JP2017047838A - Front structure of vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To make compatible both the reduction of an injury of a pedestrian, and the suppression of a deformation amount of a front structure of a vehicle by setting an increase of the deformation amount of the front structure of the vehicle, and an increase of a load applied to the front structure of the vehicle so as to be concurrently performed in advance.SOLUTION: A front structure of a vehicle comprises a front face part which is arranged at an end part of the front side rail at a front side, one or more support face parts which are arranged at a rear side with respect to the front face part, directly or indirectly connected to the front face part, and expanded in a horizontal direction, and one or more rib parts which are connected to the support face parts, and expanded to a vertical direction with respect to the support face parts. The support face parts and the rib parts are arranged so as to deform the front structure by a load applied to the front face parts while making a substance generate a reaction force along a preset set value when the front side of the vehicle which is mounted with the front structure collides with the substance.SELECTED DRAWING: Figure 3

Description

  The present invention relates to a front structure of a vehicle.

  Major injuries to pedestrians caused by a collision with the front part of a moving vehicle include tibia fractures and knee ligament tears. In order to prevent fracture of the tibia, it is effective to suppress the amount of bending of the shin caused by the reaction force against the load applied to the front structure of the vehicle at the time of collision with the pedestrian. Further, in order to prevent the knee ligament from tearing, the front structure of the vehicle jumps up the pedestrian's leg at the time of collision with the pedestrian, so that the pedestrian falls over a shock-absorbing member such as a bonnet. It is effective. In order for the front structure of the vehicle to sufficiently raise the pedestrian's leg, it is desirable to suppress the amount of deformation of the front structure of the vehicle due to a collision with the pedestrian and maintain the shape of the front structure as much as possible.

JP2013-56604A JP 2014-24465 A

  Patent Document 1 describes a front structure of a vehicle including a notch that opens downward in the direction of gravity. Patent Document 2 describes a vehicle front structure that copes with a load applied to the vehicle front structure after colliding with a pedestrian in a stepwise manner by an angle change from the horizontal direction in the vehicle front structure. Yes. In patent document 1 and patent document 2, after colliding with a pedestrian, downward bending deformation occurs in the front structure of the vehicle through axial compression deformation. The front structure of the vehicle is easily crushed with a lower load due to an increase in the downward bending deformation and an increase in the offset from the fastening portion between the front structure of the vehicle and the vehicle body. As a result, there has been a problem that the amount of deformation in the front structure of the vehicle may not be kept small. Therefore, there has been a demand for a technique capable of reducing both pedestrian injury and suppressing deformation in the front structure of the vehicle.

  As a result of earnest research to develop a vehicle front structure that can achieve both of the above-mentioned purposes, the present inventors have paralleled an increase in the amount of deformation in the vehicle front structure and an increase in the load applied to the vehicle front structure. Thus, it has been found that, by setting in advance, it is possible to reduce both pedestrian injury and restrain the amount of deformation in the front structure of the vehicle.

  SUMMARY An advantage of some aspects of the invention is to solve at least a part of the problems described above, and the invention can be implemented as the following forms.

  (1) According to one form of this invention, the front part structure of a vehicle is provided. The front structure of the vehicle includes a front surface portion disposed at an end portion on the front direction side of the front structure, a rear surface side with respect to the front surface portion, and directly or indirectly on the front surface portion. One or more support surface portions that are connected and extend in the horizontal direction, and one or more rib portions that are connected to the support surface portion and extend in a direction perpendicular to the support surface portion, the support surface portion and the rib portion Means that when a front side of a vehicle on which the front structure is mounted collides with an object, a reaction force according to a preset set value is generated in the object by a load received by the front surface part. The front structure is provided to be deformed. If it is set as such an aspect, it can set beforehand so that the increase in the deformation | transformation amount in the front part structure of a vehicle and the increase in the load added to the front part structure of a vehicle may be made parallel. As a result, it is possible to reduce both pedestrian injury and the amount of deformation in the front structure of the vehicle.

  (2) According to one form of this invention, the said front-surface part may incline as it goes to the front direction side from the back direction side. With such an aspect, it is possible to easily maintain the collision point between the front surface portion and the object on the lower side in the process of deforming the front structure of the vehicle due to the collision of the object with the front surface portion.

  (3) According to an aspect of the present invention, the support surface portion is disposed on the upper side of the first support surface portion and the first support surface portion and is directly connected to the front surface portion. The first support surface portion includes a first flange portion protruding from an end portion on the rearward side of the first support surface portion, and a lower end portion of the front surface portion includes the first support surface portion. You may distribute | arrange below the site | part which the 1st support surface part and the said 1st flange part connect. With such an aspect, when an object collides with the front part, it is possible to easily generate a moment that bends the front structure of the vehicle downward around the vicinity of the rear side of the front part.

  (4) According to one aspect of the present invention, the front end of the first support surface portion is located on the rear side of the front end of the second support surface portion, and the front structure is configured by the second structure. On the lower side of the support surface portion, a front end of the first support surface portion may be connected to a lower surface of the second support surface portion, and a third support surface portion extending downward may be provided. .

  (5) According to one form of this invention, the said 2nd support surface part is provided with the 2nd flange part protruded from the edge part in the back direction side of the said 2nd support surface part, The said rib part is the said Connected to the first support surface portion, the second support surface portion, and the third support surface portion, and perpendicular to the first support surface portion, the second support surface portion, and the third support surface portion After the second support surface portion and the first rib portion are connected from a portion where the second support surface portion and the second flange portion are connected to each other. The distance to the end portion is that of the rear end where the first support surface portion and the first rib portion are connected from the portion where the first support surface portion and the first flange portion are connected. You may distribute | arrange so that it may become longer than the distance to a site | part. According to such an aspect, when an object collides with the front surface portion, the rear end portion where the second support surface portion and the first rib portion are connected is likely to be bent upward. .

  (6) According to an aspect of the present invention, the rib portion includes the front portion and the second portion on the front side from a portion where the second support surface portion and the third support surface portion are connected. A second rib portion that is connected to the support surface portion and the third support surface portion and extends in a direction perpendicular to the front surface portion, the second support surface portion, and the third support surface portion, and the first support portion. A third rib portion that is connected to a lower surface of the support surface portion and the third support surface portion and extends in a direction perpendicular to the first support surface portion and the third support surface portion; A fourth rib portion connected to the first support surface portion and the first flange portion and extending in a direction perpendicular to the first support surface portion and the first flange portion; .

  (7) According to an aspect of the present invention, the front surface portion and the third support surface portion are disposed so as to be orthogonal to the second rib portion and the third rib portion. May be. If it is set as such an aspect, the load which the front part received by the collision of the object can be disperse | distributed to the 2nd rib part and 3rd rib part which adjoin in the vehicle width direction. As a result, it is possible to prevent the second rib portion and the third rib portion from buckling when an object collides with the front portion.

  (8) According to one aspect of the present invention, in the vehicle width direction, a plurality of parts including the first rib part, the second rib part, the third rib part, and the fourth rib part. The first configuration in which the rib portion is disposed on the same surface, and the second rib portion, the third rib portion, and the fourth rib portion are included without including the first rib portion. The 2nd structure by which the some rib part was distribute | arranged on the same surface may be distribute | arranged alternately. According to such an aspect, when the object collides with the front portion, the portion where the first configuration is arranged is pushed down by the first support surface portion, and the portion where the second configuration is arranged is the first portion. The support surface is pushed up. Since the first configuration and the second configuration are indirectly connected in the front structure of the vehicle, the respective characteristics can be compensated for between the first configuration and the second configuration. it can. As a result, it is possible to further achieve the parallel increase in the deformation amount in the front structure of the vehicle and the increase in the load applied to the front structure of the vehicle.

  The form of the present invention is not limited to the vehicle front structure, and can be applied to various forms such as a vehicle having a vehicle front structure and a method of manufacturing the vehicle front structure. is there. Further, the present invention is not limited to the above-described embodiments, and it is needless to say that the present invention can be implemented in various forms without departing from the spirit of the present invention.

It is explanatory drawing which shows the outline of the vehicle by which the vehicle front part structure in this embodiment is mounted. FIG. 2 is an enlarged view in which a rectangular region in which a part of the vehicle front structure is surrounded by a broken line in FIG. 1 is enlarged. Sectional drawing of the vehicle seen from arrow F3-F3 of FIG. 2 is shown. It is explanatory drawing of the vehicle seen from the arrow F4 of FIG. It is explanatory drawing which showed a mode that a load was transmitted in the vehicle front part structure at the time of a vehicle colliding with a pedestrian's shin. It is explanatory drawing which showed a mode that a load was transmitted in the vehicle front part structure at the time of a front part colliding with a pedestrian's shin. It is explanatory drawing which showed the mode of the cross section in which the 1st structure when the compressive load generate | occur | produced in the vehicle front part structure was distribute | arranged. It is explanatory drawing which showed the mode of the cross section by which the 1st structure in the vehicle front part structure at the time of the bending load generate | occur | produced was distribute | arranged. It is explanatory drawing which showed the mode of the cross section where the 2nd structure when the compressive load generate | occur | produced in the vehicle front part structure was distribute | arranged. It is explanatory drawing which showed the mode of the cross section where the 2nd structure when the moment generate | occur | produced in the vehicle front part structure was distribute | arranged. Sectional drawing of the vehicle front part structure which looked at the vehicle front part structure after displacement occurred from the arrow F11-F11 of FIG. 10 is shown. Sectional drawing of the vehicle front part structure seen from arrow F12-F12 of FIG. 10 is shown. It is explanatory drawing which showed the state of the vehicle just before colliding with a pedestrian's leg part. It is explanatory drawing which showed the state of the vehicle at the time of colliding with a pedestrian. It is explanatory drawing which showed the state of the vehicle after fixed time passed after colliding with a pedestrian. It is explanatory drawing which showed the vehicle front part structure which is other embodiment. It is explanatory drawing which showed the vehicle front part structure which is other embodiment. It is explanatory drawing which showed the vehicle front part structure which is other embodiment. It is explanatory drawing which showed the vehicle front part structure which is other embodiment. It is explanatory drawing which showed the vehicle front part structure which is other embodiment. It is explanatory drawing which showed the vehicle front part structure which is other embodiment.

A. First embodiment:
FIG. 1 is an explanatory diagram showing an outline of a vehicle 10 on which a vehicle front structure 100 according to this embodiment is mounted. FIG. 1 shows XYZ axes orthogonal to each other. The XYZ axes in FIG. 1 correspond to the XYZ axes in the other drawings. The vehicle 10 is an internal combustion engine vehicle that uses the internal combustion engine 12 as a power source. In addition to the internal combustion engine 12, the vehicle 10 includes wheels 13, 15, 17, 19 and a vehicle front structure 100. The wheels 13, 15, 17, and 19 are driven using the internal combustion engine 12 as a power source.

  The vehicle front structure 100 is a structure arranged on the front side in the vehicle 10 (+ side in the X-axis direction). The vehicle front structure 100 is configured such that when an object collides from the front side of the vehicle 10, an increase in the amount of deformation in the vehicle front structure 100 and an increase in the load applied to the vehicle front structure 100 are parallel. ing.

  FIG. 2 is an enlarged view of a rectangular region B in FIG. 1 in which a part of the vehicle front structure 100 is surrounded by a broken line. FIG. 3 shows a cross-sectional view of the vehicle 10 as viewed from the direction of arrows F3-F3 in FIG.

  The vehicle front part structure 100 includes a front surface portion 105, a first support surface portion 110, a first flange portion 112, a second support surface portion 120, a second flange portion 122, and a third support surface portion 130. And a first rib portion 210, a second rib portion 220, a third rib portion 230, and a fourth rib portion 240.

  The front surface portion 105 is disposed at an end portion on the + side in the X-axis direction of the vehicle front portion structure 100. When the front part 105 collides with an object from the + side in the X-axis direction, the load received from the object is transmitted to another configuration of the vehicle front structure 100 arranged on the-side in the X-axis direction.

  In the present embodiment, the front surface portion 105 is inclined from the − side in the X axis direction toward the + side in the X axis direction. For this reason, in the process of deforming the vehicle front structure 100 due to the collision of the front surface portion 105 with the object, the collision points between the front surface portion 105 and the object are designated as the first support surface portion 110 and the second support surface portion 120. It can be more easily maintained on the negative side in the Z-axis direction.

  In the present embodiment, the surface on the + side in the X-axis direction of the front surface portion 105 forms an inclination by connecting a plurality of flat surfaces. In another embodiment, the surface on the + side in the X-axis direction of the front surface portion 105 may be inclined by a curved surface.

  The first support surface portion 110 is disposed on the negative side in the X-axis direction with respect to the front surface portion 105. The first support surface portion 110 is a planar member that spreads in the Y-axis direction. In the present embodiment, the first support surface portion 110 is indirectly connected to the front surface portion 105 via the second support surface portion 120 and the third support surface portion 130.

  The first flange portion 112 protrudes from the end portion of the first support surface portion 110 on the minus side in the X axis direction to the minus side in the Z axis direction. The first flange portion 112 increases the rigidity of the first support surface portion 110 when the front surface portion 105 collides with an object.

  The second support surface portion 120 is disposed on the + side in the Z-axis direction from the first support surface portion 110. The second support surface 120 is a planar member that spreads in the Y-axis direction. In the present embodiment, the second support surface portion 120 is directly connected to the front surface portion 105 at the end on the + side in the X-axis direction.

  The end portion on the + side in the X axis direction of the first support surface portion 110 is located on the − side in the X axis direction from the end portion on the + side in the X axis direction of the second support surface portion 120.

  The second flange portion 122 protrudes from the end portion of the second support surface portion 120 on the negative side in the X-axis direction to the positive side in the Z-axis direction. The second flange portion 122 increases the rigidity of the second support surface portion 120 when the front surface portion 105 collides with an object.

  In the present embodiment, the first flange portion 112 and the second flange portion 122 are disposed on substantially the same plane in the Z-axis direction. In other embodiments, the first flange portion 112 and the second flange portion 122 may not be disposed on substantially the same plane in the Z-axis direction.

  The cross part 11 is a member that fastens the vehicle body of the vehicle 10 and the vehicle front part structure 100. The cross part 11 is fastened to the vehicle body of the vehicle 10 at both ends in the Y-axis direction. In the present embodiment, the cross part 11 is fastened to the first flange part 112 and the second flange part 122 in the vehicle front part structure 100.

  The third support surface portion 130 is disposed on the negative side of the second support surface portion 120 in the Z-axis direction. The third support surface portion 130 connects the end of the first support surface portion 110 on the + side in the X-axis direction and the surface of the second support surface portion 120 facing the − side in the Z-axis direction, and also connects the Z-axis. This is a planar member extending in the negative direction. The third support surface portion 130 is also a planar member that spreads in the Y-axis direction.

  In the present embodiment, the end portion on the −side in the Z-axis direction of the third support surface portion 130 is disposed on the + side in the Z-axis direction from the portion R3 on the −side in the Z-axis direction on the front surface portion 105. In another embodiment, the Z-axis direction-side end portion of the third support surface portion 130 may be arranged at a position higher than the end portion of the front surface portion 105.

  The first rib portion 210 is connected to the first support surface portion 110, the second support surface portion 120, and the third support surface portion 130, and the first support surface portion 110, the second support surface portion 120, and the third support surface portion. In the space surrounded by the support surface portion 130, it spreads in the Z-axis direction. The first rib portion 210 reinforces the first support surface portion 110, the second support surface portion 120, and the third support surface portion 130.

  The second rib portion 220 includes the front surface portion 105, the second support surface portion 120, and the third portion on the + side in the X-axis direction from the portion where the second support surface portion 120 and the third support surface portion 130 are connected. The support surface portion 130 is connected. The second rib portion 220 extends in the Z-axis direction in a space surrounded by the front surface portion 105, the second support surface portion 120, and the third support surface portion 130. The second rib portion 220 reinforces the front surface portion 105, the second support surface portion 120, and the third support surface portion 130.

  The third rib portion 230 is connected to the surface of the first support surface portion 110 facing the − side in the Z-axis direction and the third support surface portion 130, and the first support surface portion 110 and the third support surface portion 130. And spread in the Z-axis direction. The third rib portion 230 reinforces the first support surface portion 110 and the third support surface portion 130.

  The fourth rib portion 240 is connected to the first support surface portion 110 and the first flange portion 112, and spreads in the Z-axis direction with respect to the first support surface portion 110 and the first flange portion 112. The fourth rib portion 240 reinforces the first support surface portion 110 and the first flange portion 112.

  FIG. 4 is an explanatory diagram of the vehicle 10 as viewed from the arrow F4 in FIG. In the present embodiment, the first rib portion 210, the second rib portion 220, the third rib portion 230, and the fourth rib portion 240 are arranged on the same surface in the Y-axis direction. The configuration CM1, and the second configuration CM2 in which the second rib portion 220, the third rib portion 230, and the fourth rib portion 240 are arranged on the same surface without including the first rib portion 210. Alternatingly arranged.

  For this reason, when an object collides with the front surface portion 105, the portion where the first component CM1 is disposed is pushed down by the first support surface portion 110, and the portion where the second component CM2 is disposed is the first support. The surface part 110 is pushed up. In the vehicle front structure 100, since the first configuration CM1 and the second configuration CM2 are indirectly connected, the respective characteristics between the first configuration CM1 and the second configuration CM2 Can compensate for each other. As a result, the parallel increase of the deformation amount in the vehicle front part structure 100 and the increase in the load applied to the vehicle front part structure 100 can be further realized.

  In the present embodiment, in the X-axis direction in which the second support surface portion 120 and the first rib portion 210 are connected from the portion R5 where the second support surface portion 120 and the second flange portion 122 are connected. The distance Ls (see FIG. 3) to the part R1 on the side is from the part R4 where the first support surface part 110 and the first flange part 112 are connected to the first support surface part 110 and the first rib part 210. Each part of the vehicle front structure 100 is arranged so as to be longer than the distance Lf to the portion R2 on the negative side in the X-axis direction to which are connected. For this reason, when the front surface portion 105 collides with an object from the + side in the X axis direction, the region R1 on the − side in the X axis direction where the second support surface portion 120 and the first rib portion 210 are connected is connected. , Bending toward the + side in the Z-axis direction is likely to occur.

  In the present embodiment, the part R3 on the negative side in the Z-axis direction of the front surface part 105 is arranged on the negative side in the Z-axis direction from the part R4 where the first support surface part 110 and the first flange part 112 are connected. Is done. For this reason, when the front surface portion 105 collides with an object, the front surface portion 105 has a counter-clockwise direction centered on the negative side in the X axis direction and centered on the Y axis direction as viewed from the negative side in the Y axis direction. Moment Mo can be easily generated.

  Next, the deformation | transformation in the vehicle front part structure 100 at the time of the front part 105 colliding with the pedestrian's shin S is demonstrated.

  FIG. 5 is an explanatory diagram showing a state in which a load is transmitted in the vehicle front part structure 100 when the vehicle 10 collides with the pedestrian's shin S from the + side in the X-axis direction. Actually, the vehicle front structure 100 and the pedestrian's shin S collide via a bumper cover (not shown) of the vehicle 10 or the like, but in FIG. It shows in the state which has collided with pedestrian's shin S directly.

  In the vehicle front structure 100, the front surface portion 105 and the third support surface portion 130 are disposed so as to be substantially orthogonal to the second rib portion 220 and the third rib portion 230. For this reason, the load which the front-surface part 105 received by the collision with an object (pedestrian's shin S) can be disperse | distributed to the 2nd rib part 220 and the 3rd rib part 230 which adjoin in the Y-axis direction. As a result, the buckling of the second rib portion 220 and the third rib portion 230 when an object collides with the front surface portion 105 can be suppressed.

  Here, “substantially orthogonal” includes not only 90 degrees but also a range from 85 degrees to 95 degrees.

  FIG. 6 is an explanatory diagram showing a state in which a load is transmitted in the vehicle front structure 100 when the front surface portion 105 collides with the pedestrian's shin S. FIG. When the front part 105 collides with the pedestal shin S, a load is transmitted from the pedestal shin S, and the compressive load along the X-axis direction due to the contact between the vehicle front part structure 100 and the cross part 11 is applied to the vehicle. Occurs in the front structure 100.

  FIG. 7 is an explanatory view showing a state of a cross section in which the first configuration CM1 is arranged when a compressive load along the X-axis direction is generated in the vehicle front structure 100. FIG. After the compressive load along the X-axis direction is generated in the vehicle front structure 100, the front surface portion 105 is counterclockwise when viewed from the −side in the Y-axis direction around the −side in the X-axis direction in the front surface portion 105. A rotating moment Mo is generated.

  When the moment Mo is generated, a bending load is generated in the portions R1 and R2. At this time, a larger bending load is generated in the region R1 than in the region R2.

  Further, at this time, the second flange portion 122 is arranged at the end portion on the −side in the X axis direction of the second support surface portion 120, so that the displacement on the − side in the X axis direction of the second support surface portion 120. Is suppressed.

  FIG. 8 is an explanatory diagram showing a state of a cross section in which the first configuration CM1 is arranged in the vehicle front structure 100 when a bending load is generated in the parts R1 and R2. Due to the difference between the bending load generated in the part R1 and the bending load generated in the part R2, the bending to the + side in the Z-axis direction occurs in the part R1, and the + side in the X-axis direction in the vehicle front structure 100 is the Z-axis. Turn to the minus side of the direction. Due to this bending, on the + side in the X-axis direction of the portion R6 where the third rib portion 230 and the first support surface portion 110 are connected in the cross section where the first configuration CM1 is disposed, the first support surface portion A displacement D1 occurs in which 110 is pushed down to the negative side in the Z-axis direction.

  At this time, the second flange portion 122 is on the + side in the X-axis direction and the Z-axis due to the tension on the − side in the X-axis direction from the site R1 generated by the bending to the + side in the Z-axis direction in the site R1. Displacement in the negative direction.

  Further, since the front portion 105 is inclined from the − side in the X-axis direction toward the + side in the X-axis direction, the vehicle front structure 100 is caused by the collision of the front portion 105 with the pedestal shin S. In the process of being deformed, the collision point between the front surface portion 105 and the pedestrian's shin S can be easily maintained on the negative side in the Z-axis direction from the region R1.

  FIG. 9 is an explanatory diagram showing a state of a cross section in which the second configuration CM2 is arranged when a compressive load along the X-axis direction is generated in the vehicle front structure 100. FIG. After a compressive load along the X-axis direction is generated in the vehicle front structure 100, a moment Mo is generated in the front surface portion 105 in the same manner as the cross section in which the first configuration CM1 shown in FIG. At this time, since the second flange portion 122 is arranged at the end portion on the −side in the X axis direction of the second support surface portion 120, the displacement on the −side in the X axis direction of the second support surface portion 120 is reduced. It is suppressed.

  FIG. 10 is an explanatory view showing a state of a cross section in which the second configuration CM2 is arranged when the moment Mo is generated in the vehicle front structure 100. FIG. After the moment Mo is generated, the first support surface portion 110 is formed at a portion R7 where the third rib portion 230 and the first support surface portion 110 are connected in the cross section where the second configuration CM2 is disposed. A displacement D2 is pushed up to the positive side in the axial direction.

  Further, since the front portion 105 is inclined from the − side in the X-axis direction toward the + side in the X-axis direction, the vehicle front structure 100 is caused by the collision of the front portion 105 with the pedestal shin S. In the process of deformation, the collision point between the front surface portion 105 and the pedestrian's shin S can be easily maintained on the negative side in the Z-axis direction from the region R7.

  FIG. 11 shows a cross-sectional view of the vehicle front structure 100 when the vehicle front structure 100 after the displacement D1 and the displacement 2 occur is viewed from the arrow F11-F11 in FIG. As in FIG. 5, FIG. 11 is also shown in a state where the vehicle front structure 100 and the pedestrian's shin S directly collide with each other for easy understanding.

  Due to the displacement D1, the second flange portion 122 in the cross section where the first configuration CM1 is disposed is bent and deformed to the + side in the X-axis direction when viewed from the + side in the Z-axis direction. Note that the second flange portion separated from the region Re2 in the Y-axis direction as compared to the region Re2 in the second flange portion 122 on the negative side in the X-axis direction from the region Re1 where the front surface portion 105 collided with the pedestal S of the pedestrian. In the region Re3 at 122, since the load from the region Re1 is difficult to be transmitted, bending deformation is small. That is, the front flange 105 collides with the pedestrian's shin S in the second flange portion 122, so that bending deformation to the + side in the X-axis direction with the region Re2 as the center of deformation occurs.

  FIG. 12 shows a cross-sectional view of the vehicle front structure 100 as viewed from the direction of arrows F12-F12 in FIG. Due to the displacement difference in the Z-axis direction on the first support surface portion 110 due to the occurrence of the displacement D1 and the displacement D2, the first support surface portion 110 has a cross section in which the first configuration CM1 is arranged and the second A tension Te is generated between the cross section where the configuration CM2 is arranged.

  According to the embodiment described above, an increase in deformation amount in the vehicle front structure 100 and an increase in load applied to the vehicle front structure 100 can be set in advance. As a result, it is possible to reduce both the pedestrian injury and the amount of deformation in the front structure of the vehicle.

  FIG. 13 is an explanatory diagram showing the state of the vehicle 10 immediately before colliding with the leg portion LG of the pedestrian. In FIG. 13, the leg portion LG of the pedestrian collides with the front bumper 14 of the vehicle 10 and the vehicle body portion of the vehicle on the + side in the X-axis direction of the vehicle front structure 100.

  FIG. 14 is an explanatory diagram showing the state of the vehicle 10 when it collides with a pedestrian. As the vehicle body collides with the leg portion LG of the pedestrian and the end of the vehicle body on the + side in the X-axis direction of the vehicle 10 is dented, the contact area on the vehicle 10 side that contacts the leg portion LG of the pedestrian increases. Increased contact area suppresses shin fracture. At this time, the vehicle front structure 100 generates a compressive load along the X-axis direction due to the contact between the vehicle front structure 100 and the cross portion 11 (as shown in FIG. 6), and the cross portion. 11 bends to the negative side in the X-axis direction. Due to the occurrence of the compressive load, the deformation described in FIGS. 6 to 12 occurs in the vehicle front structure 100. This deformation suppresses the deformation amount in the vehicle front structure 100 to be smaller than the downward bending deformation. It is done.

  FIG. 15 is an explanatory diagram showing the state of the vehicle after a predetermined time has elapsed since it collided with a pedestrian. The dashed-two dotted line in FIG. 15 shows the position of the leg part LG of the pedestrian before a collision. The deformation generated in the vehicle front structure 100 due to the generation of the compressive load can suppress the deformation amount in the vehicle front structure 100 to be smaller than the bending deformation. Further, the cross portion 11 that has been bent to the − side in the X-axis direction returns to the + side in the X-axis direction after a certain period of time has passed since the collision with the pedestrian. As a result, the shape of the vehicle front structure to be maintained in order to sufficiently raise the leg portion LG of the pedestrian (the protruding portion to the + side in the X axis direction on the − side in the Z axis direction in the vehicle front structure 100). Therefore, the leg part LG of the pedestrian can be sufficiently raised.

B. Second embodiment:
FIG. 16 is an explanatory view showing a vehicle front structure 100a according to another embodiment. The vehicle front part structure 100a is the same as the vehicle front part structure 100 in the first embodiment except that the vehicle front part structure 100a includes a first rib part 210a having a shape different from that of the first rib part 210.

  The first rib portion 210a is connected to the first support surface portion 110, the second support surface portion 120, and the third support surface portion 130, and the first support surface portion 110, the second support surface portion 120, and the third support surface portion. In the space surrounded by the support surface portion 130, it extends in the Z-axis direction, and the end of the first support surface portion 110 on the − side in the X-axis direction and the end of the second support surface portion 120 on the − side in the X-axis direction. It extends to the line connecting the parts. Between the first rib portion 210a and the first support surface portion 110 and between the first rib portion 210a and the second support surface portion 120, slits extending on the + side in the X-axis direction are respectively arranged. The

  For this reason, the first rib portion 210a can be used as a path when a load is transmitted from the pedestrian's shin S when the front surface portion 105 collides with the pedestrian's shin S from the + side in the X-axis direction. .

C. Third embodiment:
FIG. 17 is an explanatory view showing a vehicle front structure 100b according to another embodiment. The vehicle front part structure 100b is the same as the vehicle front part structure 100 in the first embodiment except that the vehicle front part structure 100b includes a first rib part 210b having a shape different from that of the first rib part 210.

  The first rib portion 210b is connected to the first support surface portion 110, the second support surface portion 120, and the third support surface portion 130, and the first support surface portion 110, the second support surface portion 120, and the third support surface portion. In the space surrounded by the support surface portion 130, it spreads in the Z-axis direction. An end portion on the negative side in the X-axis direction of the first rib portion 210b is a curved surface that is recessed toward the positive side in the X-axis direction connecting the region R1 and the region R2 when viewed from the Y-axis direction. For this reason, since the 1st rib part 210b can make the cross-sectional area in a Y-axis direction small compared with the 1st rib part 210 in the vehicle front part structure 100, the vehicle front part structure 100b can be reduced in weight.

D. Fourth embodiment:
FIG. 18 is an explanatory view showing a vehicle front structure 100c according to another embodiment. The vehicle front part structure 100c is the same as the vehicle front part structure 100 in the first embodiment except that a seventh rib part 235c is provided instead of the third rib part 230 and the fourth rib part 240. .

  The seventh rib portion 235c is connected to the first support surface portion 110, the first flange portion 112, and the third support surface portion 130, and the first support surface portion 110, the first flange portion 112, and the third support portion. In the space surrounded by the support surface portion 130, it spreads in the Z-axis direction. For this reason, the vehicle front part structure 100c can increase the load transmitted from the pedestrian's shin S when the front surface portion 105 collides with the pedestrian's shin S.

E. Fifth embodiment:
FIG. 19 is an explanatory diagram showing a vehicle front structure 100d according to another embodiment. The vehicle front structure 100d is the same as the vehicle front structure 100 in the first embodiment except that the vehicle front structure 100d includes a front surface part 105d having a shape different from that of the front surface part 105.

  The surface on the + side in the X-axis direction of the front surface portion 105d has a curved surface shape. For this reason, the vehicle front portion structure 100d can reduce rolling friction between a member disposed on the vehicle body side of the vehicle 10 provided with the vehicle front portion structure 100c and the front surface portion 105d.

F. Sixth embodiment:
FIG. 20 is an explanatory view showing a vehicle front structure 100e according to another embodiment. The vehicle front structure 100e is the same as the vehicle front structure 100 in the first embodiment, except that the vehicle front structure 100e includes a fourth support surface part 140e, a fifth rib part 222e, and a sixth rib part 224e.

  The fourth support surface portion 140e extends from the third support surface portion 130 on the + side in the X-axis direction and from the surface facing the − side in the Z-axis direction of the front surface portion 105 to the − side in the Z-axis direction. . The fifth rib portion 222e is connected to the front surface portion 105 and the fourth support surface portion 140e, and spreads in the Z-axis direction in a space surrounded by the front surface portion 105 and the fourth support surface portion 140e. The sixth rib portion 224e is connected to the front surface portion 105, the second support surface portion 120, the third support surface portion 130, and the fourth support surface portion 140e, and the front surface portion 105, the second support surface portion 120, and the third support portion. In the space surrounded by the support surface portion 130 and the fourth support surface portion 140e, the surface expands in the Z-axis direction.

  The sixth rib portion 224e has a notch. Further, the end portion R8 of the front surface portion 105 in the vehicle front portion structure 100d is arranged on the Z axis direction + side from the end portion on the Z axis direction − side of the third support surface portion 130.

  For this reason, the vehicle front part structure 100d can secure a larger amount of deformation in the vicinity of the front part 105 than the vehicle front part structure 100 when the moment Mo is generated in the front part 105.

G. Seventh embodiment:
FIG. 21 is an explanatory view showing a vehicle front structure 100f according to another embodiment. The vehicle front portion structure 100f includes a second support surface portion 120f having a shape different from that of the second support surface portion 120 and a first rib portion 210f having a shape different from that of the first rib portion 210, except that This is the same as the vehicle front structure 100 in one embodiment.

  The end portion on the −side in the X-axis direction of the second support surface portion 120f is located on the + side in the X-axis direction from the end portion on the −side in the X-axis direction of the second support surface portion 120 in the first embodiment. . The first rib portion 210f is connected to the first support surface portion 110, the second support surface portion 120f, and the third support surface portion 130, and the first support surface portion 110, the second support surface portion 120f, and the third support surface portion 110f. In the space surrounded by the support surface portion 130, it spreads in the Z-axis direction.

  For this reason, the vehicle front structure 100f is open on the + side in the Z-axis direction as compared with the vehicle front structure 100 in the first embodiment, and therefore in the vehicle 10 provided with the vehicle front structure 100f. A large space for arranging other members can be secured.

H. Variations:
In the vehicle front structure 100 of the above embodiment, the front surface portion 105 is inclined from the − side in the X axis direction toward the + side in the X axis direction, but the present invention is not limited to this. For example, the front surface portion 105 has a configuration that can easily maintain the collision point between the front surface portion 105 and the object on the negative side in the Z-axis direction in the process of the deformation of the vehicle front structure 100 due to the collision with the object. Any configuration can be employed as long as it exists.

  In the vehicle front structure 100 of the above embodiment, the front surface portion 105 and the third support surface portion 130 are arranged so as to be orthogonal to the second rib portion 220 and the third rib portion 230. However, the present invention is not limited to this. For example, the front surface part 105 and the third support surface part 130 may not be arranged so as to be orthogonal to the second rib part 220 and the third rib part 230.

  In the vehicle front structure 100 of the above embodiment, the first configuration CM1 and the second configuration CM2 are alternately arranged, but the present invention is not limited to this. For example, the arrangement ratio in the arrangement of the first configuration CM1 and the second configuration CM2 may be equally arranged at 2: 1.

  The present invention is not limited to the above-described embodiments, examples, and modifications, and can be realized with various configurations without departing from the spirit thereof. For example, the technical features in the embodiments, examples, and modifications corresponding to the technical features in each embodiment described in the summary section of the invention are to solve some or all of the above-described problems, or In order to achieve part or all of the above-described effects, replacement or combination can be performed as appropriate. Further, if the technical feature is not described as essential in the present specification, it can be deleted as appropriate.

DESCRIPTION OF SYMBOLS 10 ... Vehicle 11 ... Cross part 12 ... Internal combustion engine 14 ... Front bumper 13, 15, 17, 19 ... Wheel 100 ... Vehicle front part structure 100a, 100b, 100c, 100d, 100e, 100f ... Vehicle front part structure 105 ... Front part 105d ... Front part 110 ... First support surface part 112 ... First flange part 120 ... Second support surface part 120f ... Second support surface part 122 ... Second flange part 130 ... Third support surface part 140e ... Fourth Support surface portion 210... First rib portion 210 a, 210 b, 210 f... First rib portion 220... Second rib portion 222 e. Fifth rib portion 224 e ... Sixth rib portion 230 ... Third rib portion 235 c ... 7th rib part 240 ... 4th rib part

Claims (8)

A vehicle front structure,
A front portion disposed at an end portion on the front side of the front structure;
One or more support surface portions that are arranged on the rear side with respect to the front surface portion and are connected directly or indirectly to the front surface portion and spread in the horizontal direction;
One or more rib portions connected to the support surface portion and extending in a direction perpendicular to the support surface portion,
The support surface portion and the rib portion are a reaction force according to a preset set value due to a load received by the front surface portion when a front side of a vehicle on which the front structure is mounted collides with an object. A front structure of a vehicle provided to deform the front structure while causing the object to occur. The vehicle front structure according to claim 1,
The front part structure of the vehicle is inclined as it goes from the rear side to the front side. The vehicle front structure according to claim 1 or 2, further comprising:
The support surface portion is
A first support surface;
A second support surface portion disposed above the first support surface portion and directly connected to the front surface portion;
The first support surface portion includes a first flange portion protruding from an end portion on the rear side of the first support surface portion,
The front end structure of the vehicle, wherein a lower end portion of the front surface portion is disposed below a portion where the first support surface portion and the first flange portion are connected. The vehicle front structure according to claim 3,
The front end of the first support surface portion is located on the rear side from the front end of the second support surface portion,
Further, the front structure connects the front end of the first support surface portion and the surface facing the lower side of the second support surface portion, and extends downward on the lower side of the second support surface portion. A vehicle front structure comprising a third support surface portion. The vehicle front structure according to claim 4, further comprising:
The second support surface portion includes a second flange portion protruding from an end portion on the rear side of the second support surface portion,
The rib portion is connected to the first support surface portion, the second support surface portion, and the third support surface portion, and the first support surface portion, the second support surface portion, and the third support surface portion. Including a first rib portion extending in a vertical direction with respect to
The distance from the portion where the second support surface portion and the second flange portion are connected to the rear end portion where the second support surface portion and the first rib portion are connected is the first 1 so that it is longer than the distance from the portion where the first support surface portion and the first flange portion are connected to the rear end portion where the first support surface portion and the first rib portion are connected. The front structure of the vehicle. The vehicle front structure according to claim 5,
The rib portion is
Connected to the front surface portion, the second support surface portion, and the third support surface portion on the front side from a portion where the second support surface portion and the third support surface portion are connected, and the front surface A second rib portion extending in a direction perpendicular to the portion, the second support surface portion, and the third support surface portion;
A third rib that is connected to the downward-facing surface of the first support surface portion and the third support surface portion and extends in a direction perpendicular to the first support surface portion and the third support surface portion. And
A vehicle including a fourth rib portion connected to the first support surface portion and the first flange portion and extending in a direction perpendicular to the first support surface portion and the first flange portion. Front structure. The vehicle front structure according to claim 6,
The front structure of the vehicle, wherein the front surface portion and the third support surface portion are arranged so as to be orthogonal to the second rib portion and the third rib portion. The vehicle front structure according to claim 6 or 7,
In the vehicle width direction, a plurality of rib portions including the first rib portion, the second rib portion, the third rib portion, and the fourth rib portion are arranged on the same surface. 1 and a plurality of rib portions not including the first rib portion but including the second rib portion, the third rib portion, and the fourth rib portion are arranged on the same surface. The front structure of the vehicle in which the second configuration is alternately arranged.

Images