Japanese Patent Laid-Open No. 5-69861 JP 9-86449 A JP 2001-138963 A

  In view of this, the present invention includes an upper nose portion that extends in the vehicle width direction with a predetermined distance above the front nose portion, and the contact between the vehicle and the pedestrian is detected or predicted in the intermediate nose portion behind the upper nose portion. The upper nose portion improves the aerodynamic performance, and the upper nose and the intermediate nose portion improve the pedestrian protection performance. It is intended to provide a vehicle body structure that can protect pedestrians over a wide area of the entire nose part, and in particular, can share a child protection area and an adult protection area between the upper nose part and the intermediate nose part. And

  A vehicle front body structure according to the present invention includes a front nose portion that extends obliquely rearward from the front of the vehicle, an intermediate nose portion that extends rearward continuously from the front nose portion and forms a front outer surface of the vehicle body, and the intermediate A front windscreen structure for a vehicle comprising a front wind panel that covers the front of a passenger compartment provided behind the nose so that the outside of the vehicle can be visually recognized, and has a predetermined interval above the front nose. Lift drive means comprising an upper nose portion that is spaced apart and extends in the vehicle width direction, and lifts the intermediate nose portion behind the upper nose portion upward by a predetermined amount when contact between the vehicle and a pedestrian is detected or predicted. It is provided.

According to the above configuration, the passage through which the traveling wind can pass is formed between the lower surface of the upper nose portion and the upper surface of the front nose portion, and the upper nose portion acts as a spoiler, thereby improving the aerodynamic characteristics. be able to.
Further, when the vehicle comes into contact with the pedestrian, a pedestrian who falls to the upper front of the vehicle is received by the upper nose portion, so that the pedestrian protection performance can be improved.

In addition, when the contact between the vehicle and the pedestrian is detected or predicted, the lift driving means lifts the intermediate nose portion upward by a predetermined amount, so that the pedestrian can be protected even in the intermediate nose portion. .
In other words, the pedestrian protection performance can be improved by both the upper nose portion and the intermediate nose portion located behind the upper nose portion, and pedestrian protection can be achieved over a wide range of the entire nose portion.

  In particular, the upper nose portion and the intermediate nose portion can share the child protection area and the adult protection area. That is, the upper nose portion corresponds to an area that protects a relatively short child, and the intermediate nose portion corresponds to an area that protects an adult who is relatively tall. Become.

In one embodiment of the present invention, the lift driving means lifts the intermediate nose portion to a height higher than that of the upper nose portion.
According to the above configuration, the pedestrian can be protected in a wide range in the vehicle front-rear direction by the upper nose portion and the intermediate nose portion that has been lifted.

In one embodiment of the present invention, a bonnet opening is provided in the intermediate nose portion, a bonnet member covering the bonnet opening is provided, and the lift driving means lifts the bonnet member.
According to the said structure, since the bonnet member which covers a bonnet opening was provided, serviceability of a bonnet lower space (for example, in an engine room) can be ensured with aerodynamic characteristic improvement and pedestrian protection performance improvement.

  In one embodiment of the present invention, the lift driving means is provided between the bonnet member and the vehicle body at a rear portion of the bonnet member, and a link following the lift driving means is provided in the middle or front of the bonnet member. A mechanism is provided.

According to the above-described configuration, the bonnet member can be lifted up corresponding to pedestrian protection by the minimum necessary lift driving means provided at the rear of the bonnet member, and the link mechanism is provided, Since the bonnet member can be lifted and moved to a height substantially above the extension line of the upper nose portion, the pedestrian protection performance can be further improved.
Further, since the lift driving means is provided on the vehicle body, the support rigidity of the lift driving means can be ensured.

In one embodiment of the present invention, the upper nose portion is formed so as to be capable of absorbing energy with respect to a load in the vertical direction.
According to the said structure, since an upper nose part absorbs an impact load (energy) to an up-down direction, a pedestrian's head can be appropriately protected especially in a child protection area.

In one embodiment of the present invention, a rectifying passage that allows rectification by passing running air between the front nose portion and the upper nose portion is formed, and a rectifying lower surface portion that forms a lower surface portion of the rectifying passage; The upper surface of the intermediate nose portion and the front surface of the front window panel are formed in a substantially continuous shape at a predetermined angle.
The predetermined angle described above may be set in a range of about 20 degrees to 25 degrees with respect to the horizontal plane, preferably 22 degrees.

  According to the above configuration, in addition to the formation of the rectifying passage, the rectifying lower surface portion, the intermediate nose portion upper surface and the front wind panel front surface are substantially continuous at a predetermined angle, so that aerodynamic characteristics can be improved, It is possible to improve the forward visibility by setting the entire nose line to be low at a predetermined angle, and it is also possible to shorten the front overhang by reducing the nose.

In one embodiment of the present invention, a power train for driving the vehicle is disposed below the intermediate nose portion.
According to the above configuration, since the power train is disposed below the intermediate nose portion, the degree of freedom in space in front of the power train is expanded, and the degree of freedom in layout such as the height and inclination angle of the front nose portion can be secured.

  According to the present invention, the upper nose portion that extends in the vehicle width direction with a predetermined interval above the front nose portion is provided, and the contact between the vehicle and the pedestrian is detected or predicted at the intermediate nose portion behind the upper nose portion. Since the lift drive means for lifting a predetermined amount upward is provided, the aerodynamic performance is improved at the upper nose part, and the pedestrian protection performance is improved by both the upper nose and the intermediate nose part. In addition, pedestrian protection can be achieved over a wide area of the entire nose portion, and in particular, there is an effect that the child protection area and the adult protection area can be shared by the upper nose portion and the intermediate nose portion.

  The purpose is to improve aerodynamic performance and pedestrian protection performance, to protect pedestrians over a wide area of the entire nose, and to share the child protection area and adult protection area between the upper nose part and the intermediate nose part from the front to the rear of the vehicle A front nose portion extending in a slanted manner, an intermediate nose portion that continuously extends rearward from the front nose portion and forms a front outer surface of the vehicle body, and a front side of a vehicle compartment provided behind the intermediate nose portion A vehicle front body structure including a front wind panel that is covered so as to be visible, and includes an upper nose portion that extends in the vehicle width direction with a predetermined distance above the front nose portion, and is located behind the upper nose portion. The intermediate nose portion is provided with lift drive means for lifting a predetermined amount upward when contact between the vehicle and the pedestrian is detected or predicted. It was realized in the formation.

An embodiment of the present invention will be described in detail with reference to the drawings.
The drawings show the front body structure of the vehicle. First, the overall structure of the vehicle will be described in detail with reference to FIGS. Here, FIG. 1 is a side view of the vehicle, FIG. 2 is a plan view of the vehicle, and FIG. 3 is a front view of the vehicle.

  In FIG. 1, a dash lower panel 3 is provided as a dash panel that partitions the engine room 1 and the vehicle compartment 2 in the front-rear direction, and a floor panel 4 extending substantially horizontally toward the rear is integrally formed at the bottom of the dash lower panel 3. Or it is connected continuously. The floor panel 4 is a panel that forms the floor surface of the passenger compartment 2, and a kick-up portion 5 that rises upward and a rear seat pan 6 that is concave in side view are formed at the rear of the floor panel 4. A rear floor 8 (floor panel) is connected to the rear seat pan 6 via a bulkhead 7.

As shown in FIGS. 1 and 2, a tunnel portion 9 that protrudes into the passenger compartment 2 and extends in the front-rear direction of the vehicle is provided at the vehicle width direction center portion of the floor panel 4 described above. The tunnel portion 9 extends between the dash lower panel 3 and the bulkhead 7 in the longitudinal direction of the vehicle, and the tunnel portion 9 (floor tunnel) is the center of the vehicle body rigidity.
A tunnel member (so-called high-mount backbone frame) extending in the front-rear direction of the vehicle is provided at the upper part of the tunnel part 9 along the upper part of the tunnel part 9 to improve the rigidity of the lower vehicle body. You may comprise as follows.

  Further, as shown in FIGS. 2 and 3, side sills 10 extending in the front-rear direction of the vehicle are bonded and fixed to the left and right sides of the floor panel 4 described above. The side sill 10 is a vehicle body rigid member having a side sill closed cross section 13 that is joined and fixed to a side sill inner 11 and a side sill outer 12 and extends in the front-rear direction of the vehicle. A side sill reinforcement may be provided in the side sill closed section 13 as necessary.

  Further, as shown in FIGS. 1 and 2, the vertical wall of the tunnel portion 9 and the side sill inner 11 are disposed on the floor panel 4 at the intermediate portion in the front-rear direction between the dash lower panel 3 and the kick-up portion 5. The floor cross members 14, 14 having a left and right split structure are provided to connect the vertical wall of the left and right walls in the vehicle width direction, and a closed cross section 15 extending in the vehicle width direction is provided between the floor cross member 14 and the floor panel 4. Is forming. The floor cross member 14 may be a cross member having a left-right integrated structure straddling the tunnel portion 9.

  As shown in FIG. 2, a pair of left and right floor frames 16, 16 extending in the front-rear direction of the vehicle are provided at the lower portion of the floor panel 4 at the intermediate portion in the vehicle width direction between the tunnel portion 9 and the side sill 10 described above. A closed cross section extending in the front-rear direction of the vehicle is formed between the floor frame 16 and the above-described floor panel 4 by being bonded and fixed.

  As shown in FIGS. 1 and 2, a pair of left and right rear side frames 17 and 17 (rear frame) extending in the front-rear direction of the vehicle are joined and fixed to both lower sides of the rear floor 8. A closed cross section extending in the front-rear direction of the vehicle is formed between the rear floor 8 and the front portions of the pair of left and right rear side frames 17, 17 overhang the rear portions of the pair of left and right side sills 10, 10 in the vehicle front-rear direction. It extends forward to the position where it wraps.

On the other hand, a pair of left and right front side frames 18 and 18 are provided as front frames extending in the front-rear direction of the vehicle on the left and right sides of the engine room 1. As shown in FIG. 1, these left and right front side frames 18 and 18 have rear portions (so-called kick-up portions) extending downward along the front surface of the dash lower panel 3, and the rear end portions of the front side frames 18 are the above-mentioned. As shown in FIG. 2, the front side frame 18 and the floor frame 16 are connected to the front end portion of the floor frame 16 in a substantially straight line in the front-rear direction of the vehicle as viewed from above. .
Here, the side sill 10, the floor cross member 14, the floor frame 16, the rear side frame 17, and the front side frame 18 described above are vehicle body rigidity members, and these vehicle body rigidity members are configured to ensure vehicle body rigidity. ing.

  As shown in FIG. 2, a front cross member 19 (so-called No. 1.5 cross member) having a closed cross-sectional structure extending in the vehicle width direction is provided between the pair of left and right front side frames 18, 18. Bumper rain 21 extending in the vehicle width direction is provided in front of the front side frames 18 and 18 via crash cans 20 and 20 (collision energy absorbing members).

In the vehicle width direction intermediate portion of the bumper rain 21, an intermediate receding portion 21 A that recedes backward is formed, and side receding portions 21 B and 21 C that recede backward are also formed at both ends of the bumper rain 21. The whole shape seen from the plane is W-shaped. The side receding portions 21B and 21C described above are formed, and as shown in FIG. 2, the overall shape of the bumper rain 21 viewed from the plane is a W-shape. By providing the above-described side receding portions 21B and 21C, the degree of freedom in design of the vehicle front portion is ensured.
Further, the intermediate receding part 21A of the bumper rain 21 and the central part in the vehicle width direction of the front cross member 19 are connected by a crash can 22 (collision energy absorbing member).

  As shown in FIGS. 1 to 3, in the vicinity of the front cross member 19, a radiator 24 having a fan 23 at the rear is inclined in a front, low, and rear height between the pair of left and right front side frames 18 and 18. The slant is arranged. The radiator 24 is disposed in front of an engine 25 described later.

  As shown in FIGS. 1 and 2, a power train 27 including an engine 25 and a transmission 26 is disposed on the rear portion in the engine room 1 and on the vehicle exterior side (that is, on the lower side) of the tunnel portion 9. A so-called front midship engine vehicle is formed by reversing the engine 25 as an object in the center of the vehicle as much as possible.

  Further, a propeller shaft 29 for transmitting the output of the transmission 26 to the rear differential device 28 is provided on the vehicle outer side (lower side) of the tunnel portion 9 described above, and the differential output of the rear differential device 28 is transmitted to the left and right drives. The vehicle is configured to transmit differentially to the left and right rear wheels 31 and 31 via the shafts 30 and 30 (see FIG. 2), thereby forming an FR (front engine rear wheel drive) type vehicle.

  On the other hand, as shown in FIG. 2, a driver's seat 32 and a passenger seat 33 are juxtaposed in the vehicle width direction at positions corresponding to the floor cross member 14 and the vertical direction in the passenger compartment 2. These front row seats are bucket seats (separate seats) each provided with a seat cushion 34 and a seat back 35. In this embodiment, the driver's seat 32 is disposed on the left side to form a left-hand drive vehicle, but it is needless to say that it may be a right-hand drive vehicle.

As shown in FIGS. 1 and 2, a rear seat 36 is disposed in a position corresponding to the rear seat pan 6 in the passenger compartment 2. The rear row seat is a bench-type seat provided with a seat cushion 37 and a seat back 38, but the rear seat 36 may be a separate seat.
In the figure, 39 is a steering wheel, 40 is an instrument panel, 41 is a steering rack, 42 is a sub-frame for supporting a front suspension (not shown), 43 is a front wheel, 44 is a lower part of the rear seat pan 6 and a bulkhead. 7 is a fuel tank provided at a rear portion of the fuel tank.

Next, the front body structure of the vehicle will be described in detail.
FIG. 4 is an enlarged side view of the main part of FIG. 1. As shown in FIGS. 1 and 4, the vehicle includes a front nose portion 50 that extends obliquely rearward from the front of the vehicle, and the front nose portion 50. An intermediate nose portion 51 that continuously extends rearward and forms the front outer surface of the vehicle body, and a front wind panel that covers the front of the vehicle compartment 2 provided behind the intermediate nose portion 51 so that the outside of the vehicle can be visually recognized ( It agrees with the front window glass, but it may be made of glass or synthetic resin, and is simply abbreviated as “front window” 52).

  As shown in FIG. 3, the above-described front window 52 covers the front window opening formed between the left and right front pillars 53, 53, the front end of the roof portion 54, and the upper end of the cowl portion. While the lower end of the window 52 is supported by a cowl (not shown), a pair of wiper devices 55 and 55 for wiping the front window 52 are provided below the front window 52 as shown in FIG. It has been.

As shown in FIGS. 3 and 4, an upper nose portion 56 extending in the vehicle width direction is provided above the front nose portion 50 and spaced apart by a predetermined distance.
The upper nose portion 56 includes a urethane foam member 57 as an EA member (energy absorber member) capable of absorbing energy, and a resin outer skin 58 that covers the outside of the urethane foam member 57. It is formed so as to be able to absorb energy with respect to the load.

  As shown in FIG. 3, the upper nose portion 56 is formed in a gently curved surface with the center in the vehicle width direction positioned upward, and both side portions in the vehicle width direction of the upper nose portion 56 are Via the nose part 50, it is comprised so that it may continue with the left and right front fenders 59 and 59.

  As shown in FIG. 2, the upper nose portion 56 has a central front end in the vehicle width direction positioned in front of the above-described intermediate retracted portion 21 </ b> A, and a central rear end substantially corresponding to the center of the front wheel 43. Is set to be located.

  Further, as shown in FIGS. 3 and 4, a rectifying passage 60 is formed between the front nose portion 50 and the upper nose portion 56 described above, which can rectify by passing the traveling wind. That is, the upper nose portion 56 of this embodiment is configured to serve as a bumper function, a spoiler function, and a pedestrian protection function.

  Further, as shown in FIG. 1, a rectifying lower surface portion 60a (see FIG. 4) that forms the lower surface portion of the rectifying passage 60, the upper surface of the intermediate nose portion 51, and the front surface of the front window 52 are predetermined. Are formed in a substantially continuous shape at an angle θ.

In this embodiment, the rectifying lower surface portion 60a (see FIG. 4), the upper surface of the intermediate nose portion 51, and the front surface of the front window 52 are about 20 degrees with respect to the horizontal plane (HOR) as shown in FIG. It is inclined in a front-rear-rear-high state at an angle θ between 25 degrees.
Here, the angle θ is most preferably 22 degrees out of 20 to 25 degrees. Further, when the angle θ is set in the range of 20 to 25 degrees, the aerodynamic drag coefficient can be improved by Cd = 0.27, and the aerodynamic characteristics can be improved.

  On the other hand, the power train 27 for driving the vehicle, in particular, the engine 25 thereof is disposed below the above-described intermediate nose portion 51, and is configured to increase the degree of freedom of space in front of the engine 25. That is, by disposing the engine 25 below the intermediate nose portion 51, the engine 25 as a heavy object can be laid out as close to the vehicle center as possible to reduce the yaw moment of inertia. Of course, the degree of freedom in space ahead of the engine 25 is increased, and the degree of freedom in layout such as the height of the front nose 50 and the inclination angle is secured.

As shown in FIGS. 3 and 4, the pair of front side frames 18, 18 described above are provided below the front nose portion 50 and the intermediate nose portion 51, and the pair of front side frames 18, 18 The intermediate receding portion 21A of the bumper rain 21 provided in the front is formed so as to recede backward below the front nose portion 50 described above. With this receding structure, the height of the front end portion of the front nose portion 50 is increased. It is set to be low so as to reduce the nose and shorten the front overhang.
Further, as shown in FIG. 2, left and right side retreating portions 21 </ b> B and 21 </ b> C that retreat backward are formed at both ends of the bumper rain 21, respectively, so that the degree of freedom in designing the front portion of the vehicle is improved. is doing.

By the way, the intermediate nose 51 is provided with a bonnet opening 70 as shown in FIGS. 5 and 6 and a bonnet member 71 covering the bonnet opening 70.
Here, as shown in FIG. 5, the opening range of the bonnet opening 70 corresponds to the position where the dash lower panel 3 is disposed from the rear end of the front nose portion 50, and the length of the bonnet member 71 in the vehicle width direction. As shown in FIGS. 2 and 3, the both end portions are set to predetermined lengths in the vehicle width direction at positions corresponding to intermediate positions of the front wheels 43 in the vehicle width direction.

In addition, when the contact between the vehicle and the pedestrian is detected by a G sensor or the like or is predicted by a proximity sensor or the like, there is provided lift driving means 72 that lifts the bonnet member 71 upward by a predetermined amount.
As shown in FIGS. 6 and 7, the lift driving means 72 is attached to a hinge base 74 fixed to a vehicle body 73 such as a cowl side front or an apron reinforcement, and is attached to the hinge base 74 via a fulcrum 75. The lift arm 76 and an actuator 77 provided between the vehicle body 73 and the middle of the lift arm 76 are provided.

  The actuator 77 moves up in a multistage manner when the explosive explosive explodes, while the actuator 77 moves down while exhibiting an EA function (energy absorption function) when a load from above is applied. And a plurality of movable parts 77b.

In this embodiment, a long hole 76 a is formed in the free end portion of the lift arm 76 described above.
On the other hand, a hinge bracket 78 is attached to the rear lower surface of the bonnet member 71, and the hinge bracket 78 and the lift arm 76 are connected by a connecting member 79 such as a connecting pin disposed in the elongated hole 76a. ing.

  That is, the above-described lift driving means 72 is provided between the bonnet member 71 and the vehicle body 73 at the rear portion of the bonnet member 71. More specifically, the vehicle body 73 such as a cowl side front or an apron reinforcement is provided. In contrast, a total of two bonnet members 71 are provided on both side portions in the vehicle width direction.

  In addition, the front end portion of the bonnet member 71 described above is rotatably supported by the lower part of the rear end of the front nose portion 50 as the front edge of the bonnet opening 70 via a hinge 80 (hinge member). Instead of the configuration in which the hinge 80 is provided at the lower portion of the rear end of the front nose portion 50, a configuration in which the hinge 80 is provided in the suspension tower may be employed.

  FIG. 4 shows a normal state where the above-described lift driving means 72 is not operating. Under this state, the upper surface of the intermediate nose portion 51 including the rectifying lower surface portion 60a and the bonnet member 71 in order to improve the aerodynamic characteristics. And the front surface of the front window 52 are substantially continuous at a predetermined angle θ as shown in FIGS.

  When contact between the vehicle and the pedestrian is detected or predicted, the gunpowder in the base portion 77a of the actuator 77 in the lift driving means 72 explodes and the plurality of movable portions 77b move up in a multistage manner. The arm 76 pivots upward about the fulcrum 75, and the bonnet member 71 is lifted upward by a predetermined amount with the hinge 80 as a fulcrum, so that the state shown in FIGS.

The lift state of the bonnet member 71 is configured so that the bonnet member 71 is lifted and moved beyond the height of the upper nose portion 56, as indicated by a phantom line in FIG.
In FIG. 7, arrow F indicates the front of the vehicle, and arrow R indicates the rear of the vehicle.

The operation of the front body structure of the vehicle configured as described above will be described.
When the vehicle is traveling forward, a traveling wind from the front is relatively blown against the vehicle, and the traveling wind hits the front of the vehicle body and blows through the upper nose portion 56 and the inside of the rectifying passage 60. It can be divided into the wind that blows through (see the dotted arrow in FIG. 4), and a pressing force (so-called down force) is generated from the short surface to the long surface according to the blade theory.

  For this reason, the front body structure of the vehicle provided with the upper nose portion 56 receives a force that is generally pressed against the road surface, and the ground contact force of the front wheels 43 and 43 is increased, thereby improving the running stability. As described above, the aerodynamic characteristics of the upper nose portion 56 are ensured, and the running performance is improved by improving the running stability of the vehicle.

  Moreover, the rectifying lower surface 60a, the upper surface of the intermediate nose 51 including the upper surface of the bonnet member 71, and the front of the front window 52 are approximately 20 to 25 degrees with respect to the horizontal plane (HOR) as shown in FIG. Since the front and rear surfaces are inclined at an angle θ between them, the aerodynamic characteristics can be further improved by improving the air drag coefficient.

  On the other hand, when the contact between the vehicle and the pedestrian is detected or predicted, the bonnet member 71 of the intermediate nose 51 is lifted up by a predetermined amount, and the pedestrian's head that tilts toward the vehicle side, particularly The head of an adult who is relatively tall can be protected.

In the case of a relatively short child, when the vehicle comes into contact with the pedestrian (child), the head of the child that tilts toward the vehicle corresponds to the position of the upper nose portion 56. The energy absorbing action of the child can protect the child's head.
In short, the upper nose portion 56 and the bonnet member 71 having the EA function can share the child protection area and the adult protection area. In addition, the simple lift-up structure of the bonnet member 71 can absorb the impact at the time of collision and improve the pedestrian protection performance.

  1 to 7, the front body structure of the vehicle of the embodiment shown in FIGS. 1 to 7 extends rearward continuously from the front nose portion 50, and the front nose portion 50 extending obliquely rearward from the front of the vehicle. An intermediate nose 51 that forms a front outer surface of the vehicle body, and a front window 52 that covers the front of the vehicle compartment 2 provided behind the intermediate nose 51 so that the outside of the vehicle can be visually recognized. The front body structure includes an upper nose portion 56 extending in the vehicle width direction with a predetermined distance above the front nose portion 50, and the intermediate nose portion 51 behind the upper nose portion 56 (see, in particular, the bonnet member 71). ) Is provided with lift drive means 72 that lifts a predetermined amount upward when contact between the vehicle and a pedestrian is detected or predicted (see FIGS. 1 and 5).

According to this configuration, a passage through which traveling wind can pass is formed between the lower surface of the upper nose portion 56 and the upper surface of the front nose portion 50, and the upper nose portion 56 acts as a spoiler. Improvements can be made.
Further, when the vehicle comes into contact with the pedestrian, a pedestrian who falls to the upper front of the vehicle is received by the upper nose portion 56, so that the pedestrian protection performance can be improved.

Moreover, when the contact between the vehicle and the pedestrian is detected or predicted, the above-described lift driving means 72 lifts the intermediate nose portion 51 (particularly, the bonnet member 71) upward by a predetermined amount. Pedestrian protection can also be achieved with the part 51 (see in particular the bonnet member 71).
That is, both the upper nose portion 56 and the intermediate nose portion 51 (see the bonnet member 71) located behind the upper nose portion 56 improve the pedestrian protection performance and protect the pedestrian over a wide range of the entire nose portion. Can be achieved.

  In particular, the upper nose portion 56 and the intermediate nose portion 51 (see the bonnet member 71) can share the child protection area and the adult protection area. That is, the upper nose portion 56 corresponds to an area that protects a relatively short child, and the intermediate nose portion 51 (see the bonnet member 71) corresponds to an area that protects a relatively tall adult. It becomes easy to set the amount of absorption.

Further, the lift driving means 72 lifts the intermediate nose portion 51 (especially, the bonnet member 71) beyond the height of the upper nose portion 56 (see FIG. 5).
According to this configuration, the pedestrian can be protected in a wide range in the vehicle front-rear direction by the upper nose portion 56 and the intermediate nose portion 51 (see the bonnet member 71) that has been lifted.

Further, the intermediate nose 51 is provided with a bonnet opening 70, a bonnet member 71 covering the bonnet opening 70 is provided, and the lift driving means 72 lifts the bonnet member 71 (FIG. 5). reference).
According to this configuration, since the bonnet member 71 covering the bonnet opening 70 is provided, the bonnet member 71 is forcibly lifted manually in addition to the explosive explosive explosion, in addition to the improvement of the aerodynamic characteristics and the pedestrian protection performance. As shown in FIG. 5, the lift-up is performed, so that the serviceability of the hood lower space (for example, in the engine room 1) can be ensured.

In addition, the upper nose portion 56 is formed so as to be capable of absorbing energy with respect to a load in the vertical direction (see FIG. 5).
According to this configuration, since the upper nose portion 56 absorbs the impact load (energy) in the vertical direction, the pedestrian's head can be appropriately protected particularly in the child protection area. Here, the energy absorption by the upper nose portion 56 includes both energy absorption by the urethane foam member 57 and energy absorption by bending of the entire upper nose portion 56.

Further, a rectifying passage 60 is formed between the front nose portion 50 and the upper nose portion 56 to allow running air to pass therethrough, and a rectifying lower surface portion 60a that forms a lower surface portion of the rectifying passage 60; The upper surface of the nose portion 51 (including the upper surface of the bonnet member 71) and the front surface of the front window 52 are formed in a substantially continuous shape at a predetermined angle θ (see FIGS. 1 and 4).
As described in the embodiment, the predetermined angle θ described above is set in a range of about 20 degrees to 25 degrees with respect to the horizontal plane HOR, preferably 22 degrees.

  According to this configuration, in addition to the formation of the rectifying passage 60, the rectifying lower surface portion 60a, the intermediate nose portion 51 (including the upper surface of the bonnet member 71) and the front surface of the front window 52 are substantially continuous at a predetermined angle θ. Therefore, the aerodynamic characteristics can be improved, the entire nose line can be set low by the predetermined angle θ to improve the forward visibility, and the front nose hung can be shortened by reducing the nose. Can also be planned.

Further, a power train 27 (particularly, refer to the engine 25) for driving the vehicle is disposed below the intermediate nose portion 51 (see FIG. 4).
According to this configuration, since the power train 27 (particularly, the engine 25) is disposed below the intermediate nose portion 51, the degree of freedom in space in front of the power train 27 is increased, and the height and inclination angle of the front nose portion 50 are increased. The degree of layout freedom can be secured.

Further, as disclosed in the embodiment, a pair of front side frames 18 and 18 (front frames) extending in the vehicle front-rear direction and spaced apart in the vehicle width direction are provided below the front nose portion 50 and the intermediate nose portion 51, A bumper rain 21 (specifically, a bumper reinforcement) that extends in the vehicle width direction is provided in front of the front side frame 18, and a retreating part that retreats backward under the front nose part 50 in the middle part of the bumper rain 21. If the configuration of forming the intermediate receding portion 21A is used, the following effects are obtained.
That is, the height of the front end portion of the front nose portion 50 can be set low, and a more favorable low nose can be achieved.

In the case where the retracted portion is not provided, when the front end portion of the front nose portion 50, particularly the center of the front end is lowered, the bumper rain 21 and the front end portion of the front nose portion 50 interfere with each other. As shown in FIG.
By forming A, even if the front end of the front nose portion 50 is lowered, interference between the two (bumper rain 21 and front nose portion 50) can be avoided, and low nose can be achieved.

8 to 10 show other embodiments of the front body structure of the vehicle.
As shown in FIGS. 8 to 10, in this embodiment as well, the lift driving means 72 is provided between the bonnet member 71 and a vehicle body 73 such as a cowl side front or an apron reinforcement. Although similar to the previous embodiment shown in FIG. 7, in this embodiment shown in FIGS. 8 to 10, the bracket 81 is attached to the lower surface of the bonnet member 71 in the front-rear direction, and the rear end of the front nose portion 50. Another bracket 82 is attached to the lower surface.

  In addition, a link member 83 that follows the above-described lift driving means 72 is provided, and the base end portion of the front end portion of the link member 83 is pin-connected to the bracket 82, while the link member 83 has a free end side (rear side). Has a long hole 83a, and the pin 84 on the bracket 81 side is slidably inserted into the long hole 83a.

  In the normal state shown in FIG. 8, the bonnet member 70 closes the bonnet opening 70, the rectifying lower surface 60a, the upper surface of the intermediate nose 51 including the upper surface of the bonnet member 71, and the front of the front win 52 (see FIG. 1). Are substantially continuous at a predetermined angle θ, and aerodynamic performance can be improved.

  When contact between the vehicle and the pedestrian is detected or predicted, the plurality of movable portions 77b (see FIG. 10) of the lift driving means 72 are moved up in a multistage manner, and the lift arm 76 is centered on the fulcrum 75. Since the link member 83 that pivots upward and follows the lift drive means 72 is movable with the pin connecting portion at the front end thereof as a fulcrum, the bonnet member 71 is at the height of the upper nose portion 56 as shown in FIGS. As described above, the upper nose portion 56 is lifted up to a height substantially above the extension line.

  Thus, the bonnet member 71 lifted upward by a predetermined amount can protect the head of an adult who is relatively tall with respect to a pedestrian who tilts to the upper surface of the front portion of the vehicle, particularly a child. Further, a child whose height is relatively low with respect to an adult can be protected by an upper nose portion 56 formed so as to be able to absorb energy against a load in the vertical direction, and a simple bonnet member 71 lift-up structure Therefore, it is possible to improve the pedestrian protection performance by absorbing the impact at the time of collision.

  As described above, in the embodiment shown in FIGS. 8 to 10, the lift driving means 72 is provided between the bonnet member 71 and the vehicle body 73 at the rear part of the bonnet member 71, and is intermediate between the bonnet member 71. The part is provided with a link member 83 that follows the lift driving means 72 (see FIGS. 8 to 10).

  According to this configuration, the bonnet member 71 can be lifted up corresponding to pedestrian protection by the minimum necessary (two in this embodiment) lift driving means 72, 72 provided at the rear portion of the bonnet member 71. In addition, since the link member 83 is disposed, the bonnet member 71 can be lifted to a height not less than the height of the upper nose portion 56 and substantially above the extension line of the upper nose portion 56. The protection performance can be further improved.

Further, since the lift driving means 72 is provided on the vehicle body 73, the support rigidity of the lift driving means 72 can be ensured.
Also in this embodiment shown in FIGS. 8, 9 and 10, other configurations, operations and effects are almost the same as those of the previous embodiment shown in FIGS. In the figure, the same parts as those in the previous figure are denoted by the same reference numerals, and detailed description thereof is omitted.

11 to 13 show still another embodiment of the front body structure of a vehicle.
As shown in FIGS. 11 to 13, in this embodiment as well, the configuration in which the lift driving means 72 is provided between the bonnet member 71 and the vehicle body 73 such as the cowl side front or the apron reinforcement is the same as that of the previous embodiment. In this embodiment shown in FIGS. 11 to 13, the bracket 85 is attached to the lower surface of the front portion of the bonnet member 71, and the front portion is separated from the actuator 77 mounting portion in the vehicle body 73. The bracket 86 is attached.

  Further, a link member 87 that follows the above-described lift driving means 72 is provided, and the front end portion (free end portion) of the link member 87 is connected to the bracket 85 on the bonnet member 71 side using a pin 88, while the link member A rear end portion (base end portion) 87 is connected to a bracket 86 on the vehicle body 73 side using a pin 89.

  In the normal state shown in FIG. 11, the bonnet opening 70 is closed by the bonnet member 71, the rectifying lower surface 60a, the upper surface of the intermediate nose 51 including the upper surface of the bonnet member 71, and the front of the front window 52 (see FIG. 1). Are substantially continuous at a predetermined angle θ, and aerodynamic performance can be improved.

  When contact between the vehicle and the pedestrian is detected or predicted, the plurality of movable portions 77b (see FIG. 13) of the lift driving means 72 are moved up in a multistage manner, and the lift arm 76 is centered on the fulcrum 75. Since the link member 87 that pivots upward and follows the lift driving means 72 swings with the pin 89 on the rear end side as a fulcrum, the bonnet member 71 is positioned at the height of the upper nose portion 56 as shown in FIGS. The height of the upper nose portion 56 is lifted up to the height above the substantially extended line.

  Thus, the bonnet member 71 lifted upward by a predetermined amount can protect the head of a pedestrian who tilts to the upper surface of the front portion of the vehicle, particularly an adult who is relatively taller than a child. In addition, a child whose height is relatively lower than that of an adult can be protected by an upper nose portion 56 formed so as to be able to absorb energy against a load in the vertical direction, and a simple lift-up structure of the bonnet member 71 The impact absorption at the time of a collision can be aimed at, and the improvement of a pedestrian protection performance can be aimed at.

  Thus, in the embodiment shown in FIGS. 11 to 13, the lift driving means 72 is provided between the bonnet member 71 and the vehicle body 73 at the rear part of the bonnet member 71, and the front of the bonnet member 71. A link member 87 that follows the lift driving means 72 is disposed on the part (see FIGS. 11 to 13).

  According to this configuration, the bonnet member 71 can be lifted up corresponding to pedestrian protection by the minimum necessary (two in this embodiment) lift driving means 72, 72 provided at the rear portion of the bonnet member 71. In addition, since the link member 87 is provided, the bonnet member 71 can be lifted to a height not less than the height of the upper nose portion 56 and substantially above the extension line of the upper nose portion 56, thereby protecting the pedestrian. The performance can be further improved.

  Further, since both the lift driving means 72 and the link member 87 are provided in the vehicle body 73, the support rigidity of the lift driving means 72 and the link member 87 can be ensured, and the combination of both the lift driving means 72 and the link member 87 is also provided. It is possible to improve the attachment.

  Also in this embodiment shown in FIG. 11, FIG. 12, and FIG. 13, the other configurations, operations, and effects are almost the same as those in the first embodiment and the second embodiment. The same parts as those in the previous figure are denoted by the same reference numerals, and detailed description thereof will be omitted.

In the correspondence between the configuration of the present invention and the above-described embodiment,
The front window panel of the present invention corresponds to the front window 52 of the embodiment,
Similarly,
The link mechanism corresponds to the link member 83 (see FIGS. 8 to 10) or the link member 87 (see FIGS. 11 to 13).
The present invention is not limited to the configuration of the above-described embodiment.

  For example, in the vehicle width direction side portion of the bonnet member 71, lift drive means 72, 72,... Are arranged at a total of four locations, front, rear, left, and right, respectively, and the bonnet member is formed by the plurality of lift drive means 72, 72,. 71 may be configured to lift up. Further, when the bonnet member 71 is shorter than the length in the vehicle width direction of the bonnet member 71 of the illustrated embodiment, a predetermined portion of the lift driving means 72 may be attached to a suspension tower (not shown). .

Schematic side view showing the front body structure of the vehicle of the present invention 1 is a plan view of the main part of FIG. Main part front view of FIG. 1 is an enlarged side view of the main part of FIG. Side view of bonnet member lift-up 5 is an enlarged side view of the main part of FIG. Perspective view of lift drive means Side view of the main part showing another embodiment of the front body structure of the vehicle Side view of bonnet member lift-up 9 is an enlarged side view of the main part of FIG. Side view of essential part showing still another embodiment of front body structure of vehicle Side view of bonnet member lift-up 12 is an enlarged side view of the main part of FIG.

Explanation of symbols

2 ... Vehicle compartment 27 ... Powertrain 50 ... Front nose part 51 ... Intermediate nose part 52 ... Front window (front window panel)
56 ... Upper nose portion 60 ... Rectification passage 60a ... Rectification lower surface portion 70 ... Bonnet opening 71 ... Bonnet member 72 ... Lift drive means 73 ... Vehicle bodies 83, 87 ... Link member (link mechanism)

Claims (7)

A front nose portion that extends obliquely rearward from the front of the vehicle, an intermediate nose portion that continuously extends rearward from the front nose portion to form a vehicle body front outer surface, and a vehicle compartment provided behind the intermediate nose portion. A front vehicle body structure including a front wind panel that covers the front so that the outside of the vehicle is visible,
An upper nose portion extending in the vehicle width direction at a predetermined interval above the front nose portion;
When the contact between the vehicle and the pedestrian is detected or predicted in the intermediate nose portion behind the upper nose portion,
A vehicle front body structure including a lift driving means for lifting a predetermined amount upward. The vehicle front body structure according to claim 1, wherein the lift driving means lifts the intermediate nose portion to a height higher than the height of the upper nose portion. The vehicle body structure according to claim 1 or 2, wherein the intermediate nose portion is provided with a bonnet opening, a bonnet member covering the bonnet opening is provided, and the lift driving means lifts the bonnet member. The lift driving means is provided between the bonnet member and the vehicle body at the rear of the bonnet member,
4. The vehicle front body structure according to claim 3, wherein a link mechanism that follows the lift drive means is disposed in the middle or front of the bonnet member. The vehicle front body structure according to any one of claims 1 to 4, wherein the upper nose portion is formed so as to be capable of absorbing energy with respect to a load in a vertical direction. Forming a rectifying passage capable of rectifying by passing running air between the front nose part and the upper nose part,
The rectifying lower surface portion forming the lower surface portion of the rectifying passage, the upper surface of the intermediate nose portion, and the front surface of the front window panel are formed in a substantially continuous shape at a predetermined angle. Front vehicle body structure of the described vehicle. The vehicle front body structure according to any one of claims 1 to 6, wherein a powertrain for driving the vehicle is disposed below the intermediate nose portion.

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