JP2015168363A - Front structure of vehicle body - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a front structure of a vehicle body which can exert high relaxation performance with respect to an impact load during a head-on collision.SOLUTION: A front structure of a vehicle body comprises: a pair of first crash boxes 30 connected to both end parts of a first bumper reinforcement 33; and a pair of second crash boxes 31 connected to both end parts of a second bumper reinforcement 34. The first crash box 30 and the second crash box 31 are connected in a vertical direction of the vehicle body by a pair of left and right vertical columns 15. A pair of side frames 11 are disposed at the rear side of the first crash box 30 through the vertical columns 15 along a longitudinal direction of the vehicle body. A pair of lower members 14 are connected from the rear side of the vehicle body to each vertical column 15 to which the second crash box 31 is connected, the vertical columns are connected by a connection member 20 with each other.

Description

  The present invention relates to a front structure of a vehicle body that reduces a collision load applied from the front of the vehicle body.

  Conventionally, for example, a bumper device described in Patent Document 1 is known as an example of a front structure of a vehicle body. As shown in FIG. 9, the bumper device 100 extends in the longitudinal direction of the vehicle body with respect to both ends in the longitudinal direction of the first bumper force 101 and the second bumper force 102 extending in the width direction of the vehicle body. The first crash box 103 and the second crash box 104 are connected to each other. A side member 105 constituting a part of the vehicle body is connected to the rear end portion of the first crash box 103 through a radiator support side 106. A front end portion of a lower member 107 extending in the front-rear direction of the vehicle body is connected to the rear end portion of the second crash box 104 via a radiator support side 106, and a side member is connected to the rear end portion of the lower member 107. A suspension member (not shown) that forms part of the vehicle body together with 105 is connected.

  In such a configuration, for example, when a collision load is applied from the front of the vehicle body due to a vehicle collision, the collision load is changed from the first bumper force 101 to the first crash box 103 and the radiator support side 106. Is transmitted to the side member 105 via. Similarly, the collision load is transmitted from the second bumper force 102 to the suspension member via the second crash box 104, the radiator support side 106, and the lower member 107. Thus, the first and second crash boxes 103 and 104 are each subjected to axial compression deformation, so that the collision load applied to the vehicle body is reduced.

JP 2009-40187 A

  By the way, in the bumper device 100, when a collision load is applied from the front of the vehicle body, the second crash box has a structure in which the rigidity in the width direction of the vehicle body at the joint portion of the second crash box 104 and the lower member 107 is low. Due to the crossing angle of the 104 and the lower member 107 in plan view, a component force in the width direction of the vehicle body is generated. Due to this component force, the joint between the second crash box 104 and the lower member 107 is deformed in the width direction of the vehicle body. As a result, the second crash box 104 does not have a structure that actively reduces the collision load, and there is room for improvement in this regard.

  The present invention has been made in view of such circumstances, and an object thereof is to provide a front structure of a vehicle body that can exhibit high relaxation performance against a collision load at the time of a frontal collision. .

  A front structure of a vehicle body that solves the above problems includes a pair of first crash boxes that are connected to both ends of a first bumper reinforcement that extends in the width direction of the vehicle body, and a lower portion of the first bumper reinforcement. A pair of second crash boxes connected to both ends of a second bumper reinforcement extending in the width direction of the vehicle body, and the first crash box and the second crash box connected in the vertical direction of the vehicle body A pair of left and right vertical columns, a pair of side frames disposed along the longitudinal direction of the vehicle body on the rear side of the first crash box via the vertical columns, and the second A pair of lower members connected from the rear side of the vehicle body to each of the vertical columns to which the crash box is connected, and a connecting member for connecting the vertical columns to each other.

  According to the above configuration, even when a collision load is applied to the bumper reinforcement from the front of the vehicle body, even if the connecting portion of the side frame and the lower member with the vertical column extends outward in the width direction of the vehicle body, the displacement is longitudinal. It is regulated by a connecting member that connects the columns. Therefore, since the side frames and the lower members are each secured with support rigidity in the extending direction of the first crash box and the second crash box, these crash boxes can be smoothly axially compressed and deformed. Further, when a collision load is transmitted from the first crash box and the second crash box to the side frame and the lower member via the vertical column, the side frame and the lower member can be smoothly crushed and deformed. Therefore, the impact load applied from the front of the vehicle body can exhibit high relaxation performance against the impact load at the time of frontal collision by the crushing deformation in the deformation mode targeted by the design of each member.

  As a preferred configuration, the lower member is connected via a connecting member to a connecting portion of the vertical column with the second crush box, and the connecting portion of the connecting member and the vertical column is The arrangement region overlaps the vertical direction of the vehicle body with respect to the connection portion between the lower member and the vertical column.

  According to the said structure, the arrangement | positioning area | region has overlapped with the up-down direction of the vehicle body with respect to the connection part of a 2nd crush box and a vertical column in the connection part of a connection member and a vertical column. Therefore, in the vertical column, a portion where the collision load is applied from the second crash box and a portion where the reaction force is applied from the connecting member overlap in the vertical direction of the vehicle body. Therefore, it can suppress that the surrounding structure of a connection part shear-deforms in the front-back direction of a vehicle body by the force which a vertical column acts from the both sides of the front-back direction of a vehicle body.

  As a preferred configuration, the first rib provided on the vertical column and the second rib provided on the connecting member overlap each other in a front view of the vehicle body.

  According to the above configuration, when the first and second ribs are arranged so as to overlap each other when viewed from the front of the vehicle body, for example, it is necessary to form a notch in one of the ribs in order to avoid interference between the ribs. There is no. Therefore, the strength of the vertical column and the connecting member reinforced by the rib is maintained, and the function as the vertical column and the connecting member is accurately maintained even when a collision load is applied to the bumper reinforcement from the front of the vehicle body.

  As a preferred configuration, the connecting member overlaps the radiator on a projection surface from the front of the vehicle body.

  According to the above configuration, when the radiator is displaced rearward of the vehicle body due to a collision load applied from the front of the vehicle body, the radiator presses a portion of the connecting member near the center in the width direction of the vehicle body toward the rear of the vehicle body. As a result, there is a possibility that a portion of the connecting member near the center in the width direction of the vehicle body is convex and curved toward the rear of the vehicle body. In such a case, the tension acts on the inner side in the width direction of the vehicle body at the connecting portion of the connecting member with the vertical column. That is, even with such tension, the side frame and the lower member are restricted from being connected to the outer side in the width direction of the vehicle body.

The perspective view which looked at one Embodiment of the front part structure of a vehicle body from diagonally forward upper direction. The perspective view which looked at the front part structure of the vehicle body of the same embodiment from back diagonally upward. The elements on larger scale of FIG. The bottom view of the front part structure of the vehicle body of the embodiment. The side view of the front part structure of the vehicle body of the embodiment. Sectional drawing of the connection part of a radiator support lower and a 2nd crash box. It is an operation view of the front structure of the vehicle body at the time of a vehicle collision, (a) is a partial bottom view showing a state before deformation, (b) is a state in the middle of the deformation of the second crash box (C) is a partial bottom view which shows the state after the 2nd crash box deform | transformed. The partially broken perspective view which looked at the modified example of the front part structure of a vehicle body from back diagonally upward. The perspective view which shows the example of the perspective structure of the conventional bumper apparatus as an example of the front part structure body of a vehicle body.

  Hereinafter, an embodiment of a front structure of a vehicle body will be described with reference to the drawings. In the drawings, an arrow Fr indicates the front direction of the vehicle body, an arrow Up indicates the upward direction of the vehicle body, and an arrow W indicates the width direction of the vehicle body.

  As shown in FIGS. 1 and 2, the front structure of the vehicle body has a pair of side frames 11 disposed on both sides in the width direction of the vehicle body. The side frame 11 is made of a rectangular cylindrical metal material, is connected to the vehicle body and extends rearward 11A extending rearward of the vehicle body, an inclined portion 11B extending obliquely upward from the front end of the rear portion 11A toward the front of the vehicle body, A front portion 11C extending from the front end of the portion 11B toward the front of the vehicle body.

  A suspension member 12 is connected to the side frame 11 from below. Specifically, convex portions 12A having screw holes (not shown) opened upward are projected from the surface portions of the upper surface of the suspension member 12 on both sides in the width direction of the vehicle body. The portion 12A is connected to the rear end portion of the front portion 11C of each side frame 11 by a bolt (not shown).

  A suspension arm 13 is supported on the suspension member 12 so as to be swingable in the vertical direction of the vehicle body. The suspension member 12 is a so-called butterfly-type suspension member in which both side portions in the width direction of the vehicle body extend to both sides in the front-rear direction of the vehicle body, and a front end portion thereof is made of a cylindrical metal material. The rear end portion of the lower member 14 is connected by a bolt (not shown).

  The front end portion of the lower member 14 and the front end portion of the front portion 11C of the side frame 11 are disposed at the same position in the front-rear direction of the vehicle body. And the vertical pillar 15 which consists of a metal plate extended in the up-down direction of a vehicle body is connected with these front-end parts with the volt | bolts 16 and 17 (refer FIG. 2).

  The vertical column 15 is formed with an annular rib 15A (see FIG. 1) functioning as a first reinforcing rib on the front surface thereof by bending the outer edge of the metal plate. In addition, a through hole (not shown) through which the shaft portion of the bolt 16 is inserted and a through hole through which the shaft portion of the bolt 17 is inserted in a portion of the vertical column 15 where the side frame 11 and the lower member 14 are connected. (Not shown) are formed.

  As shown in FIG. 2, a connecting member 20 made of a metal plate extending in the width direction of the vehicle body is interposed between the front end portion of the lower member 14 and the vertical column 15, and the vertical member 15 is connected to the lower member 14. It overlaps and is connected to the part from the rear side of the car body.

  The connecting member 20 has a rectangular plate shape, and is formed in a constant cross-sectional shape over the entire lengthwise direction. And the connection member 20 is constructed between the vertical pillars 15 provided on both sides in the width direction of the vehicle body in a state where the thickness direction thereof coincides with the longitudinal direction of the vehicle body. In addition, the connection member 20 has connected between these vertical pillars 15 linearly, and does not have the bending allowance to the width direction outer side of a vehicle body. In this respect, the connecting member 20 restricts displacement in the width direction of the vehicle body by connecting the connecting portions of the vertical columns 15 provided on both sides of the vehicle body in the width direction with the lower member 14. Further, the outer edge of the connecting member 20 is bent, so that an annular rib 20A that functions as a second reinforcing rib is formed on the rear surface thereof.

  As shown in FIG. 3, the vertical column 15 and the connecting member 20 are connected in a state where the back surfaces of the surfaces on which the respective annular ribs 15A and 20A are formed are overlapped. In addition, through holes (not shown) through which the shaft portions of the bolts 17 are inserted are formed at both ends in the width direction of the vehicle body, which are connection portions to the vertical columns 15 in the connection member 20.

  A flange assembly 23 is connected to the front end portion of the lower member 14 by welding. The flange portion 23A of the flange assembly 23 has a rectangular plate shape, and a through hole (not shown) through which the shaft portion of the bolt 17 is inserted is formed on the rear surface thereof.

  The flange assembly 23 of the lower member 14, the connecting member 20, and the vertical column 15 are inserted through the shaft portion of the bolt 17 from the rear side of the vehicle body while the respective through holes are aligned, and the front surface of the vertical column 15. A nut 24 (see FIG. 1) is screwed to the tip end of the shaft portion of the bolt 17 projecting from the bolt 17 so that they are connected to each other.

  A flange assembly 25 is connected to the front end portion of the side frame 11 by welding. The flange portion 25A of the flange assembly 25 has a rectangular plate shape, and a through hole (not shown) through which the shaft portion of the bolt 16 is inserted is formed on the rear surface.

  As shown in FIG. 1, the rear ends of the first and second crash boxes 30 and 31 made of a rectangular cylindrical metal material and extending in the front-rear direction of the vehicle body are connected to the front surface of the vertical column 15 by welding. Has been.

  The first crush box 30 is connected from the front side of the vehicle body to the connecting portion of the vertical column 15 to the side frame 11. Further, the second crash box 31 is connected from the front side of the vehicle body to the connecting portion of the vertical column 15 with the lower member 14. In other words, the connection region between the second crash box 31 and the vertical column 15 is overlapped with the connection region between the lower member 14 and the vertical column 15 in the vertical direction of the vehicle body. In the present embodiment, the connection portion between the second crush box 31 and the vertical column 15 is arranged at the same height with respect to the connection portion between the lower member 14 and the vertical column 15. However, these connection parts may be disposed at different heights from each other while a part of the arrangement region overlaps in the vertical direction of the vehicle body.

  The first and second crash boxes 30 and 31 have the same longitudinal dimension of the vehicle body, and their front end portions are disposed at the same position in the longitudinal direction of the vehicle body. First and second bumper reinforcements 33 and 34 extending in the width direction of the vehicle body are connected to the front ends of the first and second crash boxes 30 and 31 by bolts (not shown), respectively.

  The first and second bumper reinforcements 33 and 34 are formed in a substantially U-shaped constant cross-sectional shape in which the rear of the vehicle body is opened over the entire region in the longitudinal direction. And the front-end part of the crash boxes 30 and 31 is connected with the both ends of the width direction of the vehicle body in the 1st and 2nd bumper reinforcements 33 and 34, respectively. That is, the crash boxes 30 and 31 absorb or alleviate the collision load applied from the front of the vehicle body to the corresponding bumper reinforcements 33 and 34 by axial compression deformation. Note that the positions of the front end faces of the first and second bumper reinforcements 33 and 34 are substantially the same. Therefore, for example, at the time of a vehicle collision, basically, a collision load is applied to the first and second bumper force 33, 34 simultaneously. The strengths of the first and second crash boxes 30 and 31 are set lower than the strength of the side frames 11 and the lower members 14. For this reason, when a collision load is input from the front of the vehicle body, the side frame 11 and the lower member 14 move the corresponding crash boxes 30 and 31 to the rear of the vehicle body until the corresponding crash boxes 30 and 31 undergo axial compression deformation. Support from. That is, the front structure of the vehicle body is deformed in order from the front to the rear of the vehicle body, thereby minimizing deformation of the vehicle body.

  As shown in FIG. 4, the suspension member 12 is arranged on the inner side of the vehicle body in the width direction of the vehicle body in order to secure the steering angle range of the wheel supported at the tip of the suspension arm 13. Yes. For this reason, the front end portion of the suspension member 12 is normally disposed on the inner side in the vehicle body width direction with respect to the vehicle width direction end portions of the bumper reinforcements 33 and 34, and the lower member 14 extends from the rear end portion to the front end portion. It extends to the outside in the width direction of the car body.

  Further, as shown in FIG. 5, the front end portion of the suspension member 12 is disposed on the lower side than the second bumper reinforcement 34. Therefore, the lower member 14 extends obliquely upward from the rear end portion to the front end portion.

  As shown in FIGS. 1 and 2, a radiator support lower 36 made of a metal plate extending in the width direction of the vehicle body is installed on the upper surface of the second crash box 31 provided on both sides in the width direction of the vehicle body. . The radiator support lower 36 includes a flat plate portion 36A that extends over substantially the entire area in the longitudinal direction, and bent portions 36B that are provided on both sides of the flat plate portion 36A in the longitudinal direction. The bent portion 36B bends obliquely upward toward the outer side in the width direction of the vehicle body and then extends further horizontally toward the outer side in the width direction of the vehicle body. The horizontally extending portion is connected to the second crash box 31. Has been. Since the radiator support lower 36 is connected to the middle position of the second crash box 31 in the front-rear direction of the vehicle body, this connection portion is more than the connection portion between the side frame 11 and the lower member 14 and the vertical column 15. Is placed in front of. Further, the radiator support lower 36 is kept low in strength, for example, so as not to prevent the front end portion of the front structure of the vehicle body from being immediately deformed during a vehicle collision. Incidentally, in the present embodiment, the crushing strength of the radiator support lower 36 is adjusted so as not to prevent the axial compression deformation of the second crash box 31.

  Here, as shown in FIG. 6, the second crash box 31 includes a pair of units 31 </ b> A and 31 </ b> B. Each unit 31A, 31B includes a bent portion 41A, 41B in which concave grooves 40A, 40B having a rectangular cross section are opened on one surface side, and a concave groove in the bent portions 41A, 41B by pressing one metal plate. Flange portions 42A and 42B projecting from the opening ends of 40A and 40B along the width direction of the vehicle body are formed. The second crush box 31 has both the units 31A and 31B in a state where the flange portions 42A and 42B are overlapped with the openings of the concave grooves 40A and 40B of the bent portions 41A and 41B of the units 31A and 31B facing each other. By connecting 31B by welding, it is configured in a rectangular tube shape extending in the front-rear direction of the vehicle body. Incidentally, in the present embodiment, both units 31A and 31B are opposed to each other in the vertical direction of the vehicle body as upper unit 31A and lower unit 31B, respectively.

  Note that through holes 43A and 43B are formed in the bottom walls of the bent portions 41A and 41B of both units 31A and 31B so as to penetrate in the thickness direction of both units 31A and 31B. A concave portion 44 is formed on the upper surface of the bent portion 36B of the radiator support lower 36, and a through hole having the same size as the through holes 43A and 43B of both units 31A and 31B is formed on the bottom surface of the concave portion 44. 45 is opened. Then, the through hole 45 of the radiator support lower 36 and the through hole 43A of the upper unit 31A are aligned, and the bent portion 36B of the radiator support lower 36 and the bottom wall of the bent portion 41A of the upper unit 31A are in surface contact. The shaft portion of the bolt 47 is inserted from above. In this case, the tip of the shaft portion of the bolt 47 passes through the through hole 43B of the lower unit 31B and protrudes from the bottom wall of the bent portion 41B of the lower unit 31B. Then, the nut 48 is screwed from below to the tip of the protruding shaft portion, whereby the bent portion 36B of the radiator support lower 36 is connected to the bottom wall of the bent portion 41A of the upper unit 31A. Yes. Further, the entire head of the bolt 47 is accommodated in the concave portion 44 of the bent portion 36 </ b> B of the radiator support lower 36.

  On the other hand, as shown in FIGS. 1 and 2, a pair of radiator support sides 50 are connected to both ends of the radiator support lower 36 in the width direction of the vehicle body from above via connecting pieces (not shown). . The radiator support side 50 is formed by bending a single metal plate at a right angle to form an L shape in plan view, and the bent portion is disposed on the inner side in the width direction of the vehicle body. That is, the radiator support side 50 includes a first side wall portion 50A disposed along the width direction of the vehicle body and a second side wall portion 50B extending from the first side wall portion 50A toward the front of the vehicle body. ing.

  As shown in FIG. 2, the first side wall portion 50A of the radiator support side 50 is interposed between the front end portion of the side frame 11 and the vertical column 15, and the shaft portion of the bolt 16 is inserted through the rear surface thereof. A through-hole (not shown) is formed.

  The flange assembly 25 of the side frame 11, the first side wall 50A of the radiator support side 50, and the vertical column 15 are inserted through the shafts of the bolts 16 from the rear of the vehicle body while the respective through holes are aligned. At the same time, the nut 55 (see FIG. 1) is screwed to the tip of the shaft portion of the bolt 16 projecting from the front surface of the vertical column 15 to be connected to each other.

  Further, a radiator support upper 56 made of a metal plate extending in the width direction of the vehicle body is installed on the upper end portion of the second side wall portion 50B of the radiator support side 50 provided on both sides in the width direction of the vehicle body. The lower portion of the radiator 60 is supported by the radiator support lower 36 and the upper portion thereof is supported by the radiator support upper 56. The lower end of the radiator 60 faces the connecting member 20 in the front-rear direction of the vehicle body. That is, the radiator 60 and the connecting member 20 overlap each other on the projection surface from the front of the vehicle body.

  Next, the operation of the vehicle body front structure according to the present embodiment will be described.

  Now, as shown in FIG. 7A, when a collision load is input from the front of the vehicle body, the collision load is transmitted from the second bumper phosphorus force 34 through the second crash box 31 and the vertical column 15 to the lower member. 14 is transmitted. At this time, due to the crossing angle of the second crash box 31 and the lower member 14 in plan view, a component force in the width direction of the vehicle body and outward of the vehicle body may act on the vertical column 15.

  In particular, regarding the bottom structure of the present embodiment, as described with reference to FIG. 4, the extending direction of the second crash box 31 does not match the extending direction of the lower member 14. Therefore, when the pressing force F along the extending direction of the second crash box 31 is transmitted to the lower member 14 via the vertical column 15, the pressing force F is a component force F1 along the extending direction of the lower member 14. And the component force F2 that is perpendicular to the extending direction of the lower member 14 and goes outward in the width direction of the vehicle body. As a result, a force directed toward the outside in the width direction of the vehicle body also acts on the vertical column 15 connecting the lower member 14 and the second crash box 31. If the vertical column 15 is displaced outward in the width direction of the vehicle body by such a force, the rigidity required for the front structure of the vehicle body may not be maintained.

  In this regard, in the present embodiment, the connecting member 20 restricts displacement of the vertical columns 15 provided on both sides in the width direction of the vehicle body in the width direction of the vehicle body. Therefore, even if a force toward the outside in the width direction of the vehicle body acts on the vertical column 15, the displacement of the vertical column 15 to the outside in the width direction of the vehicle body is restricted by this force. As a result, the lower member 14 maintains the support rigidity in the extending direction of the second crash box 31.

  Further, as shown in FIG. 7B, in the present embodiment, the radiator 60 and the connecting member 20 face each other in the front-rear direction of the vehicle body, and the radiator 60 is moved to the rear of the vehicle body by a collision load applied from the front of the vehicle body. If there is such a displacement, the radiator 60 may be pressed toward the rear of the vehicle body at the center of the connecting member 20 in the vehicle width direction. As a result, the connecting member 20 is curved such that a portion near the center in the width direction of the vehicle body is convex toward the rear of the vehicle body, and the connecting portion of the connecting member 20 with the vertical column 15 is curved in the width direction of the vehicle body. A tension T acts inward. That is, as described above, even if a force toward the outer side in the width direction of the vehicle body acts on the vertical column 15, the vertical column 15 is moved outward in the width direction of the vehicle body by the tension T toward the inner side in the width direction of the vehicle body. Displacement is more reliably regulated. The lower member 14 is more reliably maintained in supporting rigidity in the extending direction of the second crash box 31.

  Therefore, eventually, as shown in FIG. 7C, the second crash box 31 is axially compressed and deformed along the extending direction while being supported from the rear of the vehicle body by the lower member 14, and The collision load from the front can be efficiently reduced.

  Even after the second crash box 31 is axially compressed and deformed, the connecting member 20 connects the vertical columns 15 provided on both sides in the width direction of the vehicle body in such a manner as to restrict displacement in the width direction of the vehicle body. Yes. Therefore, the front end portion of the lower member 14 is prevented from being displaced outward in the width direction of the vehicle body due to a collision load applied from the front of the vehicle body, and the lower member 14 is crushed and deformed in a target deformation mode. That is, the collision load from the front of the vehicle body is also efficiently reduced by this.

  In the present embodiment, the lower member 14 extends obliquely upward from the rear end portion to the front end portion (see FIG. 5). Therefore, when a pressing force along the extending direction of the second crash box 31 is transmitted to the front end portion of the lower member 14, a force easily acts on the front end portion of the lower member 14 even if it is directed upward.

  In this regard, in the present embodiment, the front end portion of the lower member 14 and the front end portion of the side frame 11 are connected by the vertical column 15. Therefore, even if an upward force is applied to the front end portion of the lower member 14, the front end portion of the lower member 14 is restricted from being displaced upward based on this force. This also maintains the support rigidity of the lower member 14 in the extending direction of the second crash box 31.

  In the present embodiment, the connecting member 20 is interposed between the lower member 14 and the vertical column 15, and the connecting part of the connecting member 20 to the second crash box 31 in the vertical column 15 is the width of the vehicle body. Displacement in the direction is restricted. In other words, the connection region between the connection member 20 and the vertical column 15 overlaps with the connection region between the second crash box 31 and the vertical column 15 in the vertical direction of the vehicle body. Therefore, in the vertical column 15, the portion where the second crush box 31 applies the pressing force from the front of the vehicle body and the portion where the connecting member 20 applies the reaction force from the rear of the vehicle body are in the vertical direction of the vehicle body. It becomes an overlapping part. As a result, the peripheral structure of the connecting portion of the vertical column 15 with the connecting member 20 is prevented from being sheared and deformed in the front-rear direction of the vehicle body due to forces acting from both sides in the front-rear direction of the vehicle body.

  In the present embodiment, the connecting member 20 overlaps the vertical column 15 from the rear side of the vehicle body, and antagonizes the collision load applied from the front of the vehicle body to the vertical column 15 from the connecting member 20. Reaction force acts from behind. Therefore, the vertical column 15 is also secured to support rigidity in the extending direction of the first crash box 30 and the second crash box 31. As a result, the crash boxes 30 and 31 are axially compressed and deformed in the respective extending directions, and thereby the collision load from the front of the vehicle body is efficiently reduced.

  Further, in the present embodiment, the vertical columns 15 and the connecting members 20 have the back surfaces of the surfaces provided with the respective annular ribs 15A and 20A overlap each other. Therefore, although each of the annular ribs 15A and 20A intersects on the projection surface from the front of the vehicle body, the annular ribs 15A and 20A do not interfere with each other. As a result, it becomes unnecessary to form notches for avoiding interference in the annular ribs 15A and 20A, and the strength of the vertical column 15 and the connecting member 20 reinforced by the annular ribs 15A and 20A is also increased. Accurately maintained.

  As described above, according to the above embodiment, the following effects can be obtained.

  (1) The first and second crash boxes 30, 31, the side frame 11, and the lower member 14 are accurately designed by restricting the vertical column 15 from being displaced outward in the width direction of the vehicle body by the connecting member 20. It is possible to efficiently relieve the collision load applied from the front of the vehicle body by deforming in the above-mentioned deformation mode.

  (2) In the vertical column 15, the arrangement region of the portion where the second crush box 31 applies the pressing force and the portion where the connecting member 20 applies the reaction force overlaps in the vertical direction of the vehicle body. Therefore, it can suppress that the surrounding structure of the connection part with the connection member 20 in the vertical column 15 shear-deforms in the front-back direction of a vehicle body.

  (3) The lower member 14 is connected to the connecting portion of the vertical column 15 with the second crush box 31 via the connecting member 20. Therefore, in the vertical column 15, the configuration in which the arrangement area of the portion where the second crush box 31 applies the pressing force and the portion where the connecting member 20 applies the reaction force overlaps in the vertical direction of the vehicle body is easy. Can be realized.

  (4) The vertical column 15 and the connecting member 20 are formed on the back surfaces of the annular ribs 15A and 20A so that the annular ribs 15A and 20A are not provided with notches or the like. The annular ribs 15A and 20A do not interfere with each other. Therefore, the strength of the vertical column 15 and the connecting member 20 reinforced by the annular ribs 15A and 20A can be accurately maintained.

  (5) Since the connecting member 20 overlaps the radiator 60 on the projection surface from the front of the vehicle body, when the radiator 60 is displaced rearward of the vehicle body due to a collision load applied from the front of the vehicle body, the radiator 60 is connected A portion of the member 20 near the center in the width direction of the vehicle body may be convex and curved toward the rear of the vehicle body. As a result, when the tension acts on the connecting portion of the connecting member 20 with the vertical column 15 toward the inside in the width direction of the vehicle body, the displacement of the vertical column 15 to the outside in the width direction of the vehicle body is further reliably regulated. can do.

  (6) Since the connecting member 20 overlaps the vertical column 15 from the rear of the vehicle body, when a collision load is applied from the front of the vehicle body, the connection member 20 is changed from the connecting member 20 to the vertical column 15 in a collision with the collision load. On the other hand, a reaction force acts from the rear of the vehicle body. Therefore, the support rigidity of the vertical column 15 in the extending direction of the first and second crash boxes 30 and 31 is ensured, and the crash boxes 30 and 31 can be accurately axially compressed and deformed. This also makes it possible to efficiently relieve the collision load applied from the front of the vehicle body.

  In addition, the said embodiment can also be implemented with the following forms.

  In the above embodiment, the shape of the connecting member that connects the vertical columns 15 provided on both sides in the width direction of the vehicle body is not necessarily flat. For example, as shown in FIG. 8, the connecting member 120 includes a rod-shaped portion 120 </ b> A that extends over substantially the entire region in the longitudinal direction, and flat plate portions 120 </ b> B provided on both sides of the rod-shaped portion 120 </ b> A in the longitudinal direction. It may be. In this configuration, compared to the case where the connecting member is configured in a flat plate shape, the area blocking the space on both the front and rear sides of the vehicle body sandwiching the connecting member 120 is small, and therefore, the connecting member is disposed on the rear side of the vehicle body than the connecting member. The cooling efficiency of the engine can be improved by smoothing the air flow to the engine room.

  In the above-described embodiment, the connecting member 20 does not necessarily overlap the radiator 60 on the projection surface from the front of the vehicle body, and may be disposed below the radiator support lower 36, for example.

  -In above-mentioned embodiment, in the vertical pillar 15, if the reinforcement rib has a part along the elongate direction of the vertical pillar 15, the shape may not be cyclic | annular.

  -In above-mentioned embodiment, in the connection member 20, if the reinforcement rib has a part along the elongate direction of the connection member 20, the shape may not be cyclic | annular.

  In the above embodiment, at least one of the vertical column 15 and the connecting member 20 may omit the annular ribs 15A and 20A.

  In the above embodiment, the second crash box 31 may be connected to the vertical column 15 by a bolt. In this case, the connecting member 20 may be interposed between the second crush box 31 and the vertical column 15. In this configuration, the connecting member 20 overlaps the vertical column 15 from the front of the vehicle body.

  In the above-described embodiment, the connecting member 20 does not necessarily need to be interposed between the lower member 14 and the vertical column 15, and is different from the connecting portion of the vertical column 15 with the lower member 14 with respect to the vertical column 15. May be connected.

  In the above embodiment, the connecting member need not linearly connect the vertical columns 15 provided on both sides of the vehicle body in the width direction, and the vertical columns 15 are displaced outward in the vehicle width direction. As long as it has the rigidity which can restrict | limit, the structure bent in the elongate direction may be sufficient.

  DESCRIPTION OF SYMBOLS 11 ... Side frame, 14 ... Lower member, 15 ... Vertical column, 15A ... Ring rib as an example of 1st reinforcement rib, 20 ... Connection member, 20A ... Ring rib as an example of 2nd reinforcement rib, 30 ... 1st 1 crush box, 31... Second crush box, 33... First bumper force, 34... Second bumper force, 60.

Claims (4)

A pair of first crash boxes connected to both ends of the first bumper reinforcement extending in the width direction of the vehicle body;
A pair of second crash boxes connected to both ends of the second bumper force extending below the first bumper force in the width direction of the vehicle body;
A vertical column that connects the first crash box and the second crash box in the vertical direction of the vehicle body and is provided in a pair of left and right sides;
A pair of side frames disposed along the longitudinal direction of the vehicle body on the rear side of the first crash box via the vertical columns;
A pair of lower members connected from the rear side of the vehicle body to each vertical column to which the second crash box is connected;
A vehicle body front structure comprising: a connecting member that connects the vertical columns. The lower member is connected via the connecting member to the connecting portion with the second crush box in the vertical column,
2. The vehicle body front structure according to claim 1, wherein a connection region between the connection member and the vertical column has an arrangement region overlapping with a connection region between the lower member and the vertical column in a vertical direction of the vehicle body.   The vehicle body front structure according to claim 1 or 2, wherein a first rib provided on the vertical column and a second rib provided on the connecting member overlap each other in a front view of the vehicle body.   The vehicle body front structure according to any one of claims 1 to 3, wherein the connecting member overlaps the radiator on a projection surface from the front of the vehicle body.

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