JP2012035759A - Front vehicle body structure - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a front vehicle body structure capable of effectively absorbing a shock at a head-on collision of a vehicle.SOLUTION: There are provided a pair of right and left front side frames 9, 9 extending in the longitudinal direction of a vehicle. The front side frames 9, 9 have folding structures which can be folded inward of a vehicle when the load from the front side of the vehicle is input. A pair of shock-absorbing members 16, 16 are provided between the pair of right and left front side frames 9, 9, which extend from the front side frames 9, 9 inward and backward of the vehicle, and absorb the shock by shrinkage accompanied by the fold inward of the vehicle of the front side frames 9, 9 when the load is inputted.

Description

  The present invention relates to a front vehicle body structure that includes a pair of left and right front side frames that extend in the vehicle longitudinal direction.

  Conventionally, from the viewpoint of reliably protecting passengers in the passenger compartment, it has been an issue how to absorb the impact of a frontal collision at the front of the vehicle. Various structures have been proposed.

  Among them, in Patent Document 1 below, an engine that retreats at the time of a vehicle front-end collision bends a cross member portion that constitutes a sub-frame for a front wheel suspension, so that the cross member portion is detached from the side member portion, and this is used as a trigger. A side frame that is bent is disclosed.

  In Patent Document 2 below, the impact is absorbed by the compression deformation of the front end portion of the front side frame (member), and the load input to the subframe when the drive unit is retracted due to a vehicle front collision is applied to the inclination of the subframe. A device that is transmitted and dispersed to a vehicle body skeleton member via a portion is disclosed.

JP 2002-255059 A JP 2003-118632 A

  Here, the prior art disclosed in Patent Document 1 attempts to absorb the impact by bending the front side frame, but the shock is sufficiently absorbed by the front portion of the vehicle only by bending the front side frame. In some cases, it was not always effective.

  The prior art disclosed in Patent Document 2 is mainly intended to transmit and distribute a collision load (impact) that could not be absorbed by the front part of the vehicle to the rear part of the vehicle body. In terms of absorption, the impact is only slightly absorbed by the compression deformation of the front end portion of the front side frame (member).

  An object of this invention is to provide the front vehicle body structure which can absorb the impact at the time of vehicle front collision more effectively.

  The front vehicle body structure of the present invention is a vehicle front vehicle body structure that includes a pair of left and right front side frames extending in the vehicle front-rear direction, and the front side frame is directed toward the inside of the vehicle when a load is input from the front of the vehicle. The vehicle has a folding structure that enables bending, and extends between the pair of left and right front side frames from the front side frame toward the inside and rear of the vehicle. It is provided with a pair of impact absorbing members that absorbs an impact by contracting as it bends inward.

  According to this configuration, when the front side frame is bent, not only can the shock at the front of the vehicle be absorbed by the bending of the front side frame itself, but also the above shock can be absorbed by contraction of the shock absorbing member. The impact can be effectively absorbed by the cooperation of the front side frame and the impact absorbing member.

  In one embodiment of the present invention, a pair of floor frames are provided behind the pair of left and right front side frames, and the front end portion is located on one side of the pair of left and right front side frames. And a transmission member that transmits the load input to the shock absorbing member on the one side to the floor frame on the other side by connecting the rear end portion to the floor frame located on the other side. It is provided.

  According to this configuration, the load input to one front side frame can be transmitted and distributed to the other floor frame by the shock absorbing member and the transmission member, and the load is distributed over a wider range. Can be made.

  In one embodiment of the present invention, a connecting member that connects the rear ends of the pair of shock absorbing members in the vehicle width direction is provided, and a front end of the transmission member is connected to the connecting member, When the end portion is connected to the floor frame, the load input to the shock absorbing member on one side is transmitted to the floor frame on the other side via the shock absorbing member, the connecting member, and the transmitting member. Can be communicated to.

  According to this configuration, the load input to one front side frame can be reliably transmitted to the other floor frame via the impact absorbing member, the connecting member, and the transmitting member.

  In one embodiment of the present invention, a surface of the connecting member connected to the shock absorbing member extends in a direction orthogonal to a load input direction from the shock absorbing member.

  According to this configuration, the connecting member can receive the load input from the shock absorbing member directly in front, and can reliably transmit the load to the connecting member.

  In one embodiment of the present invention, a surface of the connecting member connected to the transmission member extends in a direction orthogonal to a load input direction to the transmission member.

  According to this configuration, the transmission member can receive the load input from the connecting member in front of the transmission member, and can reliably transmit the load to the transmission member.

  In one embodiment of the present invention, the front side frame is provided at the rear of the crash area that can absorb shock by compressing in the axial direction when a load is input from the front of the vehicle, and when the load is input. And a bend region that bends inward of the vehicle.

  According to this configuration, in the initial stage of load input, an impact can be first absorbed in the crash region, and thereafter, the impact can be reliably absorbed in the vent region.

  In one embodiment of the present invention, a front end portion of the shock absorbing member is connected to the bend region.

  According to this configuration, when the vent region is bent toward the inner side of the vehicle, the shock absorbing member can be reliably contracted, so that the shock can be reliably absorbed by the shock absorbing member.

  In one embodiment of the present invention, the shock absorbing member is connected to the bend region in the vicinity of a position that is the apex located most inside the vehicle when the vent region is bent by a load input. .

  According to this configuration, when the vent region is bent toward the inside of the vehicle, the compression width at the time of compressive deformation can be further increased while the impact absorbing member is more reliably compressed and deformed. For this reason, the impact absorption by the impact absorbing member can be more reliably performed.

  In one embodiment of the present invention, the impact absorbing member is structured to be more easily contracted than the crash region.

  As described above, when the shock absorbing member is disposed so as to extend from the front side frame toward the vehicle inner side and rearward, the shock absorbing member extends obliquely with respect to the load input direction in the front side frame. It will be. In this case, since the component force of the load that is branched from the front side frame and is input to the shock absorbing member is small, there is a possibility that the compressive deformation is not sufficiently performed in the shock absorbing member.

  According to this configuration, by allowing the shock absorbing member to be more easily compressed and deformed than the crash region of the front side frame, the shock absorbing member can be reliably compressed and deformed even with a small component force. Shock absorption by the shock absorbing member can be reliably performed.

  According to this invention, when the front side frame is bent, not only can the impact of the front side frame bend itself be absorbed by the front side frame, but also the impact can be absorbed by contraction of the shock absorbing member. The impact can be effectively absorbed by the cooperation of the front side frame and the impact absorbing member.

The top view which shows the front vehicle body structure which concerns on embodiment of this invention. The side view of FIG. The side view which shows the state which connected the impact-absorbing member and the load transmission member to the connection member. It is a top view which shows the state at the time of the front collision of a vehicle, and is a figure which shows the state which collided front with the obstruction. The side view of FIG. It is a top view which shows the state at the time of the front collision of a vehicle, and is a figure which shows the state which the left side front part of the vehicle collided with the obstruction. The top view which shows the front vehicle body structure which concerns on other embodiment of this invention.

Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.
FIG. 1 is a plan view showing a front vehicle body structure according to an embodiment of the present invention, and FIG. 2 is a side view thereof. In the drawing, the arrow (F) indicates the front of the vehicle body, and the arrow (R) indicates the rear of the vehicle body.

  As shown in FIG. 1, the vehicle V according to the present embodiment is provided with an impact absorbing space 1 on the front side. For example, if the vehicle V is a vehicle on which an engine is mounted, the shock absorbing space 1 is set in an engine room and is mounted with a power plant including an engine and a transmission. On the other hand, if the vehicle is not equipped with an engine, such as an electric vehicle or a fuel cell vehicle, it is set in the cargo space or the length of the shock absorbing space 1 in the vehicle front-rear direction is reduced, and the front side of the front wheel is reduced. Overhang length is set short.

  The rear side of the shock absorbing space 1 is partitioned by a dash panel 2, the rear side of the dash panel 2 is a vehicle compartment 3, and the lower side of the vehicle compartment 3 is partitioned by a floor panel 4. The floor panel 4 is formed so as to extend rearward from the lower end edge of the dash panel 2 so as to incline downward and reach the lower end of the vehicle body, and to extend rearward substantially horizontally therefrom. As shown in FIG. 1 and FIG. 2, side sills 5 extending along the edge are provided at both ends.

  A hinge pillar 7 is provided at the front end portion of the side sill 5 to support a door that covers an opening 6 that can be opened and closed, and a front pillar 8 extends from the upper end of the hinge pillar 7 toward the rear of the vehicle. Is extended. In the vehicle V, the side sill 5, the hinge pillar 7, the front pillar 8, and the like form an opening 6 for a passenger in the front seat to get on and off.

  A pair of left and right front side frames 9, 9 extending from the dash panel 2 so as to protrude forward of the vehicle are provided on both sides in the vehicle width direction of the shock absorbing space 1. The pair of left and right front side frames 9, 9 each have a substantially rectangular closed cross section, and extend from the lower end of the vehicle body to the front shock absorbing space 1 along the inclined portion of the floor panel 4. In FIG. 2, the front side frame 9 on the front side (the vehicle left side) of the pair of left and right front side frames 9, 9 is omitted, and only the front side frame 9 on the back side (the vehicle right side) is shown. ing.

  As shown in FIGS. 1 and 2, the pair of left and right front side frames 9 and 9 described above, on the inner side of the vehicle body, on the vehicle front-rear direction intermediate portion and the rear end portion, respectively, on the vehicle outer side in the vertical direction. Beads 9a and 9b as recessed bent portions are formed, and on the outer side surface of the vehicle body are recessed inwardly of the vehicle in the vertical direction and the vehicle front-rear direction at a position between the beads 9a and 9b. A bead 9c is formed as a part to be bent.

  In the front side frame 9, the front part of the bead 9a is configured by a crash area 9A that compresses and deforms in the axial direction when a collision load is input from the front of the vehicle, while the rear side of the bead 9a, that is, after the crash area 9A. The side portion is constituted by a vent region 9B that bends outward in the vehicle width direction when a collision load is input from the front of the vehicle.

  Further, the rear end sides of the pair of left and right front side frames 9, 9 are the front end sides of the pair of left and right floor frames 10, 10 provided to extend rearward along the lower surface of the floor panel 4, as shown in FIG. Each is continuous. The floor frames 10 and 10 have a U-shaped cross-section with the upper part open, and the upper end of the floor frames 10 and 10 is joined to the lower surface of the floor panel 4. The floor panel 4 corresponding to a substantially central position sandwiched between the pair of left and right floor frames 10 and 10 has a floor tunnel portion 11 that bulges toward the passenger compartment 3 from the front end to the rear end. Is formed.

  On the other hand, rectangular flange portions 12, 12 extending in the vehicle width direction and the vertical direction are provided on the front end sides of the front side frames 9, 9, respectively. Crash boxes 14 and 14 having flange portions 13 and 13 having substantially the same shape as the flange portions 12 and 12 are attached to the flange portions 12 and 12 at the rear end portions.

  Further, the crash boxes 14 and 14 are formed so as to have a smaller rectangular cross section toward the front side, and when a compressive load is input from the front of the vehicle due to an impact at the time of a vehicle frontal collision, the crash boxes 14 and 14 are compressed and deformed in the vehicle longitudinal direction. It absorbs shock. The crash boxes 14 and 14 form front end portions of the front side frames 9 and 9, more specifically, a part of the front end portion of the crash region 9A.

  Further, both ends of the bumper reinforcement 15 in the vehicle width direction are fixed to the front ends of the left and right crash boxes 14, 14, respectively. In the present embodiment, the shock absorbing space 1 is mainly defined by the dash panel 2, the pair of left and right front side frames 9 and 9, and the bumper reinforcement 15.

  In the present embodiment, a pair of left and right shock absorbing members 16, 16 are provided between the front side frames 9, 9 in the shock absorbing space 1. The shock absorbing members 16 and 16 are connected to the vent region 9B at the outer ends of the vehicle, and more specifically, in the vicinity of the beads 9c located between the beads 9a and 9b. It is connected to a position corresponding to the bead 9c in the front-rear direction.

  The shock absorbing member 16 extends from the vent region 9B to the vehicle inner side and rearward, and the rear end portion thereof is connected in the vehicle width direction by a connecting member 17 positioned in front of the dash panel 2.

  Here, a pair of left and right load transmitting members 18 and 18 are further connected to the connecting member 17 that connects the rear ends of the shock absorbing members 16 and 16. The load transmitting members 18 and 18 are connected at their front ends to the shock absorbing members 16 and 16 via the connecting members 17, while extending rearward and outward of the vehicle and their rear ends connected to the floor frames 10 and 10, respectively. Has been. The member 19 shown in FIGS. 1 and 2 is a connecting tool that connects the rear end portion of the load transmitting member 18 and the bottom surface portion of the floor frame 10, and includes, for example, a bolt, a nut, and the like.

  FIG. 3 is a side view showing a state in which the shock absorbing member 16 and the load transmitting member 18 are connected to the connecting member 17. The connecting member 17 includes an upper member 17A and a lower member 17B having a substantially cross-sectional hat shape. As shown in FIG. 3, the connecting member 17 includes flange portions 17a1 to 17a3 formed on the lower edge portion of the upper member 17A, They are integrated by joining 17b1 to 17b3 formed on the upper edge of the member 17B.

  Here, in the upper member 17A constituting the connecting member 17, the side surface portions 17d1 to 17d3 extend substantially vertically from the upper surface portion 17c as shown in FIG. On the other hand, in the lower member 17B, some of the side surface portions 17f1 and 17f3 extend vertically from the bottom surface portion 17e, and the other part of the side surface portion 17f2 extends upward and rearward.

  Further, the side portions 17d1 and 17f1 in front of the vehicle extend inward and forward of the vehicle in a plan view, and further, the side portions 17d2 and 17f2 in the rear of the vehicle extend inward and backward of the vehicle.

  Incidentally, the shock absorbing member 16 connected to the connecting member 17 is composed of an upper member 16A and a lower member 16B having a substantially cross-sectional hat shape as shown in FIG. 3, and flange portions 16a1 and 16b1 at both ends, and By joining the flange portions 16a2 and 16b2, a cylindrical shape is formed.

  The upper member 16A and the lower member 16B constituting the shock absorbing member 16 have extended portions 16e to 16h extending vertically at the front and rear end portions of the upper surface portion 16c and the lower surface portion 16d. The extension parts 16e and 16f are connected to the vent region 9B of the front side frame 9 by a connecting tool 20 such as a bolt and a nut, and the extending parts 16g and 16h are connected by a connecting tool 21 such as a bolt and a nut. The upper member 17A constituting the member 17 is connected to the side surface portion 17d1.

  Here, in the connecting member 17, the extending direction of the side surface portion 17 d 1 is orthogonal to the extending direction of the shock absorbing member 16. When the shock absorbing member 16 is connected to the connecting member 17, the shock absorbing member 16 is It is in an upright state on the side surface portion 17d1.

  Further, as shown in FIG. 3, the load transmission member 18 is formed of a member having a substantially cross-sectional hat shape, and has an extending portion 18a at a front end portion thereof. And the extension part 18a is connected with the side part 17f2 of the lower member 17B which comprises the connection member 17 with connection tools 22, such as a volt | bolt and a nut.

  Here, the load transmission member 18 extends outward and rearward in the plan view, and extends rearward and downward in the side view as shown in FIGS. 2 and 3. In the connecting member 17, the extending direction of the side surface portion 17 f 2 is orthogonal to the extending direction of the load transmitting member 18. When the load transmitting member 18 is connected to the connecting member 17, the load transmitting member 18 is in the side surface. It is in an upright state on the portion 17f2.

  4 and 5 are a plan view and a side view, respectively, showing the state of the vehicle V during a front collision, and show a state where the vehicle α collides frontally with the obstacle α. As shown in FIGS. 4 and 5, when the vehicle V collides head-on with the obstacle α, in this embodiment, the crash region 9 </ b> A of the front side frame 9 is axially moved by the collision load input to the bumper reinforcement 15. By compressing and deforming, the region 9A is crushed in the vehicle front-rear direction.

  At this time, in the crash region 9A, when a collision load is input from the front of the vehicle, the crash box 14 is first compressed and deformed, and is crushed in the vehicle front-rear direction. Then, when the collision load is further input, the remaining area between the crash box 14 and the bead 9a of the front side frame 9 is compressed and deformed in the longitudinal direction of the vehicle in the same manner as the crash box 14.

  Next, the front side frame 9 is bent in the vent region 9B due to further input of a collision load. In the vent region 9B, the beads 9a and 9b are recessed outside the vehicle as described above, while the bead 9c formed between the beads 9a and 9b is recessed toward the inside of the vehicle. The vent area 9B bends inside the vehicle. At this time, in the portion corresponding to the bead 9c, the bending to the inside of the vehicle is most promoted by the bead portion 9c, and accordingly, when the vent region 9B is bent, the portion corresponding to the bead portion 9c. As shown in the figure, this is the apex located most inside the vehicle.

  In the present embodiment, when a collision load is input from the front of the vehicle V at the time of a front collision, the crash region 9A of the front side frame 9 can compress and deform in the vehicle front-rear direction to absorb the impact. In addition, the impact can be further absorbed by bending the vent region 9B to the inside of the vehicle.

  In the case of the present embodiment, as the vent region 9B bends to the vehicle inner side, the front end portion connected to the vicinity of the bead 9c is pressed to the vehicle inner side in the shock absorbing member 16.

  Here, the shock absorbing member 16 has a structure that is more easily compressed and deformed in the axial direction than the crash region 9A of the front side frame 9. Specifically, the shock absorbing member 16 includes the crash box 14 in the crash region 9A. It is formed so as to be thinner than the fragile portion. For this reason, when the front end portion of the shock absorbing member 16 is pressed toward the inside of the vehicle as described above, it can be easily compressed and deformed in the axial direction as shown in FIGS. It is possible to absorb the impact by deformation.

  By the way, in this embodiment, when an impact cannot be absorbed by the crash area 9A and the vent area 9B of the front side frame 9, a part of the collision load will be described by taking the left side of the vehicle as an example. As indicated by thick arrows X1 to X3, the vehicle is transmitted and distributed along the dash panel 2, the front pillar 7 and the floor frame 10 located on the same vehicle left side as the front side frame 9 to the vehicle right side and the vehicle rear side. Yes.

  Further, a part of the collision load is input to the shock absorbing member 16 located on the same side as the front side frame 9 on the left side of the vehicle as indicated by the thick arrow X4 and transmitted toward the connecting member 17.

  Here, looking at the load transmitting member 18 on the right side of the vehicle, the front end portion thereof is connected to the shock absorbing member 16 on the left side of the vehicle via the connecting member 17, and the rear end portion thereof is connected to the floor frame 10 on the right side of the vehicle. It is connected. For this reason, the collision load input to the shock absorbing member 16 on the left side of the vehicle is input to the load transmission member 18 located on the right side of the vehicle as shown by the thick arrow X5 via the connecting member 17, and finally, the collision load on the right side of the vehicle. The vehicle is transmitted and distributed along the floor frame 10 to the rear of the vehicle.

  Also, as shown in FIGS. 4 and 5, when the vehicle V collides head-on, the collision load is similarly transmitted on the right side of the vehicle. Specifically, a part of the collision load is applied to the left side and the rear side of the vehicle along the dash panel 2, the front pillar 7, and the floor frame 10 located on the right side of the vehicle as indicated by thick arrows X6 to X8 in FIG. A part of the signal is transmitted and distributed, and a part thereof is input to the shock absorbing member 16 located on the right side of the vehicle as indicated by a thick arrow X9.

  Then, the collision load input to the shock absorbing member 16 on the right side of the vehicle is input to the load transmitting member 18 positioned on the left side of the vehicle as shown by the thick arrow X10 via the connecting member 17, and finally the floor on the left side of the vehicle. It is transmitted and distributed along the frame 10 to the rear of the vehicle.

  FIG. 7 is a plan view showing a state at the time of a front collision of the vehicle V, and shows a state in which the left front portion of the vehicle V has an offset collision with the obstacle β. As shown in FIG. 6, when the vehicle V has an offset collision with the obstacle β, the front side frame is received at the front left side of the vehicle V in the offset collision by the collision load input to the bumper reinforcement 15 as in the frontal collision. The nine crash areas 9A are compressed and deformed, and the vent area 9B is bent to the inside of the vehicle.

  As the vent region 9B bends to the vehicle inner side, the front end portion on the left side in the vehicle width direction of the shock absorbing member 16 is pressed toward the vehicle inner side. For this reason, the impact absorbing member 16 can absorb the impact by compressing and deforming in the axial direction as in the case of a frontal collision.

  Further, a part of the collision load that could not be absorbed by the crash area 9A and the vent area 9B of the front side frame 9 is located on the left side of the vehicle as the front side frame 9 as indicated by thick arrows Y1 to Y3 in FIG. It is transmitted and distributed along the dash panel 2, the front pillar 7, and the floor frame 10 that are located on the right side of the vehicle and the rear side of the vehicle.

  Further, a part of the collision load is input to the shock absorbing member 16 located on the left side of the vehicle as indicated by the thick arrow Y4 and transmitted toward the connecting member 17. Then, the collision load transmitted to the connecting member 17 in this way is input to the load transmitting member 18 located on the right side of the vehicle through the connecting member 17 as indicated by the thick arrow Y5, and finally the right side of the vehicle The vehicle is transmitted and distributed along the floor frame 10 to the rear of the vehicle.

  As described above, in the present embodiment, the bead portions 9a to 9c as the planned bending portions are formed in the vent region 9B, so that the front side frame 9 is bent toward the inside of the vehicle when a load is input from the front of the vehicle. It has a foldable structure. As the front side frame 9 is bent toward the inside of the vehicle, the shock absorbing member 16 compresses and deforms in the axial direction, so that the shock absorbing member 16 absorbs the shock. With such a configuration, when the vent area 9B is bent, the bent area 9B itself absorbs not only the shock at the time of the frontal collision of the vehicle, but also the shock absorption member 16 absorbs the above-mentioned shock. And the impact can be effectively absorbed by the cooperation of the front side frame 9 and the impact absorbing member 16.

  By the way, in the case of a vehicle in which an engine is mounted in the shock absorbing space 1, the engine is generally elastically supported by the front side frame via the engine mount. It is possible to disperse the vehicle rear via the mount. However, since an engine is not mounted in an electric vehicle or a fuel cell vehicle, the collision load cannot be dispersed through the engine mount as described above.

  Consider the case where the above-described shock absorbing member 16 is disposed in an electric vehicle or a fuel cell vehicle. The impact absorbing member 16 can absorb the impact regardless of whether or not the engine is mounted. Therefore, in this case, instead of dispersing the collision load via the engine mount, the impact can be absorbed by compressive deformation of the impact absorbing member 16, and the passenger in the passenger compartment 6 can be reliably protected. For this reason, it can be said that the structure of the present embodiment in which the shock absorbing member 16 is disposed in the shock absorbing space 1 is more preferably applied to an electric vehicle and a fuel cell vehicle.

  When the engine is mounted in the shock absorbing space 1, it is possible to avoid interference with the vent region 9B in consideration of the fact that the vent region 9B is bent toward the inside of the vehicle at the time of the vehicle front collision as described above. It is preferable to mount a small engine.

  In the present embodiment, the front end portion of the load transmitting member 18 is connected to the shock absorbing member 16 located on one side of the pair of left and right front side frames 9, 9, and the rear end portion is located on the other side. It is connected to the frame 10. 4 and FIG. 5, as indicated by thick arrows X4, X5, X9, X10, Y4, and Y5, the collision load input to the shock absorbing member 16 on one side is transferred to the other side by the load transmitting member 18. Transmission to the floor frame 10 is possible. With such a configuration, the collision load input to one front side frame 9 can be transmitted and distributed to the floor frame 10 on the other side by the shock absorbing member 16 and the load transmission member 18. Can be dispersed over a wider range.

  Further, a connecting member 17 for connecting the rear end portions of the pair of left and right shock absorbing members 16 is provided, and the front end portion of the load transmitting member 18 is connected to the connecting member 17, thereby being input to one front side frame 9. The collision load thus obtained can be reliably transmitted to the floor frame 10 on the other side via the impact absorbing member 16, the connecting member 17, and the load transmitting member 18.

  Further, with respect to the connecting member 17, when the impact absorbing member 16 is connected in an upright state by making the extending direction of the side surface portion 17d1 connected to the impact absorbing member 16 orthogonal to the extending direction of the impact absorbing member 16. The side surface portion 17d1 extends in a direction orthogonal to the load input direction from the shock absorbing member 16. In this case, the connecting member 17 can receive the load input from the shock absorbing member 16 directly in front, and can reliably transmit the collision load to the connecting member 17.

  Further, when the load transmitting member 18 is connected in an upright state by making the extending direction of the side surface portion 17f2 connected to the load transmitting member 18 orthogonal to the extending direction of the load transmitting member 18, the side surface portion 17f2 is In other words, it extends in a direction perpendicular to the load input direction to the load transmitting member 18. In this case, the load transmission member 18 can receive the load input from the connecting member 17 directly in front, and can reliably transmit the collision load to the load transmission member 18.

  Further, in the present embodiment, the front side frame 9 is provided at the rear of the crash area 9A capable of absorbing an impact by compressing and deforming in the axial direction when a collision load is input from the front of the vehicle, By comprising the bent region 9B that can absorb the shock by bending inside the vehicle when the collision load is input, the shock can first be absorbed in the crash region 9A in the initial stage of the collision load input, and thereafter Can be reliably absorbed in the vent region 9B.

  In particular, when the shock absorbing member 16 is connected to the vent region 9B, the shock absorbing member 16 can be reliably compressed and deformed in the axial direction when the vent region 9B is bent toward the inside of the vehicle. For this reason, the impact absorbing member 16 can reliably absorb the impact.

  In addition, when the shock absorbing member 16 is connected to the top of the vent area 9B that is bent when the load is input, that is, the apex located on the innermost side of the vehicle, that is, the portion corresponding to the bead portion 9c, the vent area 9B is connected to the vehicle. When bent inside, the impact absorbing member 16 can be more reliably compressed and deformed, and the compression width at the time of compressive deformation can be increased. For this reason, the impact absorption by the impact absorbing member 16 can be more reliably performed.

  By the way, the impact absorbing member 16 according to the present embodiment extends obliquely with respect to the load input direction in the front side frame 9 by extending from the front side frame 9 to the vehicle inner side and rearward. . In this case, since the component force of the collision load branched from the front side frame 9 and input to the shock absorbing member 16 becomes small, the shock absorbing member 16 may not be sufficiently compressed and deformed.

  Therefore, in the present embodiment, the shock absorbing member 16 has a structure that can be more easily compressed and deformed than the crash region 9A of the front side frame 9. Thereby, even if it is a small component force, the impact-absorbing member 16 can be reliably compressed and deformed, and the impact absorption by the impact-absorbing member 16 can be performed reliably.

  In the above-described embodiment, the shock absorbing member 16 is configured by the cylindrical member configured to be more easily compressed and deformed in the axial direction than the crash box 14 in the crash region 9A. However, the present invention is not necessarily limited thereto. However, it is only necessary that at least when the vent region 9B of the front side frame 9 bends inward in the vehicle width direction, the shock absorbing member can absorb the shock by contraction in the axial direction. Therefore, as shown in FIG. 7, the shock absorbing member 56 may be constituted by a damper member such as a hydraulic damper or a gas damper in which a fluid is filled in the cylinder 56a. In FIG. 7, the same components as those in the first embodiment shown in FIGS. 1 to 6 are denoted by the same reference numerals and description thereof is omitted.

  In the case of this embodiment, the shock absorbing member 56 is normally held in the extended state, while the shock absorbing member 56 is bent when the vent region 9B of the front side frame 9 is bent inward in the vehicle width direction by the front collision of the vehicle V. The shock can be absorbed by the 56 contraction.

  Other functions and effects are the same as those of the first embodiment described above.

  Further, regarding the folding structure including the planned bending portion, the planned bending portion may be constituted by a weak portion such as a thin portion instead of forming the bead portions 9a and 9c. Further, as disclosed in Japanese Patent Application Laid-Open No. 2009-137379, the planned bending portion may be configured by a difference in rigidity between a connection portion where the front side frame and the reinforcing member are connected and another portion.

  Moreover, regarding the connection member 17, you may connect this to the front part of the dash panel 2 located in the back immediately.

In correspondence between the configuration of the present invention and the above-described embodiment,
The transmission member of the present invention corresponds to the load transmission member 18,
The present invention is not limited only to the configuration of the above-described embodiment, and many embodiments can be obtained.

DESCRIPTION OF SYMBOLS 9 ... Front side frame 9A ... Crash area | region 9B ... Vent area | region 10 ... Floor frame 18 ... Load transmission member 17 ... Connection member 16,56 ... Shock absorption member

Claims (9)

A vehicle front body structure including a pair of left and right front side frames extending in the vehicle longitudinal direction,
The front side frame has a folding structure that allows bending to the inside of the vehicle when a load is input from the front of the vehicle.
Between the pair of left and right front side frames, the vehicle extends from the front side frame toward the inside and rear of the vehicle,
A front vehicle body structure comprising a pair of impact absorbing members that absorbs an impact by contracting as the front side frame bends toward the vehicle inner side when the load is input. A pair of floor frames are provided behind the pair of left and right front side frames,
The front end portion is connected to the shock absorbing member located on one side of the pair of left and right front side frames, and the rear end portion is connected to the floor frame located on the other side, whereby the one side shock The front vehicle body structure according to claim 1, further comprising a transmission member that transmits a load input to the absorbing member to the floor frame on the other side. A connecting member that connects the rear ends of the pair of shock absorbing members in the vehicle width direction;
The front end portion of the transmission member is connected to the connecting member, and the rear end portion is connected to the floor frame, so that the load input to the one side shock absorbing member can be applied to the shock absorbing member, The front vehicle body structure according to claim 2, wherein transmission is possible to the floor frame on the other side via a connecting member and the transmission member. The front vehicle body structure according to claim 3, wherein a surface of the connecting member connected to the shock absorbing member extends in a direction orthogonal to a load input direction from the shock absorbing member. The front vehicle body structure according to claim 3, wherein a surface of the connecting member connected to the transmission member extends in a direction orthogonal to a load input direction to the transmission member. The front side frame has a crash area that can absorb shock by compressing in the axial direction when a load is input from the front of the vehicle,
The front vehicle body structure according to any one of claims 1 to 5, further comprising a bend region that is provided behind the crash region and bends toward the inside of the vehicle when a load is input. The front vehicle body structure according to claim 6, wherein a front end portion of the shock absorbing member is connected to the bend region. The front vehicle body structure according to claim 7, wherein the shock absorbing member is connected to the vicinity of a position of the bend area, which is the apex located most inside the vehicle when the bent area is bent by a load input. The front vehicle body structure according to any one of claims 6 to 8, wherein the shock absorbing member has a structure that is more easily contracted than the crash region.

Images