JP2012011977A - Front structure of vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To obtain a front structure of a vehicle that secures an shock-absorbing stroke against the collision from a front of the vehicle, while securing rigidity of a frame member arranged along a vehicle width direction below a front of a food member.SOLUTION: A radiator support upper 26 constituting the front structure of the vehicle 10 is arranged below a front of an engine food, and is configured to connect a right-upper member 26R and a left-upper member 26L each of which are long in the vehicle width direction so that the members can be displaced for a relative angle around a pin 36 of which an axis is a vertical direction of the vehicle. A fitting part 42 of the left-upper member 26L is press-fitted to a part 40 to be fitted of the right-upper member 26R, and thereby a shape of the radiator support upper 26 is maintained linearly. When a load larger than a specified load is input to the center of the vehicle width direction of the radiator support upper 26, a fitting of the part 40 to be fitted and the fitting part 42 by press-fitting is canceled to create the shock-absorbing stroke.

Description

  The present invention relates to a vehicle body front portion structure in which a skeleton member is disposed below a front portion of a hood member.

  A support structure for a radiator is known in which a support mechanism that supports a radiator disposed at a front position in an engine room receives a collision load from the front of the vehicle and lowers the radiator (for example, Patent Document 1).

JP 2005-035385 A

  However, improvement is still required for the problem of securing a shock absorbing stroke against a collision from the front of the vehicle.

  The present invention provides a vehicle body front structure that can secure a shock absorbing stroke against a collision from the front of a vehicle while ensuring the rigidity of a skeleton member arranged along the vehicle width direction below the front of the hood member. Is the purpose.

  The vehicle body front structure according to the invention of claim 1 includes a hood member that covers a front portion of the vehicle from above, a first side frame member that is provided below the vehicle with respect to one end side in the vehicle width direction of the hood member, A second side skeleton member provided below the vehicle with respect to the other end side in the vehicle width direction of the hood member, and extends in the vehicle width direction below the vehicle in the front portion of the hood member, and the outer end in the vehicle width direction A first horizontal skeleton member coupled to the first side skeleton member, and extends in the vehicle width direction below the vehicle at the front portion of the hood member, and an outer end in the vehicle width direction is coupled to the second side skeleton member. The second horizontal skeleton member and the front side in the vehicle front-rear direction with respect to the first horizontal skeleton member and the second horizontal skeleton member, and the vehicle lateral direction inner end side of the first horizontal skeleton member and the second horizontal skeleton member Connected to the inner end of the vehicle width direction so that relative angular displacement is possible around an axis along the vehicle vertical direction. And the inner end side in the vehicle width direction of the first horizontal skeleton member so that relative angular displacement of the first horizontal skeleton member and the second horizontal skeleton member around the axis of the shaft member is restricted. When the vehicle rearward load exceeding a predetermined load is applied to the inner end side in the vehicle width direction of the second horizontal skeleton member, the shaft member of the first horizontal skeleton member and the second horizontal skeleton member And a connection structure for releasing the restriction state of the relative angular displacement around the axis.

  In the vehicle body front structure according to claim 1, the first and second horizontal frame members connected at the inner ends in the vehicle width direction via the shaft members below the front portion of the hood member are arranged along the vehicle width direction. Has been placed. Usually, the first and second horizontal frame members are maintained in a required shape (posture) and rigidity by restricting relative angular displacement around the shaft member by the connection structure. Then, when a load exceeding a predetermined load is applied to the connection portion by the connection structure of the first and second horizontal skeleton members in the rearward direction of the vehicle, the restriction state by the connection structure is released. Then, the first and second horizontal skeleton members are arranged around the shaft center of the shaft member and the shaft member while using the vicinity of the joint portion with the first and second side skeleton members as a fulcrum by the load described above. Is displaced (rotated) in the direction of moving rearward of the vehicle. Thereby, the inner end side in the vehicle width direction of the first and second horizontal frame members moves to the rear of the vehicle, and an impact absorbing stroke is created.

  Thus, in the vehicle body front part structure according to claim 1, the shock absorbing stroke for the collision from the front of the vehicle is secured while ensuring the rigidity of the skeleton member arranged along the vehicle width direction below the front part of the hood member. Can be secured. In the vehicle body front structure, since the first and second horizontal frame members are connected by the shaft member on the vehicle front side, the first and second horizontal frame members become the shaft members when receiving the load. Guided and easily displaced properly.

  A vehicle body front structure according to a second aspect of the present invention is the vehicle body front structure according to the first aspect, wherein the first horizontal skeleton member is located above the first side skeleton member on the upper wall facing upward of the vehicle. Fastened by a fastener, and fastened by a front fastener to the first side frame member on a front wall facing the front of the vehicle on the front side of the vehicle relative to a fastening portion by the upper fastener, the second The horizontal skeleton member is fastened by the upper fastener to the second side skeleton member on the upper wall facing upward of the vehicle, and on the front wall facing the front of the vehicle on the front side of the vehicle relative to the fastening portion by the upper fastener. A fastening hole that is fastened to the second side frame member by a front side fastener and is formed on each front wall of the first horizontal frame member and the second horizontal frame member and through which the front side fastener is inserted. Are inserted through the front fasteners, respectively. Position to have a fastener relief portion positioned outward in the vehicle width direction.

  In the vehicle body front part structure according to claim 2, when the first and second lateral frame members are displaced relative to the first and second side frame members by a load exceeding the predetermined load, the upper fasteners are respectively provided. Will be displaced while using as a fulcrum. At the time of this displacement, the front fastener moves to the fastener relief portion in the fastener hole of the front wall, so that the rotational displacement around the corresponding upper fastener of the first and second horizontal skeleton members is difficult to be hindered. That is, while the rigidity of the first and second horizontal frame members is ensured by the connection structure, the first and second horizontal frame members are displaced toward the rear of the vehicle with a low load after the restriction is released by the connection structure, thereby contributing to the creation of an impact absorbing stroke.

  According to a third aspect of the present invention, there is provided the vehicle body front portion structure according to the first or second aspect, wherein the connection structure is a vehicle at least at the inner end in the vehicle width direction of the first horizontal skeleton member. A fitting portion provided at an inner end portion in the vehicle width direction of the second horizontal skeleton member is fitted into a fitted portion formed to open rearward by press-fitting, so that the first horizontal skeleton A vehicle width direction inner end side of the first horizontal skeleton member and a vehicle width direction inner end of the second horizontal skeleton member so that relative angular displacement of the member and the second horizontal skeleton member around the axis of the shaft member is regulated. Is connected to the side.

  In the vehicle body front structure according to claim 3, the first horizontal frame member is fitted with the fitting portion of the second horizontal frame member by press-fitting to the fitted portion of the first horizontal frame member. The shape (posture) of the second horizontal skeleton member is maintained. That is, the shapes (postures) of the first and second horizontal skeleton members are maintained by friction, and a predetermined load for releasing the regulation can be set as these static friction forces. Moreover, since the cross-sectional secondary moment is increased at the fitting portion by adopting the fitting structure, the vehicle width (between the first and second side frame members between the first and second side frame members). It is easy to ensure the rigidity in the direction center).

  The vehicle body front part structure according to a fourth aspect of the invention is the vehicle body front part structure of the third aspect, wherein the connection structure is a rib projecting from at least one of the fitted part and the fitting part to the other side. The structure is in contact with the other side.

  In the vehicle body front part structure according to claim 4, a static frictional force serving as a predetermined load for releasing the restriction is applied by fitting with the rib. Therefore, in this vehicle body front part structure, the predetermined load for releasing the regulation can be set and adjusted by the dimension shape, number, arrangement, etc. of the ribs.

  According to a fifth aspect of the present invention, in the vehicle body front portion structure according to the first or second aspect, the connection structure is formed at an inner end in the vehicle width direction of the first horizontal skeleton member. The first flange, the second flange formed at the inner end in the vehicle width direction of the second horizontal skeleton member and abutted against the first flange, and a vehicle rearward load exceeding a predetermined load are broken. As described above, the first flange and the second flange are provided on at least one of the first flange and the second flange, and the engaging portion is engaged with the other flange.

  6. The vehicle body front structure according to claim 5, wherein the second flange of the second horizontal frame member is abutted against the first flange of the first horizontal frame member, and the engaging portion provided on one flange is the other flange. By engaging with, the shape (posture) of the first and second horizontal skeleton members is maintained with respect to a load of a predetermined value or less. That is, the shapes (postures) of the first and second horizontal skeleton members are maintained by the interference structure between the engaging portion and the flange, and a predetermined value of the load for releasing the restriction is set as the breaking load of the engaging portion or the flange. be able to.

  According to a sixth aspect of the present invention, there is provided a vehicle body front portion structure according to the first or second aspect, wherein the connection structure is formed at an inner end portion in the vehicle width direction of the first horizontal skeleton member. The first flange, the second flange formed at the inner end in the vehicle width direction of the second horizontal skeleton member and abutted against the first flange, and the vehicle rearward load exceeding a predetermined load are peeled off. In this way, the first flange and the second flange are joined to each other by welding.

  In the vehicle body front structure according to claim 6, the second flange of the second horizontal frame member is abutted against the first flange of the first horizontal frame member, and these flanges are welded at the welded portion, whereby predetermined The shape (posture) of the first and second horizontal skeleton members is maintained with respect to a load equal to or less than the value. That is, the shape (posture) of the first and second horizontal skeleton members is maintained by the welding structure of the engaging portion and the flange, and a predetermined value of the load for releasing the regulation can be set as the welding peeling load.

  As described above, the vehicle body front part structure according to the present invention has a shock absorbing stroke against a collision from the front of the vehicle while ensuring the rigidity of the skeleton member arranged along the vehicle width direction below the front part of the hood member. It has an excellent effect that it can be secured.

It is a perspective view which shows the radiator support which comprises the vehicle body front part structure which concerns on 1st Embodiment of this invention. It is a disassembled perspective view which expands and shows the fitting structure which comprises the vehicle body front part structure which concerns on the 1st Embodiment of this invention. It is a figure which shows the fitting structure which comprises the vehicle body front part structure which concerns on 1st Embodiment of this invention, Comprising: (A) is a top view, (B) followed the 3B-3B line | wire of FIG. 3 (A). Sectional drawing (C) is a sectional view taken along line 3C-3C in FIG. 3 (A). It is a plane sectional view expanding and showing the deformation state of the radiator support upper which constitutes the body front part structure concerning a 1st embodiment of the present invention. It is a perspective view which expands and shows the coupling state of the radiator support upper and the radiator support side which comprise the vehicle body front part structure which concerns on 1st Embodiment of this invention. 1 is a side sectional view showing a front part of an automobile to which a vehicle body front part structure according to a first embodiment of the present invention is applied. It is a disassembled perspective view which expands and shows the fitting structure which comprises the vehicle body front part structure which concerns on the 2nd Embodiment of this invention. It is a perspective view which shows the radiator support which comprises the vehicle body front part structure which concerns on 3rd Embodiment of this invention. It is a figure which shows the engagement structure which comprises the vehicle body front part structure which concerns on 3rd Embodiment of this invention, Comprising: (A) is a front view, (B) followed the 9B-9B line | wire of FIG. 9 (A). It is sectional drawing. It is a plane sectional view expanding and showing a deformation state of a radiator support upper which constitutes a body front part structure concerning a 3rd embodiment of the present invention. It is a figure which shows the engagement structure which comprises the vehicle body front part structure which concerns on 4th Embodiment of this invention, Comprising: (A) is a perspective view, (B) followed the 11B-11B line | wire of FIG. 11 (A). It is sectional drawing.

  A vehicle body front structure 10 according to a first embodiment of the present invention will be described with reference to FIGS. In addition, the arrow FR described appropriately in the figure indicates the forward direction in the vehicle longitudinal direction, the arrow UP indicates the upward direction in the vehicle vertical direction, the arrow RH indicates the right direction on one side in the vehicle width direction, and the arrow LH indicates the vehicle width direction. The left direction which is the other side of each is shown.

  FIG. 6 is a schematic sectional side view of the front portion of the automobile 11 to which the vehicle body front structure 10 is applied. As shown in this figure, the automobile 11 has an engine room 12 that is a space that opens upward in the vehicle. The engine room 12 is a space in which a power unit such as an engine (not shown) is disposed. The engine disposed in the engine room 12 is not limited to an internal combustion engine, and may be, for example, an electric motor, or may be a hybrid of an internal combustion engine and an electric motor, for example.

  The front end of the engine room 12 is defined by a front grill 14 and a front bumper 16. Moreover, the engine room 12 is closed so that the upper open end thereof can be opened by an engine hood 18 as a hood member. The engine hood 18 is supported at a rear end portion (not shown) via a hood hinge so as to be rotatable around an axis along the vehicle width direction with respect to the vehicle body. Is opened and closed from above.

  A striker 20 is provided near the front end of the engine hood 18. The striker 20 is held in a state where the engine room 12 is closed by being engaged with a latch 22 constituting a hood lock mechanism on the vehicle body side. When the engine room 12 is opened, the latch 22 is disengaged from the striker 20 by a release mechanism (not shown).

  In the vehicle body front structure 10, a radiator support 24, which is a skeleton member, is disposed below the engine hood 18, that is, in the front part in the engine room 12. In this embodiment, the radiator support 24 is disposed on the vehicle front side with respect to the striker 20 and the latch 22 in a state in which the engine room 12 is closed. The radiator support 24 is configured to support an air-cooled heat exchanger such as an engine cooling radiator (not shown) or a condenser of an air conditioner with respect to the vehicle body. Although not shown, the radiator support 24 is provided with components such as a hood lock mechanism including a latch 22, a hood cushion rubber, and a horn (horn). Hereinafter, the structure of the radiator support 24 will be described in detail.

  As shown in FIG. 1, the radiator support 24 includes a radiator support upper 26 extending in the vehicle width direction, a radiator support lower 28 extending in the vehicle width direction, and vehicle widths of the radiator support upper 26 and the radiator support lower 28. The pair of left and right radiator support sides 30 that connect the outer ends in the direction are configured to include a portion that forms a substantially rectangular frame in a front view. Further, the radiator support 24 in this embodiment includes a pair of left and right radiator support upper sides 32 that extend from each end of the radiator support upper 26 in the vehicle width direction to the vehicle width direction outer side and toward the rear of the vehicle. Yes. A vehicle width direction end (not shown) of the radiator support upper side 32 is coupled to a vehicle body skeleton such as an apron upper member.

  As shown in FIG. 6, the radiator support upper 26 constituting the radiator support 24 is disposed immediately below the engine hood 18 and immediately before the striker 20. A resin cover member 34 covers the rear grille 14 and the upper surface of the radiator support upper 26.

  In the vehicle body front structure 10, as shown in FIG. 1, the radiator support upper 26 of the radiator support 24 is divided into left and right parts. That is, the radiator support upper 26 includes a right upper member 26R as one of the first horizontal frame member and the second horizontal frame member and a left upper member 26L as the other of the first horizontal frame member and the second horizontal frame member. It is configured as the main part. The right upper member 26R and the left upper member 26L are connected to each other in the vehicle width direction inner end side so as to be capable of relative angular displacement by a pin 36 as a shaft member whose axial direction is the vehicle vertical direction.

  More specifically, the right upper member 26 </ b> R and the left upper member 26 </ b> L each have a substantially “U” -shaped cross-sectional shape that opens toward the rear of the vehicle. Accordingly, the right upper member 26R is configured such that the upper wall 26RU and the lower wall 26RL protrude from the upper and lower ends of the front wall 26RF toward the rear of the vehicle. Similarly, the left upper member 26L is configured such that an upper wall 26LU and a lower wall 26LL project from the upper and lower ends of the front wall 26LF toward the rear of the vehicle.

  As shown in an exploded perspective view in FIG. 2, the front wall 26RF on the inner end side in the vehicle width direction of the right upper member 26R is formed with a bearing portion 26RS that protrudes forward from the center in the vehicle vertical direction. Yes. On the other hand, the front wall 26LF on the inner end side in the vehicle width direction of the left upper member 26L is formed with a pair of upper and lower bearing portions 26LS projecting forward of the vehicle so as to sandwich the bearing portion 26RS from above and below. By centering the bearing portion 26RS of the right upper member 26R and the bearing portion 26LS of the left upper member 26L and inserting the pin 36, as described above, the right upper member 26R and the left upper member 26L have an axis along the vehicle vertical direction (pin 36). Relative angular displacement is possible around.

  The pin 36 is a headed pin having a head portion 36A, and is secured to the right upper member 26R and the left upper member 26L by caulking the tip after insertion into the bearing portions 26LS and 26RS.

  Further, the radiator support upper 26 is maintained in its shape (the posture of the right upper member 26R and the left upper member 26L) by a fitting structure 38 as a connection structure. Specifically, the fitting structure 38 protrudes toward the right upper member 26R from the fitted portion 40 that is a portion on the inner end side in the vehicle width direction of the right upper member 26R and the inner end in the vehicle width direction of the left upper member 26L. And a fitting portion 42 fitted to the fitted portion 40.

  The to-be-fitted portion 40 has a substantially “U” -shaped cross section that is opened rearward of the vehicle by the front wall 26RF, the upper wall 26RU, and the lower wall 26RL. Further, the fitted portion 40 is also opened inwardly in the vehicle width direction (on the left upper member 26L side). Furthermore, in this embodiment, as shown in FIGS. 3 (A) and 3 (B), a portion of the fitted portion 40 that is out of the fitting range of the fitting portion 42 and near the tip of the fitting portion 42. A partition wall 26RD that connects the front wall 26RF, the upper wall 26RU, and the lower wall 26RL is formed.

  On the other hand, as shown in FIGS. 2 and 3B, the fitting portion 42 protrudes toward the right upper member 26R from the end wall 26LE that closes the inner end in the vehicle width direction of the left upper member 26L. The fitting portion 42 includes a front wall 42F, an upper wall 42U, and a lower wall 42L, and has a substantially “U” -shaped cross-sectional shape that opens to the rear of the vehicle. Moreover, in this embodiment, the end wall 42E which connects the front wall 42F, the upper wall 42U, and the lower wall 42L is formed in the edge part on the opposite side to the base end (end wall 26LE) side in the fitting part 42. The fitting part 42 is closed by the end wall 42E in a side view.

  The distance between the outer surfaces of the upper wall 42U and the lower wall 42L in the fitting portion 42 is set slightly smaller than the distance between the inner surfaces of the upper wall 26RU and the lower wall 26RL. Further, the distance from the front surface of the front wall 42F to the rear end of the upper wall 42U, 42L is set to be equal to the distance from the rear surface of the front wall 26RF to the rear end of the upper wall 26RU, 26RL.

  In the fitting structure 38, the ribs 44 protrude from the upper wall 42U and the lower wall 42L of the fitting portion 42 in the vehicle vertical direction. In this embodiment, the upper and lower ribs 44 are formed in the longitudinal direction in the vehicle longitudinal direction and in parallel in the vehicle width direction. The distance between the tips of the upper and lower ribs 44 along the vehicle vertical direction is set to be slightly larger than the distance between the inner surfaces of the upper wall 26RU and the lower wall 26RL in the non-fitted state. For this reason, in the fitting structure 38, it is set as the structure by which the fitting part 42 is fitted with respect to the to-be-fitted part 40 by press injection. Thereby, in the fitting structure 38, each rib 44 contacts the inner surface of the upper wall 26RU and the lower wall 26RL, whereby a fitting force based on static friction is obtained between the fitted portion 40 and the fitting portion 42. It is configured.

  As described above, the shape of the radiator support upper 26 is maintained with respect to the input load below the fitting force in the rearward direction of the vehicle to the fitting structure 38. That is, the right upper member 26R and the left upper member 26L are maintained in a shape (posture) that is substantially aligned with the front view and the plan view.

  On the other hand, in the fitting structure 38, when a load exceeding the fitting force is applied in the vehicle rearward direction, the restrained state between the right upper member 26R and the left upper member 26L by the fitting structure 38 is eliminated. Hereinafter, this load is referred to as a specified load (predetermined load). Therefore, as shown in FIG. 4, when a load exceeding a specified load is applied to the fitting structure 38 (for example, the coupling portion by the pin 36 or the vicinity thereof) in the vehicle rearward direction, the right upper member 26R and the left upper member 26L are pinned. It is set as the structure rotated in the mutually reverse direction around 36.

  This specified load is set to a value that is equal to or greater than the load required for the radiator support 24 to secure the support rigidity of the radiator and the like, and smaller than the shock absorbing load that is applied when the impactor I collides later. . The specified load can be set by the dimensional shape, number, and arrangement of each rib 44.

  The right upper member 26R and the left upper member 26L constituting the radiator support upper 26 described above are each made of a resin material. The fitting portion 42 is integrally formed with the left upper member 26L by resin injection molding. The pin 36 is made of metal. Further, in the radiator support 24, the radiator support lower 28, the left and right radiator support sides 30, and the radiator support upper side 32 are made of metal, but at least a part of them may be made of a resin material.

  Further, in the vehicle body front structure 10, as shown in FIG. 5, the outer end in the vehicle width direction of the right upper member 26 </ b> R is coupled to the upper end of the right radiator support side 30. As shown in FIG. 1, the connecting structure of the left upper member 26 </ b> L to the left radiator support side 30 is bilaterally symmetrical with the connecting structure of the right upper member 26 </ b> R to the right radiator support side 30. The description of the latter will be omitted.

  A bracket 46 is fixed to the upper end of the radiator support side 30 so as to protrude inward in the vehicle width direction. In this embodiment, the bracket 46 is fixed to the radiator support side 30 by being fastened together with a bolt 48 common to the inner end in the vehicle width direction of the radiator support upper side 32. The bracket 46 has a front wall 46F that contacts the back surface of the front wall 26RF of the right upper member 26R, and an upper wall 46U that contacts the lower surface of the upper wall 26RU. Bolt holes (not shown) are formed in the front walls 46F and 46U, respectively, and a weld nut (not shown) is fixed to the back surface of the contact surface with the right upper member 26R.

  The upper wall 26RU of the right upper member 26R is formed with bolt holes (not shown) corresponding to the bolt holes of the upper wall 46U, and an upper bolt 50 as an upper fastener passing through these bolt holes is screwed onto the weld nut. Are combined. Thus, the right upper member 26R is fastened and fixed to the bracket 46 (the radiator support side 30) on the upper wall 26RU.

  A bolt hole 52 as a fastener hole is formed in the front wall 26RF of the right upper member 26R corresponding to the bolt hole of the front wall 46F, and a front bolt as a front fastener passing through these bolt holes. 54 is screwed onto the weld nut. Thereby, the right upper member 26R is fastened and fixed to the bracket 46 (the radiator support side 30) also in the front wall 26RF. The bolt hole 52 is a long hole (slit hole) having a bolt relief part 52A as a fastener relief part that continues to the outside in the vehicle width direction with respect to the fastening part by the front bolt 54.

  In the vehicle body front structure 10 described above, the left and right radiator support sides 30 (brackets 46) correspond to the first and second side frame members in the present invention. Note that the bracket 46 can be regarded as a part of the radiator support upper side 32, so that the left and right radiator support upper sides 32 can be regarded as corresponding to the first and second side frame members in the present invention.

  Next, the operation of this embodiment will be described.

  In the vehicle body front structure 10 having the above-described configuration, the radiator support upper 26 is normally held in a required shape and a required rigidity is obtained by fitting the fitting portion 42 to the fitted portion 40. It is secured. Thereby, in the vehicle body front part structure 10, support rigidity and strength of parts such as a radiator, a condenser, a hood lock mechanism, a hood cushion rubber, and a horn (warf) are secured. The radiator support 24 is also secured with respect to rigidity and strength required from the viewpoint of building the engine hood 18 via the hood cushion rubber and the latch 22.

  In the pedestrian protection thigh test, as shown in FIG. 6, the impactor I collides with the portion from the front end of the engine hood 18 to the front grille 14 downward in the rear direction (arrow F direction). As a result, the front grille 14 and the front end of the engine hood 18 (cover member 34) are deformed, and the impact energy due to the impactor I is absorbed. When this load is transmitted to the fitting structure 38 via the pin 36 or its vicinity in the radiator support upper 26 and the transmitted load exceeds the specified load, the fitted portion 40 and the fitting portion 42 are around the pin 36. Relative angular displacement. That is, the restrained state of the radiator support upper 26 by the fitting structure 38 is canceled, and thereby the right upper member 26R and the left upper member 26L are displaced relative to each other around the pin 36 in opposite directions so as to retract the pin 36. (See arrow R in FIG. 4).

  That is, the radiator support upper 26 is moved rearward of the vehicle in the vehicle width direction, and an impact absorption stroke due to impact of the impactor I is increased. For example, in a comparative example provided with a radiator support upper made of a single member that is long in the vehicle width direction, the radiator support upper with high rigidity and high strength is bottomed out during the shock absorbing process. On the other hand, in the vehicle body front structure 10, the radiator support upper 26 is deformed so as to be bent by the input of the collision load exceeding the specified load as described above. Therefore, the shock absorbing stroke can be increased compared to the comparative example. it can.

  In addition, in the vehicle body front structure 10, a bolt hole 52 having a bolt escape portion 52A is formed at a joint portion of the right upper member 26R and the left upper member 26L with the radiator support side 30 (bracket 46). For this reason, the right upper member 26R and the left upper member 26L rotate around the pin 36 on the inner end side in the vehicle width direction while rotating around the upper bolt 50 on the outer end side in the vehicle width direction. At this time, when the front bolt 54 moves to the bolt relief portion 52A, the right upper member 26R and the left upper member 26L rotate around the upper bolts 50 with low resistance.

  That is, the right upper member 26R and the left upper member 26L are angularly displaced by the specified load described above and contribute to an increase in the shock absorbing stroke as described above. In other words, the influence on the specified load (the load accompanying the shock absorption) caused by the angular displacement around the upper bolt 50 of the right upper member 26R and the left upper member 26L can be reduced.

  Further, in the vehicle body front structure 10, static friction force (specified load) between the fitting portion 42 and the fitted portion 40 is set by each rib 44 formed on the fitting portion 42. Accordingly, it is possible to set (tune) an appropriate static friction force according to the vehicle type and the specifications of the support parts by the radiator support 24 depending on the dimensional shape, arrangement, number, etc. of the ribs 44.

  Furthermore, in the vehicle body front structure 10, the right upper member 26R and the left upper member 26L are connected to each other at the inner end side in the vehicle width direction by a pin 36 that is long in the up-down direction. For example, in the comparative example having no connection structure (guide structure) by the pins 36, the radiator support upper 26 is twisted due to the load from the direction of arrow F shown in FIG. 6, and the radiator support upper 26 is restrained by the fitting structure 38. There is a concern that the load required to solve the problem will increase. On the other hand, in the vehicle body front structure 10, the twist of the radiator support upper 26 is suppressed, and the collision load is efficiently transmitted by the pin 36 as a load in the disengagement direction of the fitting structure 38.

  To supplement this point, the pin 36 is disposed outside the cross section of the radiator support upper 26 (in front of the front walls 26RF and 26LF). For this reason, compared with the comparative example in which the right upper member 26R and the left upper member 26L are connected in the cross section, the moment of inertia in the cross section is increased, and the rigidity of the radiator support upper 26 with respect to torsion and bending is high. This also has a high twist suppressing effect on the radiator support upper 26. Further, since the radiator support upper 26 is disposed away from the centroid of the comparative example, a rigidity improvement effect (reinforcing effect) by the metal pins 36 can also be obtained.

  Moreover, the pin 36 that connects the right upper member 26R and the left upper member 26L so as to be capable of relative angular displacement fulfills the function of guiding the right upper member 26R and the left upper member 26L. For this reason, the load (a part) from the direction of the arrow F is efficiently transmitted by the pin 36 as a load in the disengagement direction of the fitting structure 38. As a result, even if the pin 36 is twisted in the backward tilting direction, the right upper member 26R and the left upper member 26L are guided by the pin 36 and suppressed from being twisted. The restraint state is released.

  Thereby, in the vehicle body front part structure 10, it is hard to receive the influence of the impact direction of the impactor I, and the restraint state of the radiator support upper 26 by the fitting structure 38 can be eliminated favorably.

  Further, since the vehicle body front structure 10 employs the fitting structure 38 for connecting the right upper member 26R and the left upper member 26L, the rigidity and strength of the radiator support upper 26 that is a divided structure are ensured at the normal time described above. It's easy to do. That is, since the fitted portion 40 of the right upper member 26R and the fitted portion 42 of the left upper member 26L overlap in part in the longitudinal direction, the radiator support is compared with a comparative example that does not employ a fitting structure. The cross-sectional secondary moment of the entire upper 26 is increased, and the rigidity against bending and twisting in the front-rear direction is improved as compared with the comparative example. Moreover, in the vehicle body front structure 10, the rigidity against bending and twisting of the radiator support upper 26 is also improved by the pin 36 as described above. As a result, the vehicle body front part structure 10 also contributes to an improvement in the handling stability of the automobile 11.

(Other embodiments)
Next, another embodiment of the present invention will be described. Note that parts and portions that are basically the same as those in the first embodiment or the previous configuration are denoted by the same reference numerals as those in the first embodiment or the previous configuration, and description thereof is omitted.

(Second Embodiment)
FIG. 7 is an exploded perspective view corresponding to FIG. 2 showing a fitting structure 62 constituting a vehicle body front part structure 60 according to the second embodiment of the present invention. As shown in this figure, the vehicle body front structure 60 differs from the vehicle body front structure 10 according to the first embodiment in that the fitting structure 62 has a stopper structure (positioning structure) 64.

  Specifically, in the fitted portion 66 constituting the fitting structure 62, the width along the vehicle front-rear direction of the upper wall 26RU and the lower wall 26RL is shorter than the other portions of the right upper member 26R. In this embodiment, the vehicle rear end of the upper wall 26RU and the lower wall 26RL in the fitted portion 66 is a positioning portion 66A that is positioned in front of the vehicle relative to other portions by the thickness of a stopper flange 68S described later. Yes.

  On the other hand, the fitting portion 68 that constitutes the fitting structure 62 with the fitted portion 66 is vertically moved from the vehicle rear edge of the front wall 68F, the upper wall 68U, the lower wall 68L, and the upper wall 68U and the lower wall 68L. A pair of upper and lower stopper flanges 68S projecting from each other, and has a hat-shaped cross-sectional shape. Further, in this embodiment, an end wall 68E that connects the front wall 68F, the upper wall 68U, and the lower wall 68L is formed at the end of the fitting portion 68 opposite to the left upper member 26L side. Thus, the fitting portion 68 is closed by the end wall 68E.

  The distance along the front-rear direction of the front surface of the front wall 68F from the front surface of the stopper flange 68S is the distance from the rear surface of the front wall 26RF constituting the fitted portion 66 to the rear ends of the upper wall 26RU and the lower wall 26RL. Equal or slightly smaller. Therefore, in the fitting structure 62, the stopper flange 68S of the fitting portion 68 fitted (press-fitted) to the fitting portion 66 projects into the rear ends of the upper wall 26RU and the lower wall 26RL constituting the fitting portion 66. It is supposed to be configured. That is, when the stopper flange 68S hits the rear end of the upper wall 26RU and the lower wall 26RL in a state where the right upper member 26R and the left upper member 26L are in a straight line, the arrow R between the right upper member 26R and the left upper member 26L (see FIG. 4)) A stopper structure 64 is configured in which relative angular displacement around is prohibited. Other configurations of the vehicle body front structure 60 are the same as the corresponding configurations of the vehicle body front structure 10 including portions not shown.

  Therefore, the vehicle body front part structure 60 according to the second embodiment can achieve the same effect by the same operation as that of the vehicle body front part structure 10 according to the basic first embodiment. Further, in the vehicle body front structure 60, since the fitting structure 62 includes the stopper structure 64, the stopper flange 68S on the left upper member 26L side is abutted against the rear ends of the upper wall 26RU and the lower wall 26RL of the fitting portion 66. By positioning, the right upper member 26R and the left upper member 26L can be accurately connected. That is, the radiator support upper 26 with high dimensional accuracy can be obtained.

  In the first and second embodiments described above, the example in which the ribs 44 are provided in the fitting portions 42 and 68 has been described. However, the present invention is not limited to this, and for example, the fitting portion 40, The ribs 44 may be provided on the upper wall 26 RU and the lower wall 26 RL constituting the 66. Further, the dimensional shape, number, and arrangement of the ribs 44 may be set as appropriate according to the required specified load.

(Third embodiment)
FIG. 8 shows a front body structure 70 according to a third embodiment of the present invention in a perspective view corresponding to FIG. 9A is a front view showing the main part of the vehicle body front structure 70, and FIG. 9B is a side sectional view showing the main part of the vehicle body front structure 70. Has been. As shown in these drawings, the vehicle body front structure 70 is different from the fitting structure 38 as a connection structure in that it includes an engagement structure (interference structure) 72 as a connection structure. This is different from the vehicle body front structure 10.

  Specifically, flanges 74 and 76 are formed at the inner ends in the vehicle width direction of the right upper member 26R and the left upper member 26L constituting the vehicle body front part structure 70, respectively. The flange 74 projects from the inner end in the vehicle width direction of the right upper member 26R (upper wall 26RU, lower wall 26RL) to both sides in the vertical direction. Similarly, the flange 76 protrudes from the inner end in the vehicle width direction of the left upper member 26L (upper wall 26RU, lower wall 26LL) to both sides in the vertical direction. One of the flanges 74 and 76 corresponds to the first flange of the present invention, and the other corresponds to the second flange.

  The flange 74 and the flange 76 are abutted with each other, and the abutting state is maintained by the engagement claw portions 78 and 80 as the engagement portions. Specifically, an engagement claw portion 78 protrudes toward the flange 76 side at the rear portion of the flange 74 in the vehicle front-rear direction (a portion separated from the pin 36). A claw 78A at the tip of the engaging claw 78 is engaged with the surface of the flange 76 on the side opposite to the flange 74. Further, an engaging claw portion 80 projects toward the flange 74 side at a rear portion of the flange 76 in the vehicle front-rear direction (a portion separated from the pin 36). The claw 80A at the tip of the engaging claw 80 is engaged (interfered) with the surface of the flange 76 on the side opposite to the flange 74. Accordingly, the relative angular displacement of the right upper member 26R and the left upper member 26L in the direction of the arrow R is prohibited. That is, in the engagement structure 72, the engagement claw portion 78 of the flange 74 and the engagement claw portion 80 of the flange 76 are engaged (interfered) with the abutting counterpart flange.

  On the other hand, in the engagement structure 72, when a load exceeding a specified load is applied to the vehicle rearward direction via the coupling portion by the pin 36 or the vicinity thereof, the engagement claw portions 78 and 80 are broken as shown in FIG. The restrained state between the right upper member 26R and the left upper member 26L is eliminated. Accordingly, the right upper member 26R and the left upper member 26L are configured to be rotated in opposite directions (in the direction of arrow R) around the pin 36.

  As shown in FIG. 9A, the right upper member 26R and the left upper member 26L constituting the vehicle body front structure 70 are appropriately formed with partition walls 26RD and 26LD for ensuring rigidity and strength. The inner end in the vehicle width direction of the right upper member 26R is closed to the end wall 26RE. Other configurations of the vehicle body front structure 70 are the same as the corresponding configurations of the vehicle body front structure 10 including portions not shown.

  In the vehicle body front structure 70 having the above-described configuration, for example, when a load exceeding a specified load is applied to the coupling portion by the pin 36 or the vicinity thereof in the vehicle rearward direction, the engagement claw portions 78 and 80 are broken, whereby the engagement structure The restriction by 72 is released. For this reason, the radiator support upper 26 is deformed so that the right upper member 26R and the left upper member 26L are pivoted in the direction of the arrow R around the pin 36 so as to be bent at the center in the vehicle width direction due to the collision load. Therefore, the vehicle body front structure 70 can obtain the same effect as that of the vehicle body front structure 10 in that a shock absorbing stroke is ensured in the event of the impactor I colliding.

  Also, the vehicle body front structure 70 can ensure the torsional rigidity of the radiator support upper 26 by the pin 36 (normally and during a collision). Further, in the vehicle body front structure 70, the specified load can be set (tuned) by the dimensional shape, number, arrangement, and the like of the engaging claw portions 78 and 80.

  In the third embodiment, the engagement claw portion 78 and the engagement claw portion 80 are formed on different flanges. However, the present invention is not limited to this, and for example, only one flange is formed. One or a plurality of engaging claws may be provided, and an engaging claw configured as a separate body from the flange may be engaged with both flanges. In the latter case, for example, a reinforcing fiber such as carbon fiber is blended with a resin material constituting the engaging claw portion, thereby deforming the engaging claw portion (bending of the radiator support upper 26) before the break (of the flanges 74 and 76). It is possible to keep the (separation) small. This separate engaging claw portion is attached to at least one of the flanges 74 and 76 to prevent falling off. That is, a separate engagement claw portion is also provided on the flange.

(Fourth embodiment)
FIG. 11A shows a perspective view of the main part of a vehicle body front structure 90 according to the fourth embodiment of the present invention, and FIG. The main part is shown in a front sectional view. As shown in these drawings, the vehicle body front structure 90 is different from the vehicle body front structure 70 according to the third embodiment in that it includes a welding structure 92 instead of the fitting structure 62.

  In the welding structure 92, the flange 74 on the right upper member 26R side and the flange 76 on the left upper member 26L side are fixed at a welding portion W by ultrasonic welding or the like, so that separation between the flange 74 and the flange 76 is prohibited. In this configuration, the shape (posture) of the radiator support upper 26 is maintained.

  On the other hand, in the welded structure 92, when a load exceeding the specified load is applied to the rear of the vehicle via the joint portion of the pin 36 or the vicinity thereof, the welded portion W is peeled off and the restrained state between the right upper member 26R and the left upper member 26L is maintained. It has been resolved. Therefore, similarly to the configuration shown in FIG. 10, the configuration is such that the right upper member 26R and the left upper member 26L are rotated around the pin 36 in opposite directions (in the direction of the arrow R) due to the vehicle rearward load exceeding the specified load. It is said that. Other configurations of the vehicle body front structure 90 are the same as the corresponding configurations of the vehicle body front structure 70 (vehicle body front structure 10) including a portion not shown.

  Therefore, the front portion of the vehicle body according to the third embodiment is basically the same as that according to the fourth embodiment, except that the mechanism that allows deformation (center folding) of the radiator support upper 26 having the divided structure is different. The effect of nursery rhyme can be obtained by the same operation as the structure 70. In the vehicle body front structure 90, the specified load can be set (tuned) by the welding diameter (area), number, and arrangement of the welding parts W.

  In the above-described embodiment, an example in which the fitting structures 38 and 62, the engaging structure 72, and the welding structure 92 are individually provided as the connection structure is shown. However, the present invention is not limited to this, and for example, the fitting structure The connection structure of the present invention may be configured by combining a part or all of the structures 38 and 62, the engagement structure 72, and the welding structure 92.

  Moreover, in the said embodiment, although the example in which the bracket 46 was provided in the radiator support side 30 was shown, this invention is not limited to this, For example, when forming the radiator support side 30 with a resin material, A fixing portion to which the right upper member 26R and the left upper member 26L are fixed by fastening may be formed integrally with the radiator support side 30.

  Further, in the above-described embodiment, the example in which the bolts 50 and 54 are provided as the front side fastening part and the upper side fastening part has been shown, but the present invention is not limited to this, and for example, at least one of the front side fastening part and the upper side fastening part A fastener such as a rivet may be used.

  In addition, the present invention is not limited to the specific configuration of the fitting structures 38 and 62, the engagement structure 72, and the welding structure 92, and it goes without saying that various modifications can be made.

10 Car body front structure 18 Engine hood (hood member)
26R Right upper member (first horizontal frame member, second horizontal frame member)
26RF Front wall 26RU Upper wall 26L Left upper member (second horizontal frame member, first horizontal frame member)
26LF Front wall 26LU Upper wall 30 Radiator support side (first side frame member, second side frame member)
36 pin (shaft member)
38 Fitting structure (connection structure)
40 Fitting part 42 Fitting part 44 Rib 50 Upper bolt (upper fastener)
52 Bolt hole 52A Bolt relief part 54 Front bolt (front fastener)
60/70/90 Car body front structure 62 Fitting structure (connection structure)
66 Fitting part 68 Fitting part 72 Engagement structure (connection structure)
74 Flange (1st flange, 2nd flange)
76 Flange (2nd flange, 1st flange)
78/80 engagement claw (engagement part)
92 Welding structure (connection structure)

Claims (6)

A hood member that covers the front of the vehicle from above;
A first side skeleton member provided below the vehicle with respect to one end side in the vehicle width direction of the hood member;
A second side skeleton member provided below the vehicle with respect to the other end side in the vehicle width direction of the hood member;
A first horizontal skeleton member that extends in the vehicle width direction below the vehicle at the front portion of the hood member, and has an outer end in the vehicle width direction coupled to the first side skeleton member;
A second horizontal skeleton member extending in the vehicle width direction below the vehicle at the front portion of the hood member, and having an outer end in the vehicle width direction coupled to the second side skeleton member;
A vehicle width direction inner end side of the first horizontal frame member and a vehicle width direction inner end side of the second horizontal frame member on the front side in the vehicle front-rear direction with respect to the first horizontal frame member and the second horizontal frame member, A shaft member coupled so as to be capable of relative angular displacement around an axis along the vehicle vertical direction;
An inner end side in the vehicle width direction of the first horizontal skeleton member and a second horizontal skeleton member so that relative angular displacement of the first horizontal skeleton member and the second horizontal skeleton member around the axis of the shaft member is regulated. When the vehicle rearward load exceeding a predetermined load is applied, the relative angle around the axis of the shaft member between the first horizontal frame member and the second horizontal frame member A connection structure that releases the restricted state of displacement;
Body front structure with The first horizontal frame member is fastened to the first side frame member by an upper fastener on an upper wall facing the vehicle upper side, and faces the front of the vehicle on the front side of the vehicle relative to a fastening portion by the upper fastener. It is fastened with a front fastener to the first side frame member on the front wall,
The second horizontal skeleton member is fastened by an upper fastener to the second side skeleton member on an upper wall facing the vehicle upper side, and faces the front of the vehicle on the front side of the vehicle from a fastening portion by the upper fastener. It is fastened with a front fastener to the second side frame member on the front wall,
The fastening holes formed in the respective front walls of the first and second horizontal skeleton members and through which the front fasteners are inserted are respectively positioned on the outer sides in the vehicle width direction with respect to the insertion portions of the front fasteners. The vehicle body front part structure according to claim 1, further comprising a fastener relief part.   The connection structure is formed at a fitted portion formed so as to open at the vehicle rearward direction at least in the vehicle width direction inner end portion of the first horizontal skeleton member, and on the vehicle width direction inner end portion of the second horizontal skeleton member. By fitting the provided fitting portion by press-fitting, the first lateral skeleton member and the second lateral skeleton member are restrained from relative angular displacement about the axis of the shaft member. The vehicle body front part structure according to claim 1 or 2, wherein the vehicle width direction inner end side of the skeleton member is connected to the vehicle width direction inner end side of the second horizontal skeleton member.   The vehicle body front part structure according to claim 3, wherein the connection structure is a structure in which a rib protruding from at least one of the fitted part and the fitting part to the other side contacts the other side. The connection structure is
A first flange formed at an inner end in the vehicle width direction of the first horizontal skeleton member;
A second flange formed at the inner end in the vehicle width direction of the second horizontal skeleton member and abutted against the first flange;
An engagement portion provided on at least one of the first flange and the second flange so as to be broken when a vehicle rearward load exceeding a predetermined load is applied, and engaged with the other flange;
The vehicle body front part structure according to claim 1 or 2, comprising the vehicle body. The connection structure is
A first flange formed at an inner end in the vehicle width direction of the first horizontal skeleton member;
A second flange formed at the inner end in the vehicle width direction of the second horizontal skeleton member and abutted against the first flange;
A welded portion in which the first flange and the second flange are joined by welding so as to be peeled off when a vehicle rearward load exceeding a predetermined load is applied;
The vehicle body front part structure according to claim 1 or 2, comprising the vehicle body.

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