JP2016037242A - Vehicle front structure - Google Patents

Abstract

PROBLEM TO BE SOLVED: To disperse a load by transmitting a collision load to a power unit in a fine lap collision, and to secure an impact absorption margin in a full lap collision.SOLUTION: A protrusion 54 which protrudes to the outside in a vehicle width direction is formed at a front end part of a side frame 52 for configuring a sub frame 50. On a vehicle longitudinal direction rear side of the protrusion 54, a first curved part 56 which is curved in a convex manner toward the vehicle width direction inside is formed. On the vehicle longitudinal direction rear side of the first curved part 56, a second curved part 58 which is curved in a convex manner toward the vehicle width direction outside is formed. Then, in a plan view, an innermost part L2 (bottom part of a curve U-shape) of a wall surface 58A of the vehicle width direction inside of the second curved part 58 is located further outside in the vehicle width direction than an outermost part L1 (bottom part of the curved U-shape) of a wall surface 56A of the vehicle width direction outside of the first curved part 56.SELECTED DRAWING: Figure 2

Description

  The present invention relates to a vehicle front structure.

  Patent Document 1 discloses a technique related to a vehicle front structure of an automobile in which a subframe is disposed below a front side member. In this prior art, a protrusion (front attachment point) that protrudes outward in the vehicle width direction is provided at the front end portion of the subframe, and a curved portion (bend) that curves in a convex shape toward the outer side in the vehicle width direction on the rear side. Part) (see Patent Document 1).

  In such a vehicle front structure, the front portion of the subframe is bent so that the front portion of the subframe protrudes inward in the vehicle width direction at the time of a minute lap collision that collides frontwardly in the vehicle width direction with respect to the front side member. The collision load is transmitted to the power unit to achieve load distribution. However, even during a full lap collision, the subframe may be bent so as to protrude inward in the vehicle width direction, hit the power unit, and the shock absorption allowance may be reduced.

  Therefore, there was room for improvement in this respect. Other related techniques are disclosed in Patent Documents 2 to 5.

JP 2008-137529 A JP 2011-088597 A JP 2012-059495 A JP 2013-248982 A JP 2014-012488 A

  In view of the above facts, the present invention provides a vehicle front structure that can transmit a collision load to a power unit at the time of a minute lap collision and distribute the load, and can secure a shock absorption margin at the time of a full lap collision. It is.

  The vehicle front portion structure according to claim 1 is provided at a front end portion of the subframe or the side member, and a subframe or side member disposed along the vehicle body front-rear direction on the vehicle width direction outside of the vehicle front portion. A protrusion projecting outward in the width direction and a portion overlapping the power unit disposed on the vehicle width inner side of the protrusion of the sub-frame or the side member on the rear side in the vehicle front-rear direction. A first curved portion curved in a convex shape toward the vehicle, and formed on the rear side in the vehicle front-rear direction of the first curved portion of the subframe or the side member, and curved in a convex shape toward the vehicle width direction outer side. An outermost portion on the inner side in the direction is provided with a second curved portion that is on the outer side in the vehicle width direction with respect to the innermost portion on the outer side in the vehicle width direction of the first curved portion.

  In the vehicle front portion structure according to the first aspect, at the time of the minute lap collision, the collision load is input to the tip portion of the protruding portion provided at the front end portion of the subframe or the side member. As a result, a rotational force is generated at the front end of the sub-frame or side member so that the first curved portion formed on the rear side in the vehicle front-rear direction of the protrusion of the sub-frame or side member protrudes inward in the vehicle width direction. Bends and hits (interferes with) the power unit. Therefore, at least a part of the collision load is transmitted to the power unit to achieve load distribution.

  On the other hand, at the time of a full wrap collision, a collision load is input to the entire protrusion provided at the front end of the subframe or side member. Thereby, the front-end part of a sub-frame or a side member moves to the vehicle front-back direction rear side. At this time, since the outermost portion on the inner side in the vehicle width direction of the second bending portion is located on the outer side in the vehicle width direction than the innermost portion on the outer side in the vehicle width direction of the first bending portion, the second bending portion is positioned on the vehicle width side. It bends so as to protrude outward in the direction, and the subframe or side member does not hit the power unit (does not interfere). Therefore, the shock absorption margin of the subframe or the side member at the time of full lap collision is ensured.

  In this way, the collision load is transmitted and the load is dispersed when the sub-frame or the side member hits (interferes) with the power unit at the time of the minute lap collision, but the sub-frame or the side member does not hit the power unit at the time of the full lap collision (interference). Therefore, the shock absorption margin of the subframe or the side member is secured.

  According to the vehicle front structure according to the first aspect, it is possible to transmit the collision load to the power unit at the time of the minute lap collision and distribute the load, and to secure the shock absorption margin at the time of the full lap collision.

It is a perspective view of a subframe concerning one embodiment of the present invention. BRIEF DESCRIPTION OF THE DRAWINGS (A) which shows the vehicle front part structure which concerns on one Embodiment of this invention is a top view, (B) is a side view. 1 is an enlarged plan view schematically showing a main part of a vehicle front structure according to an embodiment of the present invention. (A) is an enlarged plan view corresponding to FIG. 3 showing the state immediately before the minute wrap collision, and (B) is an enlarged plan view corresponding to FIG. 3 showing the state immediately after the minute wrap collision. (A) is an enlarged plan view corresponding to FIG. 3 showing a state immediately before the full wrap collision, and (B) is an enlarged plan view corresponding to FIG. 3 showing a state immediately after the full wrap collision.

  A vehicle front structure according to an embodiment of the present invention will be described with reference to FIGS. In these drawings, an arrow FR appropriately shown indicates the front side in the vehicle front-rear direction, an arrow UP indicates the vehicle vertical direction upper side, and an arrow OUT indicates the vehicle width direction outer side.

[Construction]
As shown in FIGS. 1 to 3, the vehicle front structure 11 in the vehicle body front portion 10 includes a pair of front side members 12 extending in the vehicle front-rear direction provided on both sides in the vehicle width direction (FIG. 2A). A sub-frame 50 for mounting a suspension (not shown) is disposed below (see FIG. 4). Side frames 52 arranged along the vehicle front-rear direction are provided on the front side of both sides in the vehicle width direction of the subframe 50.

  As shown in FIGS. 2 and 3, a power unit 20 configured to include an engine and a transmission is provided between the left and right side frames 52 (inner side in the vehicle width direction). On the rear side of the power unit 20 in the front-rear direction of the vehicle, a cabin (cabin) not shown is provided with a dash panel not shown.

  As shown in FIGS. 1 to 3, a protruding portion 54 that protrudes outward in the vehicle width direction is formed at the front end portion of the side frame 52 that constitutes the subframe 50. In the present embodiment, the protruding portion 54 has a structure formed integrally with the side frame 52, but may have a structure in which the protruding portion 54 is provided by joining another member such as a spacer. Good.

  A first curved portion 56 that is curved in a convex shape toward the inner side in the vehicle width direction is formed on the rear side in the vehicle front-rear direction of the protruding portion 54 in the side frame 52. In addition, the 1st bending part 56 is provided in the position which overlaps with the power unit 20 by the side view seen from the vehicle width direction (refer FIG.2 (B)).

  Furthermore, a second curved portion 58 that curves in a convex shape toward the outer side in the vehicle width direction is formed on the rear side in the vehicle longitudinal direction of the first curved portion 56 in the side frame 52 that constitutes the sub frame 50.

  As shown in FIGS. 2A and 3, the second curve is greater than the outermost L <b> 1 (bottom portion of the curved U shape) of the wall surface 56 </ b> A on the outer side in the vehicle width direction of the first curve portion 56 in plan view. The innermost L2 (curved U-shaped bottom) of the wall surface 58A on the inner side in the vehicle width direction of the portion 58 is located on the outer side in the vehicle width direction.

[Action and effect]
Next, functions and effects of the present embodiment will be described.

(At the time of micro lap collision)
First, a description will be given of a minute lap collision in which a front collision occurs on the outer side in the vehicle width direction than the front side member 12.

  As shown in FIG. 4, at the time of a minute lap collision, the collision load F1 is input from the barrier W1 to the distal end portion (outer end portion in the vehicle width direction) 54A of the protruding portion 54 of the side frame 52 constituting the subframe 50. Thereby, as indicated by an arrow K1, a rotational force is generated at the front end portion of the side frame 52.

  Due to this rotational force (arrow K1), the first curved portion 56 of the side frame 52 is bent and protrudes inward in the vehicle width direction as indicated by the arrow S1, and the first curved portion 56 hits (interferes with) the power unit 20. When the first curved portion 56 of the side frame 52 hits the power unit 20, as indicated by an arrow R1, at least a part of the collision load F1 is transmitted to the power unit 20 to achieve load distribution and decelerate from the initial stage of the collision. .

(At full lap collision)
Next, the front lap collision will be described.

  As shown in FIG. 5, at the time of a full-wrap collision of frontal collision, the collision load F <b> 2 is input from the barrier W <b> 2 to the entire protrusion 54 of the side frame 52 that constitutes the subframe 50. Thereby, as shown by the arrow K2, the front end portion of the side frame 52 moves to the rear side in the vehicle front-rear direction.

  At this time, the innermost portion L2 of the second bending portion 58 is located on the outer side in the vehicle width direction than the outermost portion L1 of the first bending portion 56 of the side frame 52 (FIGS. 2A and 3 are also shown). As shown by the arrow S2, the second bending portion 58 is bent so as to protrude outward in the vehicle width direction. However, the first bending portion 56 moves rearward in the vehicle front-rear direction with almost no bending. Therefore, the first curved portion 56 of the side frame 52 does not hit the power unit 20 (does not interfere).

  Therefore, as indicated by the arrow R2, the collision load F2 is transmitted to the side frame 52 (subframe 50), so that the shock absorption margin of the side frame 52 (subframe 50) at the time of the full wrap collision is ensured.

  Here, if the innermost portion L2 of the second bending portion 58 is not located on the outer side in the vehicle width direction than the outermost portion L1 of the first bending portion 56 of the side frame 52, the second bending portion 58 is in the vehicle width direction. It does not bend so as to protrude outward, or is difficult to bend. Therefore, in such a case, even at the time of a full wrap collision, the first bending portion 56 may be bent so as to protrude inward in the vehicle width direction, hitting the power unit 20, and the shock absorption allowance may be reduced.

  In contrast, in the present embodiment, as described above, the innermost portion L2 of the second bending portion 58 is positioned on the outer side in the vehicle width direction than the outermost portion L1 of the first bending portion 56 of the side frame 52. Therefore, the second bending portion 58 is bent so as to protrude outward in the vehicle width direction, and the first bending portion 56 moves rearward in the vehicle front-rear direction. Therefore, the shock absorption margin of the side frame 52 (subframe 50) at the time of a full wrap collision is ensured.

(Summary)
At the time of a minute lap collision, the first curved portion 56 of the side frame 52 of the sub-frame 50 is bent so as to protrude inward in the vehicle width direction and hits the power unit to transmit the collision load and disperse the load. However, at the time of a full lap collision, the second bending portion 58 of the side frame 52 is bent so as to protrude outward in the vehicle width direction so that the first bending portion 56 does not hit the power unit, thereby securing an impact absorption margin.

  Thus, it is possible to satisfy the contradictory requirement that the side frame 52 of the sub-frame 50 is applied to the power unit at the time of a minute lap collision but not applied to the power unit at the time of a full lap collision.

[Others]
The present invention is not limited to the above embodiment.

  For example, the vehicle front structure 11 according to the present embodiment has been described as being configured symmetrically, but may not be configured symmetrically. That is, the present invention is applied to both the left and right side frames 52 of the sub-frame 50, but the present invention may be applied to only one of the left and right side frames 52.

  Further, for example, in the above embodiment, the present invention is applied to the side frame 52 of the subframe 50, but the present invention is not limited to this. The present invention can also be applied to the front side member 12.

  Moreover, it cannot be overemphasized that it can implement with a various aspect in the range which does not deviate from the summary of this invention.

DESCRIPTION OF SYMBOLS 10 Vehicle front part 11 Vehicle front part structure 12 Side member 50 Sub frame 52 Side frame 54 Projection part 56 1st bending part 58 2nd bending part

Claims (1)

A sub-frame or a side member disposed along the vehicle front-rear direction on the vehicle width direction outer side at the vehicle front portion;
A protrusion that is provided at a front end of the sub-frame or the side member and protrudes outward in the vehicle width direction;
A first portion that is formed in a portion overlapping the power unit disposed on the vehicle width inner side in the vehicle longitudinal direction rear side of the protrusion of the subframe or the side member in a side view and curved in a convex shape toward the vehicle width direction inner side. A curved portion;
A vehicle that is formed on the rear side in the vehicle front-rear direction of the first curved portion of the subframe or the side member, curves in a convex shape toward the outer side in the vehicle width direction, and the outermost portion on the inner side in the vehicle width direction is the vehicle of the first curved portion. A second curved portion that is on the outer side in the vehicle width direction than the innermost part on the outer side in the width direction;
A vehicle front structure comprising:

Images