JP2014184811A - Vehicle front part structure - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicle front part structure by which pedestrian protection performance is secured and damage of a vehicle body on light collision is reduced.SOLUTION: The vehicle front part structure comprises: an exterior member provided at a lower portion in a front end part of a vehicle; and an impact absorbing bracket 200, a front end portion of which is arranged opposite to a rear face portion of the exterior member and a rear end portion of which is attached to a vehicle body constituent member. In the structure, a protruding portion 218 is provided at a portion in the front end portion of the impact absorbing bracket, which protrudes to the other portion toward the front side of the vehicle and a position 221, where the impact absorbing bracket is jointed to the vehicle body constituent member, in the rear side of the protruding portion is placed above the upper end portion of the protruding portion.

Description

  The present invention relates to a vehicle body front structure of a vehicle such as an automobile, and more particularly to a vehicle body damage prevention during a light collision while ensuring pedestrian protection performance.

The bumper provided at the front end of the car body receives the compressive load from the bumper face and transmits it to the car body when it collides with a pedestrian, etc. In addition, an energy absorbing (EA) member having an energy absorbing effect is arranged.
As a conventional technique related to such a vehicle bumper structure, for example, in Patent Document 1, a plurality of front and rear direction ribs and a vehicle width direction are provided on the inner side of a lower portion (air dam portion) of a bumper face and downward from a horizontally disposed upper surface portion. It is described that an energy absorbing bracket with a rib hanging is arranged.

JP 2008-265399 A

The energy absorbing bracket as described above generates a sufficient load after the collision at the time of a collision with the pedestrian leg, curls up the pedestrian's leg to suppress bending of the knee, and It is required to suppress injury by rolling onto a hood having shock absorption.
However, in a light collision with another vehicle, it is necessary to prevent the vehicle body from being damaged by the energy absorption bracket pushing the vehicle body.
Here, it is conceivable to reinforce the vehicle body side, but at the time of a light collision with another vehicle, a much larger load is transmitted to the vehicle body than a collision with a pedestrian, so the vehicle body is reinforced to withstand this. Then, an increase in weight and a complicated structure become a problem.
In view of the above-described problems, an object of the present invention is to provide a vehicle body front structure that suppresses vehicle body damage during a light collision while ensuring pedestrian protection performance.

The present invention solves the above-described problems by the following means.
According to a first aspect of the present invention, there is provided an exterior member provided at a lower portion of a front end portion of a vehicle, a shock absorber in which a front end portion is disposed to face a rear surface portion of the exterior member and a rear end portion is attached to a vehicle body structural member A vehicle body front portion structure including a bracket, wherein a part of a front end portion of the shock absorbing bracket is provided with a protruding portion protruding toward the vehicle front side with respect to the other portion, and the impact on the rear side of the protruding portion. The vehicle body front part structure characterized in that the coupling portion of the absorption bracket with the vehicle body structural member is arranged at a higher position than the coupling portion with the vehicle body side structural member in the upper end portion of the projecting portion and other portions. It is.
According to this, when the pedestrian leg collides with an area other than the protrusion, the load is transmitted straight along the input direction, so that the pedestrian leg is jumped up and the pedestrian is placed on the hood. It is possible to generate a sufficient load to roll and improve pedestrian protection performance.
On the other hand, at the time of a light collision with a wall surface or the like, the input is received by the projecting part, and the coupling part with the vehicle body structural member is arranged at a position higher than the projecting part. A moment is generated that rotates in the direction of dropping the part.
By rotating and bending the shock absorbing bracket by this moment, the load transmitted to the vehicle body structural member can be reduced, and the vehicle body can be prevented from being damaged.

According to a second aspect of the present invention, the shock absorbing bracket includes a corrugated plate-like surface portion that extends substantially along the vehicle width direction and in which the inclination angle with respect to the vehicle width direction is sequentially reversed at an intermediate portion in the front-rear direction of the shock absorbing bracket. The vehicle body front part structure according to claim 1, further comprising a connecting part that connects the rear end part to the other part.
According to this, at the time of a collision with a pedestrian leg, a corrugated plate-like surface receives a compressive load in the axial direction, so that a high load necessary for pedestrian protection can be generated.
On the other hand, at the time of a light collision, when a bending moment is generated in the shock absorbing bracket, the corrugated plate-like surface functions as a weak part that induces bending deformation, so the shock absorbing bracket is securely bent and input to the body structure member. Can be reduced.

The invention according to claim 3 is a pair of vehicle widths that are opposed to the rear surface portion of the exterior member at the front end portion of the shock absorbing bracket and are spaced apart in the front-rear direction and extend substantially along the vehicle width direction. 2. The directional rib and a bottom surface portion having a bent portion that protrudes downward at an intermediate portion in the front-rear direction while connecting the lower end portions of the pair of vehicle width direction ribs. The vehicle body front part structure according to claim 2.
According to a fourth aspect of the present invention, there is provided a shock absorber in which an exterior member provided at a lower portion of a front end portion of a vehicle and a front end portion are disposed to face a rear surface portion of the exterior member and a rear end portion is attached to a vehicle body structural member A vehicle body front structure including a bracket, and is disposed at a front end portion of the shock absorbing bracket so as to face the rear surface portion of the exterior member and to be spaced apart in the front-rear direction and extend substantially along the vehicle width direction. A pair of vehicle-width-direction ribs and a bottom portion having a bent portion that protrudes downward at an intermediate portion in the front-rear direction are provided while connecting the lower ends of the pair of vehicle-width-direction ribs. It is a vehicle body front structure.
According to each of these inventions, it is possible to receive a load from the pedestrian leg in a wide range in the vertical direction by deforming so that the bottom surface buckles from the bent portion and protrudes downward at the time of collision. Thus, the load can be dispersed to prevent injury to the pedestrian leg.
In particular, by enlarging the range receiving the load downward, it becomes possible to push a lower position of the pedestrian leg, and the effect of suppressing injury by rolling the pedestrian over the hood can be enhanced.

  As described above, according to the present invention, it is possible to provide a vehicle body front structure that suppresses vehicle damage during a light collision while ensuring pedestrian protection performance.

It is typical sectional drawing which cut and looked at Example 1 of the vehicle body front part structure which applied this invention in the vehicle width direction center part. 1 is a schematic external perspective view of an impact absorbing bracket in a vehicle body front part structure of Embodiment 1. FIG. FIG. 3 is a cross-sectional view taken along the line III-III in FIG. 2. FIG. 4 is a cross-sectional view taken along the line IV-IV in FIG. 2. It is sectional drawing which looked at the impact-absorbing bracket in Example 2 of the vehicle body front part structure to which this invention is applied, cut in the vehicle width direction center part.

  The present invention provides a vehicle body front structure that suppresses vehicle body damage during a light collision while ensuring pedestrian protection performance, and provides protrusions protruding forward at both ends in the vehicle width direction of the EA bracket, The problem is solved by arranging the attachment point with the rear vehicle body at a high position with respect to the projecting portion, and rotating the EA bracket in a direction in which the tip portion hangs down when the projecting portion receives a backward load.

Embodiment 1 of a vehicle body front structure to which the present invention is applied will be described below.
The vehicle front structure of the first embodiment is provided in an automobile such as a passenger car, for example.
FIG. 1 is a cross-sectional view of the vehicle front structure according to the first embodiment as viewed at the center in the vehicle width direction.
The vehicle body front structure includes a radiator panel lower 10, a bumper beam 20, a bumper face 100, an impact absorption (EA) bracket 200, and the like.

The radiator panel lower 10 is a beam-like member that is provided at the lower portion of the front portion of the vehicle body and extends substantially along the vehicle width direction.
The radiator panel lower 10 holds a lower end portion of a condenser of a radiator core and an air conditioner (not shown).
The radiator panel lower 10 is constituted by, for example, a plurality of panels formed by press-molding steel plates and spot-welded, has a closed cross section, and is formed relatively firmly with respect to the bumper face 100 and the EA bracket 200. ing.
The radiator panel lower 10 constitutes a part of a white body (unmounted vehicle body).

The bumper beam 20 is a beam-like member provided on the front side of a front side frame of a vehicle body (not shown) and extending substantially along the vehicle width direction.
The bumper beam 20 is disposed at a position that is higher than the radiator panel lower 10 and protrudes toward the vehicle front side.
The bumper beam 20 is a member that receives a load from a collision target object and transmits it to the rear side of the vehicle body at the time of a frontal collision.
The bumper beam 20 is formed, for example, by roll forming a steel plate and has a closed cross-sectional shape.
An EA foam 21 is attached to the front side of the bumper beam 20.

The bumper face 100 is an exterior part that is exposed outside the vehicle at the front end of the vehicle, and is integrally formed of a resin material such as PP.
The bumper face 100 includes a main body portion 110 disposed on the front side of the bumper beam 20, an air dam portion 120 disposed below the main body portion 110, and the like.
Between the main body part 110 and the air dam part 120, an opening O is provided for introducing a traveling wind into a radiator core or the like.
A grill 130 is provided above the main body 110, and the upper end of the grill 130 is disposed adjacent to the front end of the hood H.
The air dam portion 120 is formed so that the cross-sectional shape viewed from the vehicle width direction is curved so that the front side of the vehicle is convex.

The EA bracket 200 is disposed on the rear side of the air dam portion 120 and on the front side of the radiator panel lower 10, absorbs energy input from the air dam portion 120 by being deformed at the time of a collision, and absorbs a load from the radiator panel lower 10. To communicate.
The front end portion of the EA bracket 200 is inserted into the air dam portion 120 from the vehicle rear side.
A rear end portion of the EA bracket 200 is fixed to the radiator panel lower 10.

FIG. 2 is a schematic external perspective view of the EA bracket 200 as viewed diagonally forward and diagonally upward.
3 is a cross-sectional view taken along the line III-III in FIG. 2 (both ends in the vehicle width direction).
4 is a cross-sectional view taken along the line IV-IV in FIG. 2 (the center in the vehicle width direction).
The EA bracket 200 is obtained by integrally forming a main body 210, a base 220, a connecting portion 230, and the like by injection molding a resin material such as PP.

The main body part 210 is a part constituting from the front end part of the EA bracket 200 to the intermediate part in the front-rear direction.
As shown in FIGS. 3 and 4, the main body 210 includes a first vehicle width direction rib 211, a second vehicle width direction rib 212, a third vehicle width direction rib 213, a fourth vehicle width direction rib 214, and a fifth vehicle. A width direction rib 215, a front / rear direction rib 216, a top surface portion 217, a protruding portion 218, and the like are configured.

The first vehicle width direction rib 211 to the fifth vehicle width direction rib 215 are disposed to face the rear surface portion of the air dam portion 120 of the bumper face 100 and extend substantially along the vehicle width direction.
The first vehicle width direction rib 211 to the fifth vehicle width direction rib 215 are sequentially arranged with a space from the front side of the vehicle.
The first vehicle width direction rib 211 to the fifth vehicle width direction rib 215 are formed to protrude downward from the lower surface portion of the top surface portion 217.

The front-rear direction ribs 216 are disposed so as to extend in the front-rear direction of the vehicle from the rear surface portion of the first vehicle width direction rib 211 to the front surface portion of the fifth vehicle width direction rib 215.
A plurality of the front and rear direction ribs 216 are provided apart from each other in the vehicle width direction, and are arranged so as to intersect with the second front and rear direction ribs 212 to the fourth front and rear direction ribs 214 in a lattice shape.
The front-rear direction rib 216 is formed to protrude downward from the lower surface portion of the top surface portion 217.

The top surface portion 217 is a portion constituting the upper surface portion of the main body portion 210, and is formed in a flat plate shape extending substantially along the horizontal direction.
The front end portion of the top surface portion 217 is connected to the upper end portion of the first vehicle width direction rib 211.
The rear end portion of the top surface portion 217 is connected to the upper end portion of the fifth vehicle width direction rib 215.

The protruding portion 218 is a portion protruding toward the vehicle front side with respect to the other portion of the first vehicle width direction rib 211.
As shown in FIG. 2, the protrusions 218 are provided at both ends of the EA bracket 200 in the vehicle width direction.
The front end portion of the protruding portion 218 is disposed at the foremost end portion of the EA bracket 200.

The base 220 is a portion that is provided at the rear end of the EA bracket 200 and is fastened to the radiator panel lower 10.
The base 220 is provided at substantially the same height on the vehicle rear side with respect to the main body 210, and is formed in a box shape, for example.
A bracket 220 a used for fastening to the radiator panel lower 10 protrudes from the rear end portion of the base portion 220.
The bracket 220a is disposed at substantially the same height as the top surface portion 217 of the main body 210.

In addition, projecting portions 221 that protrude upward are formed at both ends of the base portion 220 in the vehicle width direction.
At the both ends in the vehicle width direction shown in FIG. 3, the base 220 is fastened to the radiator panel lower 10 at the upper end of the protrusion 221.
Further, the rib 222 provided on the vehicle rear side (back side) of the base 220 is formed in an arch shape in which the shape seen from the vertical direction is convex on the vehicle front side, and interferes with other parts provided on the vehicle body side at the time of a collision. To prevent that.

The connecting part 230 is a part that connects the rear end part of the main body part 210 and the front end part of the base part 220.
The connecting portion 230 is a belt-like region in which the vehicle width direction is the longitudinal direction (long side direction) and the vehicle front-rear direction is the width direction (short side direction).
The connecting portion 230 has a corrugated plate shape (zigzag shape when viewed from the front of the vehicle) by connecting in the vehicle width direction a plurality of plane portions arranged so that the inclination angles with respect to the vehicle width direction (horizontal direction) are sequentially reversed. Is formed.
The front end portion of the connecting portion 230 protrudes from the rear surface portion of the fifth vehicle width direction rib 215, and the rear end portion protrudes from the front surface portion of the base portion 220.
The positions in the height direction of the upper end portion and the lower end portion of the connecting portion 230 are set within a range between the upper end portion and the lower end portion of the first vehicle width direction rib 211 to the fifth vehicle width direction rib 215.

In the vehicle body front structure described above, for example, at the time of a collision with an impactor I imitating a pedestrian leg (see FIG. 2), the impactor I collides with a region other than the protruding portion 218 in the front end portion of the EA bracket 200. There is a high possibility of doing.
In this case, as shown in FIG. 4, straight from the main body portion 210 of the EA bracket 200 to the connecting portion 230, the base portion 220, and the radiator panel lower 10 substantially along the input direction (substantially horizontal direction) of the input F. Load is transmitted.
For this reason, since the connection part 230 becomes a mode which receives a load as an axis | shaft along the extension direction of each plane part, it is hard to produce buckling deformation.
For this reason, the EA bracket 200 can generate a load sufficient to jump up the pedestrian leg and roll the pedestrian on the hood H, thereby improving the pedestrian protection performance.

On the other hand, for example, when colliding with a wall B or a planar wall-like barrier B imitating another vehicle, the EA bracket 200 receives the input F only by the protruding portion 218 protruding to the front side of the vehicle.
In this case, due to the difference in the height direction between the projecting portion 218 of the EA bracket 200 and the vehicle body side mounting portion provided at the upper end portion of the projecting portion 221 of the base portion 220, the EA bracket 200 has the configuration shown in FIG. As shown, a moment M is generated that attempts to rotate the tip in the direction of dropping.

When this moment M is received, the connecting portion 230 formed in a corrugated plate functions as a weak portion that is more likely to bend and deform than other portions, and the main body portion of the EA bracket 200 has a distal end around the connecting portion 230. It turns in the direction that the part descends.
The EA bracket 200 after being deformed in this way is shown by broken lines in FIGS. 3 and 4.
In the vehicle width direction center portion shown in FIG. 4, it can be seen that the barrier B is not substantially in contact with the first vehicle width direction rib 211 (in fact, via the air dam portion 120 not shown).
In addition, when the pedestrian leg part collides with the protrusion part 218, the EA bracket 200 shows such a deformation in the downward folding mode.

According to Example 1 demonstrated above, the following effects can be acquired.
(1) When the pedestrian leg collides with an area other than the protruding portion 218, the load is transmitted straight along the input direction, so that the pedestrian leg is flipped up and the pedestrian falls on the hood. A sufficient load can be generated to improve the pedestrian protection performance.
On the other hand, at the time of a light collision with a wall surface or the like, the input is received by the protruding portion 218, and the coupling portion with the radiator panel lower 10 is disposed at a position higher than the protruding portion 218. Generates a moment M that rotates in the direction of dropping the tip.
By rotating and bending the EA bracket 200 by this moment M, the load transmitted to the radiator panel lower 10 can be reduced to a predetermined allowable value or less, and damage to the vehicle body can be suppressed.
(2) At the time of a collision with a pedestrian leg part, the connection part 230 which has a corrugated plate-like surface part receives the compressive load of an axial direction, and can generate | occur | produce the high load required for pedestrian protection.
On the other hand, at the time of a light collision, when the bending moment M is generated in the EA bracket 200, the corrugated plate-like surface portion functions as a weak portion that induces bending deformation, so the EA bracket 200 is reliably bent and the radiator panel lower 10 The load input to can be reduced.

Next, a second embodiment of a vehicle body front structure to which the present invention is applied will be described.
In addition, about the location which is substantially common with Example 1 mentioned above, the same code | symbol is attached | subjected and description is abbreviate | omitted and a difference is mainly demonstrated.
The vehicle body front part structure of the second embodiment includes an energy absorption bracket (EA bracket) 200A described below instead of the energy absorption bracket 200 of the vehicle body front part structure of the first embodiment.

FIG. 5 is a cross-sectional view of the EA bracket according to the second embodiment as seen by cutting at the center in the vehicle width direction, and shows a cross-section corresponding to FIG. 4 in the first embodiment.
The EA bracket 200A according to the second embodiment does not include the top surface portion 217 between the first front-rear direction rib 211 and the second front-rear direction rib 212, and the lower end portion of the first front-rear direction rib 211 and the second front-rear direction rib. A bottom surface portion 219 is provided between the lower end portion of 212.
A bent portion 219a that protrudes downward is formed at the center of the bottom surface portion 219 in the front-rear direction.
The bottom surface portion 219 is formed as an inclined surface in which the front of the vehicle rises ahead of the bent portion 219a and the rear of the vehicle rises behind the bent portion 219a.

In the second embodiment described above, when a load is applied to the front surface portion of the first front-rear direction rib 211 at the time of collision with the pedestrian leg, the bottom surface portion 219 is buckled and deformed as shown by a broken line in FIG. It protrudes below the bracket 200A.
For this reason, it becomes possible to receive the load from a pedestrian leg part in the wide range in an up-down direction, and can disperse | distribute a load and can suppress the injury of a pedestrian leg part.
In particular, the effect of suppressing injury by rolling the pedestrian onto the hood can be enhanced by expanding the range receiving the load downward.

(Modification)
The present invention is not limited to the embodiments described above, and various modifications and changes are possible, and these are also within the technical scope of the present invention.
For example, the shape, structure, material, manufacturing method, number, arrangement, etc. of each part constituting the shock absorbing bracket can be appropriately changed.

10 Radiator Panel Lower 20 Bumper Beam 21 EA Foam 100 Bumper Face 110 Main Body 120 Air Dam O Open 130 Grill H Hood 200 Shock Absorption (EA) Bracket 200A Shock Absorption (EA) Bracket 210 Main Body 211-215 First to Fifth Vehicles Width direction rib 216 Front-rear direction rib 217 Top surface portion 218 Protruding portion 219 Bottom surface portion 219a Bending portion 220 Base portion 220a Bracket 221 Protruding portion 222 Rib B Barrier I Impactor

Claims (4)

An exterior member provided at the lower part of the front end of the vehicle;
A vehicle body front structure comprising: a front end portion disposed opposite to a rear surface portion of the exterior member; and a rear end portion attached to a vehicle body structure member;
A protrusion at the front end of the shock absorbing bracket is provided on the front side of the vehicle with respect to the other part.
The location where the shock absorbing bracket is coupled to the vehicle body structural member on the rear side of the projection is disposed at a higher position than the location where the upper end of the projection and the other portion are coupled to the vehicle body structural member. Body front structure characterized by this. A rear end portion and other portions of the shock absorbing bracket are provided at a middle portion in the front-rear direction of the shock absorbing bracket by a corrugated surface portion that extends substantially along the vehicle width direction and in which the inclination angle with respect to the vehicle width direction is sequentially reversed. The vehicle body front part structure according to claim 1, further comprising a connecting portion that connects the two to each other. A pair of vehicle width direction ribs facing the rear surface portion of the exterior member at the front end portion of the shock absorbing bracket and spaced apart in the front-rear direction and extending substantially along the vehicle width direction, and the pair of vehicles The vehicle body front according to claim 1 or 2, further comprising a bottom portion having a bent portion that protrudes downward at an intermediate portion in the front-rear direction while connecting the lower end portions of the width direction ribs. Part structure. An exterior member provided at the lower part of the front end of the vehicle;
A vehicle body front structure comprising: a front end portion disposed opposite to a rear surface portion of the exterior member; and a rear end portion attached to a vehicle body structure member;
A pair of vehicle width direction ribs facing the rear surface portion of the exterior member at the front end portion of the shock absorbing bracket and spaced apart in the front-rear direction and extending substantially along the vehicle width direction, and the pair of vehicles A vehicle body front structure characterized in that a bottom portion having a bent portion that protrudes downward is provided at an intermediate portion in the front-rear direction while connecting the lower end portions of the width direction ribs.

Images