JP2016002955A - Front body structure of vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a front body structure of a vehicle which has a light weight and, moreover, can satisfy both of NVH performance and shock energy absorption performance while securing a repair property of a crash can.SOLUTION: A front body structure of a vehicle includes: a bumper reinforcement 4 extended in a vehicle width direction; a pair of right and left front side frames 2 which support the bumper reinforcement 4 via a pair of right and left inner side crash cans 3; a pair of right and left extension members 6 respectively extended from front end parts of a pair of right and left apron reinforcements 5 to outer side parts in the vehicle width direction of front end parts of the pair of right and left front side frames 2; and a pair of right and left outer side crash cans 7 respectively extended from the pair of right and left extension members 6 to the front side. Therein, rear end parts of inner side crash cans 3 are fixed via connection parts B which are inserted to front end parts of the front side frames 2, the outer side crash cans 7 are arranged on the outer side in the vehicle width direction than the front end part of the extension members 6 and the outer side crash cans 7 and the extension members 6 are connected to outer side wall parts in the vehicle width direction of the connection parts B.

Description

  The present invention relates to a vehicle including an extending member extending from a front end portion of an apron reinforcement to an outer side in a vehicle width direction of a front end side portion of a front side frame, and a protruding member extending forward from the extending member. It relates to the front body structure.

Conventionally, a deformation mode control that absorbs impact energy by deforming the front side frame in a predetermined deformation mode by the impact load input to the front side frame in order to reduce the impact load on the passenger at the time of frontal collision of the vehicle It has been known.
In this deformation mode control, the crash can provided at the front end portion of the front side frame is crushed and deformed in the early stage of the collision, and the front side frame is moved outward in the vehicle width direction from the joint portion with the dash panel in the middle of the collision. In the latter half of the collision, the deformed front side frame is entirely crushed and deformed to increase the vehicle deceleration at the initial stage of the collision, and maintain a large vehicle deceleration thereafter.

  In a frontal collision of a vehicle, an impact load may act on a vehicle body portion on the outer side in the vehicle width direction than the front side frame. In this small overlap collision (hereinafter abbreviated as SOL collision), there is a risk that the collision object may enter between the front side frame and the front wheel, and the collision object and the front side frame overlap with each other. The load transmission efficiency to the side frame is reduced, the amount of impact energy absorbed by the deformation of the front side frame is small, and the impact load transmitted to the passenger compartment side is increased.

  The front body structure of the vehicle of Patent Document 1 is provided with a protrusion as a load transmission member that protrudes outward in the vehicle width direction from the front side frame, and the front end of the protrusion is connected to the crash can and the front side frame in the vehicle front-rear direction. Are connected to each other through a set plate, and the side surface of the protruding portion on the outer side in the vehicle width direction is formed so as to incline in the vehicle width direction toward the rear of the vehicle body in plan view, and the protruding portion and the power unit are It overlaps in the direction.

In addition, a technique for forming a load transmission member using an apron reinforcement (hereinafter, abbreviated as rain) that is a vehicle body constituting member has been proposed.
The vehicle body structure of the vehicle of Patent Document 2 includes a front side frame, an apron rain, and a crash can attached to the front end of the front side frame via a set plate, and has an apron outside the front side frame in the vehicle width direction. A connecting member is provided as a load transmitting member for connecting the front end of the rain and the set plate.

JP 2013-212757 A JP 2005-231435 A

Generally, a crash can with a heavy bumper rain attached to the front end is a front-rear direction with respect to a set plate provided at the front end of the front side frame by a fastening member (for example, a bolt) that can be screwed to the rear end. It is fastened and fixed.
Therefore, at the time of a light collision of the vehicle, repairability is ensured by replacing only the crash can that has been damaged by removing the fastening member with a new crash can.
In such a structure, since the rear end portion of the crash can is fastened and fixed to the set plate and is supported by a so-called surface, the bumper rain and the crash can are caused by the running vibration of the vehicle. However, there is a problem that the NVH (Noise Vibration Harshness) performance is lowered and the occupant's comfortability in the room is deteriorated.

For the vertical vibration of the bumper rain and crash can, the fixing by the set plate is abolished, the rear end portion of the crash can is inserted into the front end of the front side frame, and the crash can is fastened from the vehicle width direction by the fastening member. It is possible to increase and reduce the support strength of the crash can by increasing the coupling area between the front side frame and the front side frame.
However, when the crash can is inserted into the front side frame and fastened and fixed from the vehicle width direction, the following new problem arises.

  That is, when the rear end portion of the crash can is inserted into the front end portion of the front side frame, the plate thickness of the joining region where the front side frame and the crash can overlap increases, so that the frame rigidity of the joining region increases. Therefore, the crushing deformation of the front side frame in the late stage of the collision is hindered, and the impact energy absorption amount due to the deformation of the front side frame at the time of the frontal collision is reduced. This can be compensated by the addition of an impact energy absorbing member or the like, but in this case, a new problem that the weight increases occurs.

  On the other hand, in order to increase impact energy absorption while taking measures against SOL collision, it is conceivable to provide a second crash can outside the crash can in the vehicle width direction and fix it to the front side frame. However, when the second crash can is fixed to the front side frame, the decrease in the impact energy absorption amount due to the increase in the high rigidity region of the front side frame is compensated for by adding an impact energy absorbing member, etc. However, in this case, there arises a new problem that the weight increases.

  An object of the present invention is to provide a vehicle body structure or the like for a vehicle that is lightweight and can ensure both NVH performance and impact energy absorption performance while ensuring repairability of a crash can.

  The front vehicle body structure of the vehicle according to claim 1 includes a bumper reinforcement that extends in the vehicle width direction, a pair of left and right front side frames that support the bumper reinforcement via a pair of left and right crash cans, A pair of left and right extending members respectively extending from the front end portion of the pair of apron reinforcements to the outer side in the vehicle width direction of the front end side portion of the pair of left and right front side frames, and the pair of left and right extending members In a vehicle front body structure including a pair of left and right projecting members extending forward from the vehicle, a rear end portion of the crash can is fixed through a coupling portion inserted into a front end portion of the front side frame. The projecting member is disposed on the outer side in the vehicle width direction from the front end portion of the extending member, and the projecting member and the extending member are connected to the outer wall portion in the vehicle width direction of the coupling portion. It is characterized in that was.

In the front body structure of this vehicle, the rear end portion of the crash can is fixed through a coupling portion inserted into the front end portion of the front side frame, so that the bumper reinforcement and the vertical vibration of the crash can are suppressed. It can be fastened and fixed from the vehicle width direction by a fastening member such as a bolt.
Since the projecting member is disposed on the outer side in the vehicle width direction from the front end portion of the extending member, and the projecting member and the extending member are connected to the coupling portion, the impact at the time of a frontal collision via the projecting member The load can be distributed, and the amount of impact energy absorbed by the deformation of the front side frame can be increased by minimizing the joint where the frame rigidity increases.

The invention of claim 2 is characterized in that, in the invention of claim 1, the projecting member extends in the front-rear direction in parallel with the front side frame.
Thereby, at the time of SOL collision, an impact load can be efficiently transmitted from the extending member to the apron reinforcement via the protruding member, and the load transmission efficiency can be improved.

According to a third aspect of the present invention, in the first or second aspect of the present invention, the projecting member is an outer crush can, and the extending member is formed to move from the front end of the apron reinforcement to the lower front side. And a closed section is formed at the front end portion of the extending member to accommodate a bolt seat surface portion on which a first bolt can be seated, and a bracket is provided on the outside, and the extending member and the crash can are The coupling portion is fastened by the first bolt in the vehicle width direction, and the rear end portion of the outer crash can is fastened by the second bolt in the vertical direction to the bracket.
Thereby, the exchange of the crash can and the outer crash can can be performed by detaching the bolt, and the repairability at the time of a light collision can be improved.

The invention of claim 4 is characterized in that, in the invention of claim 3, the front end portion of the outer crash can is fastened to the bumper reinforcement by a third bolt directed in the vertical direction.
As a result, the outer crush can can be replaced by work from above and below, so that the work efficiency can be increased and the repairability at the time of a light collision can be further improved.

  According to the front vehicle body structure of the vehicle of the present invention, it is possible to achieve both NVH performance and impact energy absorption performance while ensuring repairability of the crash can while being lightweight.

1 is a perspective view of a front body of a vehicle according to a first embodiment. It is a top view. It is the side view which looked at the front side frame from the engine room outer side. It is a perspective view of an extension member periphery. It is the figure which looked at the extension member periphery from the downward direction. It is a partially broken side view of an outer crash can. It is the side view which removed the outer side crash can and the bracket. It is a disassembled perspective view of a bumper rain, an outer side crash can, and an extending member.

Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.
The following description exemplifies a case where the present invention is applied to a vehicle, and does not limit the present invention, its application, or its use.

Embodiment 1 of the present invention will be described below with reference to FIGS.
As shown in FIGS. 1 to 3, a vehicle V includes a dash panel 1 that partitions a vehicle compartment S and an engine room E forward and backward, and a pair of left and right front side frames disposed on the front side of the dash panel 1. 2 and a bumper reinforcement supported by a front end portion of the pair of front side frames 2 via a pair of left and right inner crush cans 3 (crash cans) having a substantially rectangular cross section (hereinafter abbreviated as bumper rain). 4, a pair of left and right apron reinforcements (hereinafter abbreviated as apron rain) 5 disposed on the outer side in the vehicle width direction of the pair of front side frames 2, and the front ends of the pair of apron rains 5 A pair of left and right extending members 6 extending forward and a pair of left and right outer crash cans 7 (projecting members) extending forward from the pair of extending members 6 are provided. .
In the following description, the direction of the arrow F is the front and the direction of the arrow L is the left.

  The dash panel 1 is made of a steel plate that is thinner and relatively less rigid than the front side frame 2 or the like. The dash panel 1 includes a vertical wall portion 1a that extends in the vertical direction at the front end portion of the passenger compartment S, and an inclined portion 1b that extends in a downwardly downwardly inclined manner from the lower end edge of the vertical wall portion 1a. The lower end portion of the vertical wall portion 1a and the upper end portion of the inclined portion 1b are joined by spot welding. The rear end portion of the inclined portion 1b is joined to the front end portion of the floor panel (not shown). An upper end portion of the vertical wall portion 1a is joined to a cowl portion (not shown) extending in the vehicle width direction, and both end portions in the vehicle width direction of the dash panel 1 are joined to a front hinge pillar (not shown).

Next, the pair of left and right front side frames 2 will be described.
As shown in FIGS. 1 to 7, the pair of left and right front side frames 2 extend in the front-rear direction to the left and right portions of the engine room E on the front side of the dash panel 1 that partitions the front end of the passenger compartment S, respectively. It is arranged. That is, the pair of left and right front side frames 2 extend substantially horizontally rearward from the front end side position of the vehicle V, and the middle part of the rear end side is joined to the vertical wall portion 1a of the dash panel 1 so that the rear end side The portion is joined to the inclined portion 1b so as to extend rearward and downward along the lower surface of the floor panel. A rear end portion of the front side frame 2 is joined to the dash panel 1.

The front side frame 2 is formed in a closed cross-sectional structure having a substantially rectangular cross section that extends in the front-rear direction by an outer panel 2a on the outer side in the vehicle width direction and an inner panel 2b on the inner side in the vehicle width direction.
The outer panel 2a is a member obtained by press-molding a flat high-tensile steel plate. A substantially U-shaped outer panel main body.
Similarly, the inner panel 2b made of high-tensile steel plate includes an inner upper flange portion located on the upper side, an inner lower flange portion located on the lower side, and an inner panel main body portion having a substantially U-shaped vertical section located between the two. Yes.

  An outer bead 2c is formed in the front end side portion of the outer panel 2a as a planned bending portion extending in the vertical direction, and an inner navigation 2d is formed in the rear end side portion of the inner panel 2b as a planned bending portion extending in the vertical direction. Has been. As a result, when an impact load is applied to the front side frame 2 from the front, the front side frame 2 is bent and deformed inward in the vehicle width direction with the outer bead 2c as a base point, and is folded inward in the vehicle width direction with the in navigator 2d as a base point. After the deformation, the impact energy transmitted to the passenger compartment S is absorbed by being crushed and deformed as a whole.

Next, a pair of left and right inner crash cans 3 will be described.
As shown in FIGS. 1, 2, and 4 to 7, the rear end portion of the inner crash can 3 is inserted into the front end portion of the front side frame 2 in an inner fitting shape. The inner crash can 3 is formed of a metal cylindrical body of the same type as the front side frame 2, and three pipe-like spacers (not shown) extending in the vehicle width direction are disposed at the rear end portion. A portion where the rear end portion of the inner crash can 3 overlaps the front end portion of the front side frame 2 corresponds to the coupling portion B.
When the impact load is relatively small such as a light collision, the front side frame 2 is not damaged and only the inner crash can 3 is crushed to absorb the impact energy, and only the inner crash can 3 is deformed. If the impact energy cannot be absorbed, the front side frame 2 is bent and deformed as described above.

A pair of left and right apron rain 5 extends from the base portion of the pair of front hinge pillars to a position near the front side of the suspension tower 8 and extends downward and forward substantially parallel to the pair of left and right front side frames 2. Supporting the pair of suspension towers 8 respectively.
The apron rain 5 constitutes a closed cross section having a substantially rectangular cross section extending in the front-rear direction by an outer panel 5a composed of a lower wall portion and an outer wall portion and an inner panel 5b composed of an upper wall portion and an inner wall portion. Fender panels (not shown) on both the left and right sides are respectively attached to the outer sides of the apron rain 5 in the vehicle width direction.
A pair of cylindrical suspension towers 8 are disposed in proximity to the dash panel 1 between the front side frame 2 and the apron rain 5.

Next, the pair of left and right extending members 6 will be described.
As shown in FIGS. 1 to 8, the pair of left and right extending members 6 extend from the front end portions of the pair of left and right apron rains 5 to positions near the front side of the outer bead 2 c of the pair of left and right front side frames 2. Is formed. These extending members 6 include an outer panel 6 a and an inner panel 6 b so as to be continuous with the apron rain 5, and are each configured in a closed cross-sectional shape having a substantially rectangular cross section. The pair of left and right extending members 6 transition from the front end portions of the pair of left and right apron rains 5 to the lower front side inward in the vehicle width direction, and the inner panels 6b in the front half portions are in a substantially vertical posture. It is in surface contact with the outer panel 2a.

  As shown in FIG. 5, three pipe-like spacers s <b> 1 (bolt seat surface portions) extending in the vehicle width direction within the closed cross section are accommodated in the lower end portions of the pair of left and right extending members 6. These spacers s1 are disposed so as to be coaxially adjacent to the spacers of the inner crash can 3, and the inner panel 6b, the outer panel 2a, and the outer wall portion in the vehicle width direction of the inner crash can 3 are interposed between the spacers. And is intervened. As a result, when the three bolts b1 (first bolts) passing through the spacer s1 and the like in the vehicle width direction are fastened, the rear end portion of the inner crash can 3 is fixed to the coupling portion B, and at the same time, the inner panel The extending member 6 is fixed to the coupling portion B via 6b.

  A pair of upper and lower plate-like brackets 9 are fixed to the outer portions in the vehicle width direction of the pair of left and right extending members 6 so as to correspond to the upper end and the lower end of the coupling portion B, respectively. The pair of upper and lower brackets 9 are arranged substantially horizontally, and are formed with a pair of adjacent bolt holes 9h spaced apart from each other by a predetermined distance in the front-rear direction. As shown in FIG. 8, three working holes 6c facing the three bolts b1 are formed in a portion sandwiched between a pair of upper and lower brackets 9 of the outer panel 6a.

Next, a pair of left and right outer crash cans 7 will be described.
The pair of left and right outer crash cans 7 are disposed substantially parallel to the pair of left and right front side frames 2 and are formed to extend in the front-rear direction.
The outer crash can 7 is made of the same metal material as that of the front side frame 2 and is formed in a substantially rectangular tube shape in cross section. When the impact load is relatively small, such as a light collision, the outer crash cans 7 absorb the impact energy only by the outer crash cans 7 being crushed. When it is not possible to absorb the impact energy, the impact energy that cannot be absorbed is mainly transmitted to the apron rain 5 and the rest is transmitted to the front side frame 2.

As shown in FIGS. 1 to 6 and 8, the pair of left and right outer crush cans 7 includes an outer panel 7 a having a substantially U-shaped cross section and an inner panel 7 b having a substantially U-shaped cross section. Thus, a closed cross section extending in the front-rear direction is configured. A pair of adjacent bolts spaced apart from each other by a predetermined distance in the front-rear direction so as to correspond to the pair of front and rear bolt holes 9h of the bracket 9 at the rear end portions of the upper wall portion and the lower wall portion of the outer crash can 7 Holes 7h are respectively formed.
As shown in FIG. 6, a pair of front and rear pipe-like spacers s2 communicating between the bolt 7 h holes formed opposite to each other are provided in the closed cross section inside the rear end portion of the outer crash can 7. Yes. After the outer crush can 7 is fitted between the pair of upper and lower brackets 9, the bolt holes 7 h and 9 h and the spacer s 2 are vertically fixed by two bolts b 2 (second bolts). To do.

  As shown in FIGS. 5, 6, and 8, a pair of upper and lower protrusions 7 c having bolt holes 7 i are formed on the front end side portions of the upper wall portion and the lower wall portion of the outer crash can 7. . A pair of upper and lower protrusions 7c are arranged so as to sandwich a pipe-shaped spacer s3 extending in the vertical direction provided at the left and right rear ends of the bumper rain 4 from above and below, and each bolt hole 7i and the spacer s3 are arranged in the vertical direction The bumper rain 4 and the outer crash can 7 are fastened and fixed by the penetrated bolt b3 (third bolt).

Next, a procedure for assembling the inner crash can 3 and the outer crash can 7 will be described.
First, the extending member 6 is fixed to the connecting portion B of the front side frame 2 in which the rear end portion of the inner crash can 3 is inserted in an inner fitting shape.
Specifically, after the extending member 6 is positioned at the coupling portion B, the bolt b1 is inserted into the spacer s1 in the extending member 6 from the work hole 6c, and the bolt b1 seated on the spacer s1 is connected to the inner crash can 3 and The front side frame 2 is fastened and fixed in a state of passing through in the vehicle width direction.
Accordingly, the inner crash can 3 and the extending member 6 are fixed to the coupling portion B of the front side frame 2. Thereafter, the bumper rain 4 is assembled to the inner crash can 3.

Next, the outer crash can 7 is fixed to the extending member 6.
The rear end portion of the outer crash can 7 is fitted between a pair of upper and lower brackets 9 from the outside in the vehicle width direction of the extending member 6, and the bolt b2 inserted into the spacer s2 from the bolt holes 7h, 9h crashes outside. The can 7 is fastened and fixed in a state of penetrating vertically.
Thereby, the outer crash can 7 is fixed to the extending member 6 fixed to the coupling portion B. Thereafter, the bolt b3 inserted into the bolt hole 7i of the protruding portion 7c of the outer crash can 7 is fastened and fixed in a state where it penetrates the spacer s3 provided in the bumper rain 4 in the vertical direction.

  When exchanging the inner crash can 3 or the outer crash can 7, the procedure is reversed. That is, when the impact load is relatively small, such as a light collision, and only the outer crash can 7 is crushed, the bolts b2 and b3 are removed and the outer crash can 7 is replaced. Further, when only the inner crash can 3 is crushed in a light collision, the outer crash can 7 is removed, then the fastening tool is inserted from the work hole 6c, the bolt b1 is removed, and the inner crash can 3 is replaced.

Next, functions and effects of the front vehicle body structure of the vehicle V will be described.
According to the front vehicle body structure of the vehicle V, since the rear end portion of the inner crash can 3 is fixed via the connecting portion B inserted into the front end portion of the front side frame 2, the bumper rain 4 and the inner crash can 3 are fixed. Can be fastened and fixed from the vehicle width direction by the bolt b1 while suppressing vertical vibration of the vehicle.
Since the outer crash can 7 is disposed on the outer side in the vehicle width direction from the front end portion of the extending member 6, and the outer crash can 7 and the extending member 6 are connected to the coupling portion B, the outer crash can 7 is interposed via the outer crash can 7. Thus, it is possible to disperse the impact load at the time of the frontal collision, and to minimize the joint B where the frame rigidity increases, and to increase the amount of impact energy absorbed by the deformation of the front side frame 2.

  Since the outer crash can 7 extends in the front-rear direction in parallel with the front side frame 2, an impact load can be efficiently transmitted from the extending member 6 to the apron rain 5 via the outer crash can 7 in the case of a SOL collision. Load transmission efficiency can be improved.

  The projecting member is the outer crash can 7, and the extending member 6 is formed so as to move downward from the front end of the apron rain 5, and the bolt b <b> 1 can be seated inside the front end of the extending member 6. A closed cross-section accommodating a special spacer s1 is formed, a bracket 9 is provided outside, the extending member 6 and the inner crush can 3 are fastened to the joint B by a bolt b1 in the vehicle width direction, and the outer crush can 7 Since the rear end portion is fastened to the bracket 9 with the bolt b2 oriented in the vertical direction, the inner crush can 3 and the outer crush can 7 can be replaced by detaching the bolts b1 and b2, and the repair property at the time of a light collision can be improved. Can be improved.

  The protruding portion 7c of the outer crash can 7 is fastened to a spacer s3 provided on the bumper rain 4 by a bolt b3 directed in the vertical direction. As a result, the outer crash can 7 can be replaced by work from above and below, so that the work efficiency can be increased and the repairability at the time of a light collision can be further improved.

Next, a modified example in which the embodiment is partially changed will be described.
1) In the above-described embodiment, an example in which an outer crush can capable of axial compression deformation is used as the projecting member has been described. However, it is sufficient that an impact load can be transmitted to the apron rain at least during an SOL collision. May be.

2) In the above embodiment, an example in which the outer crash can is fixed to the extending member and the extending member is fastened to the joint portion of the inner crash can and the front side frame from the vehicle width direction has been described. The can, the extending member, and the inner crash can may be fastened together from the vehicle width direction to the joint portion of the front side frame with a common bolt.

3) In addition, those skilled in the art can implement the present invention with various modifications added without departing from the spirit of the present invention, and the present invention includes such modifications. is there.

V Vehicle B Joint 2 Front side frame 3 Inner crash can 4 Bumper rain 5 Apron rain 6 Extension member 7 Outer crash can 9 Bracket b1, b2, b3 Bolts s1, s2, s3 Spacer

Claims (4)

A bumper reinforcement extending in the vehicle width direction, a pair of left and right front side frames that support the bumper reinforcement via a pair of left and right crash cans, and a front end of a pair of left and right apron reinforcements A pair of left and right extending members extending to the outer side in the vehicle width direction of the front end side portion of the pair of left and right front side frames, and a pair of left and right protruding members respectively extending forward from the pair of left and right extending members In a vehicle front body structure including a member,
A rear end portion of the crash can is fixed through a coupling portion inserted in a front end portion of the front side frame,
The protruding member is disposed on the outer side in the vehicle width direction from the front end of the extending member;
A front vehicle body structure for a vehicle, wherein the projecting member and the extending member are connected to an outer wall portion in the vehicle width direction of the coupling portion.   The front body structure of a vehicle according to claim 1, wherein the projecting member extends in the front-rear direction in parallel with the front side frame. The protruding member is an outer crash can,
The extending member is formed so as to move downward from the front end of the apron reinforcement,
At the front end portion of the extending member, a closed cross section is formed which accommodates a bolt seat surface portion on which a first bolt can be seated, and a bracket is provided outside,
The extending member and the crush can are fastened to the coupling portion by the first bolt in the vehicle width direction, and the rear end portion of the outer crash can is fastened to the bracket by the second bolt in the vertical direction. The vehicle front body structure according to claim 1 or 2, wherein the vehicle body structure is a front vehicle body structure.   The front body structure of a vehicle according to claim 3, wherein a front end portion of the outer crash can is fastened to the bumper reinforcement by a third bolt directed in a vertical direction.