JP2018122660A - Vehicle front part structure - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicle front part structure which can maintain road running performance and aesthetic quality and enables improvement of pedestrian leg protective performance.SOLUTION: A vehicle front part structure 10 includes: a bumper beam 40 disposed at a front part of a vehicle and extending in a vehicle width direction; and a lower part impact absorption material 60 which is disposed below the bumper beam, extends in the vehicle width direction, and absorbs a buffer load. The lower part impact absorption material includes: a bracket part 61 which extends in the vehicle width direction and may absorb the buffer load from the front side by deformation; and a spring structure part 65. The spring structure part forms repulsive force generating means 69 which generates repulsive force, which pushes back a collision object forward, independently from the bracket part or together with the bracket part and is positioned at a front side relative to a front surface of the bumper beam.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a vehicle front structure, and more particularly to a vehicle front structure capable of protecting a pedestrian leg in a pedestrian collision.

  Conventionally, in order to protect a pedestrian leg when a pedestrian collides with a front part of a vehicle body, a vehicle is known in which an impact absorbing material that absorbs a collision load is disposed in a bunker portion in front of the vehicle. For example, in the vehicle described in Patent Document 1, a bumper beam that is a skeleton of the vehicle extends in the vehicle width direction behind a bumper face that forms the front surface of the vehicle, and the vehicle is positioned below and ahead of the bumper beam. A lower impact absorbing material extending in the width direction is disposed.

JP 2008-265399 A

  In a vehicle having such a vehicle front part structure, as shown in FIG. 6A, when a pedestrian collides, the lower shock absorber 160 below the position of the pedestrian's knee K is rearward. By being crushed, the collision load is absorbed, and the reaction force received from the vehicle body is reduced (see FIG. 6B). When the lower shock absorber 160 is bottomed, the reaction force from the vehicle body acting on the lower side of the pedestrian leg L as shown in FIG. 6 (c) increases, and the leg portion as shown in FIG. 6 (d). The entire L is flipped up on the hood 120 of the vehicle.

  In the vehicle front structure described above, in order to reduce the pedestrian injury value, it is necessary to reduce the bending angle of the pedestrian's knee K at the time of collision and to flip the entire leg L toward the hood 120 side. For this purpose, it is required to catch the lower side of the leg portion L (part far from the pedestrian's center of gravity) with the vehicle body at an early stage of the collision.

  However, in a vehicle with a high vehicle height, if the layout of the bumper beam and the lower impact absorber in the vehicle front-rear direction is the same as that of a vehicle with a low vehicle height, as shown in FIGS. It will be received by the entire vehicle. In such a state, as shown in FIGS. 7C and 7D, the entire leg portion L cannot be jumped up onto the hood 120, and the lower portion L1 of the leg portion L can easily sink into the lower side of the vehicle. Therefore, since the bending angle of the knee portion K increases, the injury value tends to increase.

  In order to avoid such a situation, as shown by the phantom line in FIG. 7A, the lower impact absorbing material 160 is arranged on the vehicle front side and the lower side with respect to the bumper beam 40 in a vehicle with a high vehicle height. It is necessary to make it.

  However, such a layout change is unfavorable because it affects the running performance of the vehicle and causes a reduction in design, and a vehicle front structure that replaces this is desired.

  This invention is made | formed in view of the said subject, Comprising: It aims at providing the vehicle front part structure which can maintain runability and designability and can improve pedestrian leg protection performance.

  In order to achieve the above object, a vehicle front portion structure according to claim 1 includes a bumper beam disposed in a front portion of the vehicle and extending in a vehicle width direction, and disposed below the bumper beam in a vehicle width direction. And a lower impact absorber that absorbs a collision load, and the lower impact absorber extends in the vehicle width direction and receives a collision load from the front by deformation. An absorptive bracket portion and a spring structure portion, the spring structure portion generating a repulsive force that pushes the collision object forward independently of or together with the bracket portion, and the front surface of the bumper beam A repulsive force generating means positioned further forward is configured.

  According to this structure, a collision load is absorbed by deformation | transformation of a bracket part, Furthermore, the leg part lower side of a pedestrian can be pushed back by the repulsive force generation means which has a spring structure part. In this way, the lower impact absorber has a spring structure, so that the leg rebound performance can be improved without changing the layout of the bumper beam and the lower impact absorber even in a vehicle with a high vehicle height. The whole leg can be jumped up on the hood. Further, since the repulsive force generating means is located in front of the front surface of the bumper beam, the repulsive force generating means can catch the lower side of the leg at an earlier stage than the leg enters the bumper beam. The injury value can be reduced by reducing the bending angle of the pedestrian's knee during a collision.

  According to a second aspect of the present invention, in the vehicle front portion structure according to the first aspect, the lower impact absorbing material is a maximum at which a collision object entering amount from the front of the vehicle is maximized by deformation of the bracket portion. In the approach state, the front end is set so as to be at a position equivalent to or slightly forward of the front surface of the bumper beam in the vehicle front-rear direction.

  According to this configuration, the position of the pedestrian's knee and the lower side of the leg are aligned in the front-rear direction so that the bending angle of the pedestrian's knee is reduced in the maximum approach state of the pedestrian's leg that is the collision object. Therefore, the leg injury value can be further reduced. In addition, since the pedestrian's leg can be flipped up by the repulsive force generating means at the timing when the bracket part is deformed to the maximum and the collision load is sufficiently absorbed, the leg protection performance is further improved. .

  According to a third aspect of the present invention, in the vehicle front portion structure according to the first or second aspect, the spring structure portion is disposed behind the front end of the bracket portion.

  According to this configuration, a load for generating a repulsive force can be applied to the spring structure portion while the collision load is reliably absorbed by the bracket portion.

  According to a fourth aspect of the present invention, in the vehicle front portion structure according to any one of the first to third aspects, the bracket portion extends in the vehicle width direction and the vehicle front side is inclined downward. It has an inclined surface portion and a rib extending in the vehicle width direction and protruding downward from the lower surface of the inclined surface portion, and the spring structure portion is arranged on the rear surface side of the rib.

  According to this configuration, when a collision load is applied to the bracket portion from the front side of the vehicle, the tip of the inclined surface portion can be bent and deformed downward so that the curvature of the inclined surface portion is increased. It becomes possible to catch the leg part of a pedestrian at a position lower than the tip position of the bracket part at the time. Further, since the spring structure portion is pressed backward by the rib at the time of collision, a restoring force for restoring the spring structure portion, that is, a repulsive force for pushing back the collision object can be generated.

  According to a fifth aspect of the present invention, in the vehicle front portion structure according to any one of the first to third aspects, the spring structure portion is disposed in front of the front surface of the bumper beam, and the bracket The portion has a lower surface portion that extends in the vehicle width direction and covers the lower surface of the spring structure portion, and the vehicle front side is inclined downward.

  According to this configuration, when a collision load is applied to the bracket portion from the front side of the vehicle, the lower surface portion is crushed and deformed downward. Therefore, at the time of a collision, the position is lower than the tip position of the bracket portion at the time of non-collision. The pedestrian's legs can be received. Further, it is possible to generate a restoring force that restores the spring structure portion by applying a collision load to the spring structure portion, that is, a repulsive force that pushes back the collision object.

  According to a sixth aspect of the present invention, in the vehicle front part structure according to any one of the first to fifth aspects, the upper impact absorbing member is disposed between the bumper beam and the bumper face and absorbs a collision load. It is characterized by having materials.

  According to this configuration, the leg protection performance can be enhanced by absorbing the collision load with the upper shock absorber.

  According to the vehicle front structure according to the present invention, by disposing the repulsive force generating means in front of the front surface of the bumper beam, without changing the layout of the bumper beam and the lower shock absorber, even in a vehicle with a high vehicle height, At the time of a collision, the entire leg can be jumped up on the hood and the bending angle of the pedestrian's knee can be reduced, reducing the injury value while maintaining the running performance and design of the vehicle, Pedestrian leg protection performance can be improved.

It is sectional drawing which shows the vehicle front part structure which is the 1st Embodiment of this invention, Comprising: The figure which looked at the center part of the vehicle width direction from the side. The figure which shows typically the behavior at the time of the pedestrian leg collision of the vehicle front part structure shown in FIG. Sectional drawing which shows the positional relationship of the lower impact absorber and bumper beam in the maximum approach state of a leg part. It is sectional drawing which shows the vehicle front part structure which is the 2nd Embodiment of this invention, Comprising: The figure which looked at the center part of the vehicle width direction from the side. Sectional drawing which shows the maximum approach state of the leg part of the vehicle front part structure shown in FIG. The figure which shows typically the behavior at the time of the pedestrian leg part collision in the conventional vehicle front part structure. The figure which shows typically the behavior at the time of the pedestrian leg part collision at the time of applying the conventional vehicle front part structure to a vehicle with high vehicle height.

(First embodiment)
FIG. 1 is a cross-sectional view showing a vehicle front structure 10 according to a first embodiment of the present invention. The vehicle front structure 10 according to the present invention is applied to a vehicle such as an automobile, and is particularly suitable for a vehicle having a high vehicle height (for example, an SUV vehicle (sports utility vehicle) or the like).

  The vehicle front structure 10 includes a hood 20 that forms a front upper surface of the vehicle, a front grill 22 and a bumper face 30 that form the front of the vehicle, a bumper beam 40 that serves as a skeleton of the vehicle, and a lower position than the bumper beam 40. A radiator panel lower 45, an under cover 25, an upper shock absorber 50 and a lower shock absorber 60 that can absorb a collision load, and the like are provided (see FIG. 2 for the hood 20 and the front grill 22). The lower impact absorbing member 60 includes a repulsive force generating means 69 that generates a repulsive force that pushes the collision object forward.

  The hood 20 is a panel-like member that forms the upper surface of the front portion of the vehicle, and closes the engine room so that it can be opened and closed. The front grill 25 is an exterior member disposed between the hood 20 and the bumper face 30 in the vertical direction. The front grill 25 is formed with a grill opening for introducing air into the vehicle body.

  The bumper face 30 is an exterior member provided at the front end of the vehicle body, and is formed of a resin material such as PP, and includes a main body portion 32 and an air dam portion 34 positioned below the main body portion 32. An air introduction part 36 is formed between the main body part 32 and the air dam part 34.

  The main body portion 32 and the air dam portion 34 are each formed of a plate-like member extending in the vehicle width direction, and have upper surface portions 321, 341, front surface portions 322, 342, and lower surface portions 323, 343. The front surface portions 322 and 342 extend downward from the front ends of the upper surface portions 321 and 341 and continue to the front ends of the lower surface portions 323 and 343. The main body portion 32 and the air dam portion 34 are substantially U-shaped with the vehicle rear side opened as a whole. It has a vertical cross section.

  In the present embodiment, the air dam portion 34 is set such that the height dimension in the vertical direction is smaller than the height dimension of the main body portion 32. In addition, it is preferable that the front end 345 of the air dam part 34 is located at a position equivalent to or behind the front end 325 of the main body part 32 in the vehicle longitudinal direction.

  The upper surface portion 321 of the main body portion 32 is disposed adjacent to the lower end portion of the front grill 22 (see FIG. 2A). Each of the lower surface portion 323 of the main body portion 32 and the upper surface portion 341 of the air dam portion 34 constitutes an upper surface and a lower surface of the air introduction portion 36, respectively. The air introduction part 36 has a plurality of air introduction ports 361 arranged in the vertical direction. A shutter device (not shown) that can substantially open and close the air introduction passage is provided on the downstream side of the air introduction port.

  The radiator panel lower 45 is disposed at a lower portion of the front portion of the vehicle body, specifically, below a radiator (not shown) that cools cooling water of the engine, and forms a lower portion of the radiator panel disposed so as to surround the radiator. . The radiator panel lower 70 is a beam-like member that is formed of, for example, a press-formed steel plate, has a closed cross section formed by spot welding a steel plate having a substantially U-shaped cross section, and extends in the vehicle width direction.

  An under cover 25 is disposed below the radiator panel lower 45. The under cover 25 is a panel-like member that covers the lower part of the engine room, and the front end protrudes forward from the radiator panel lower 45.

  The bumper beam 40 is located above and in front of the radiator panel lower 45, and is disposed on the rear side of the main body portion 32 of the bumper face 30 via the upper shock absorber 50. The bumper beam 40 is a beam-like member extending in the vehicle width direction provided on the front side of a pair of front side frames (not shown) extending in the vehicle front-rear direction on both sides in the vehicle width direction, and formed by rolling a steel plate, for example. And has a substantially rectangular closed cross section. The front surface 42 of the bumper beam 40 is formed in a substantially flat shape extending in the vertical direction.

  The bumper beam 40 and the radiator panel lower 45 are formed so as to have higher rigidity than the bumper face 30, the upper shock absorber 50, and the lower shock absorber 60 with respect to a collision load from the front. Further, the bumper beam 40 transmits a collision load to the rear side of the vehicle body through a front side frame or the like at the time of a frontal collision of the vehicle.

  The upper shock absorber 50 is disposed between the main body 32 and the bumper beam 40 so as to be inserted into the main body 32 of the bumper face 30, and extends in the vehicle width direction along the bumper beam 40. . The upper impact absorbing material 50 is formed of, for example, a foam material or a resin material, and absorbs a collision load by deformation or crushing.

  The lower impact absorber 60 is disposed on the rear side of the air dam portion 34, extends in the vehicle width direction along the air dam portion 34, and the rear portion is fixed to the radiator panel lower 45. The lower shock absorber 60 absorbs a collision load input from the air dam portion 34 by being deformed or crushed during a frontal collision, and further transmits the collision load to the rear of the vehicle body via the radiator panel lower 45. The lower impact absorbing member 60 is configured by assembling a bracket portion 61 and a spring structure portion 65, each of which is a separate member.

  The bracket portion 61 includes a base portion 62 and a deformable portion 63 that are integrally formed of, for example, a resin material. The base portion 62 constitutes the rear side of the bracket portion 61, is disposed below the radiator panel lower 45, and is fixed to the radiator panel panel lower 45 using fastening means 48 such as bolts and nuts. The deforming portion 63 constitutes the front side of the bracket portion 61 and is inserted into the air dam portion 34.

  The base 62 has a top surface formed in a plate shape and a plurality of ribs. The plurality of ribs protrude downward from the lower surface of the upper surface portion, whereby the base portion 62 is formed in a box shape opened downward. The base portion 62 in the illustrated example includes, as an example, a first upper surface portion 621, a second upper surface portion 622, a first width direction rib 624 extending in the width direction, a second width direction rib 625, and a third width direction rib 626, And a longitudinal rib 628 extending in the longitudinal direction.

  The first upper surface portion 621 is a plate-like portion extending in the vehicle width direction and the front-rear direction, and has a mountain-shaped cross section in which the front portion is convex upward, and a bent portion that extends upward from the rear end of the cross-sectional mountain shape. The rear part is formed in a substantially horizontal plane shape. The first width direction rib 624 protrudes downward at the front end portion of the first upper surface portion 621, and the second width direction rib 625 protrudes downward from the rear end portion of the first upper surface portion 621. The first upper surface portion 621 is stiffened by a stiffening member 623 attached to the front portion of the first upper surface portion 621 so as to increase the bending rigidity. Although not shown, the first upper surface portion 621 of the present embodiment is connected to the lower end portion of the shutter device of the air introduction portion 630 via a connecting member attached using fastening means 623 such as bolts and nuts. It is fixed.

  The second upper surface portion 622 is a plate-shaped portion that extends in the vehicle width direction and extends rearward from the rear surface of the second width direction rib 625, and the third width direction rib 626 extends from the rear end portion of the second upper surface portion 621. It protrudes downward. The upper surface of the second upper surface portion 622 is disposed along the lower surface of the radiator panel lower 45 and is fixed to the radiator panel lower 45 using fastening means 48 such as bolts and nuts.

  The front-rear direction rib 628 extends in the front-rear direction from the first width direction rib 624 to the third width direction rib 626. A plurality of the longitudinal ribs 628 are provided in a distributed manner in the vehicle width direction.

  The deformation part 63 has an inclined surface part 631 formed in a plate shape and a plurality of ribs. The deformed portion 63 in the illustrated example includes, as an example, an inclined surface portion 631, a first width direction rib 634 and a second width direction rib 635 extending in the width direction, an upper front and rear direction rib 636 and a lower front and rear direction rib extending in the front and rear direction. 637.

  The inclined surface portion 631 is a plate-like portion that extends in the vehicle width direction and extends from the front end of the first upper surface portion 621 of the base portion 62 toward the vehicle front, and the vehicle front side is inclined downward. The inclined surface portion 631 has a bent portion 632 that is bent so as to extend in the vertical direction at an intermediate portion in the front-rear direction. Further, a flat plate-like protruding surface portion 633 formed by raising the plate surface upward in a flange shape is formed at the tip of the inclined surface portion 631.

  The first and second width direction ribs 634 and 635 protrude downward from the lower surface of the inclined surface portion 631 at the rear portion of the inclined surface portion 631, and the second width direction rib 635 is positioned rearward of the first width direction rib. doing.

  The upper front-rear direction rib 636 protrudes upward from the upper surface of the inclined surface portion 631 at the front portion of the inclined surface portion 631 (between the protruding surface portion 633 and the bent portion 632). The lower front-rear direction rib 637 protrudes downward from the lower surface of the inclined surface portion 631 at the rear portion of the inclined surface portion 631 (between the bent portion 632 and the second width direction rib 635). A concave portion 638 having a lower end edge recessed upward is formed at the rear portion of the lower front-rear direction rib 637. A plurality of the front-rear direction ribs 636 and the lower front-rear direction ribs 637 are distributed in the vehicle width direction.

  In addition, the structure of each surface part of the base 62 and the deformation | transformation part 63 mentioned above, a rib, etc. is an example, and can be changed suitably. Further, the bending rigidity of the base portion 62 of the bracket portion 61 with respect to the vertical load is set to be sufficiently larger than the bending rigidity of the deformation portion 63 in order to stabilize the deformation mode of the deformation portion 63. Such setting of the bending rigidity can be arbitrarily adjusted depending on the configuration and thickness of each surface part constituting the base part 62 and the deforming part 63, the presence or absence of stiffening, and the like.

  The spring structure portion 65 is made of, for example, an elastic member such as a spring material or a rubber material that elastically expands and contracts in the vehicle front-rear direction, and a foam having resilience. The The spring structure portion 65 is in a non-expandable state when not colliding, and is installed so as to elastically contract and generate a restoring force (repulsive force) by receiving a load from the front during the collision.

  In the present embodiment, the spring structure portion 65 is elastically contracted by being pressed backward by the deformation of the deformation portion 63 due to a collision load from the front, and the second width direction rib 635 of the deformation portion 63 and the first of the base portion 62. It arrange | positions between the 1st width direction ribs 624, and the movement to the back of the spring structure part 65 is controlled by the 1st width direction ribs 624. Note that a plurality of spring structure portions 65 according to the present embodiment are provided in the vehicle width direction so as to be disposed between the plurality of lower front and rear direction ribs 637 arranged in the vehicle width direction.

  The spring structure portion 65 constitutes a repulsive force generating means 69 that generates a repulsive force that pushes the collision object forward together with the deformable portion 63. Specifically, a repulsive force that pushes the collision object forward in a frontal collision is generated by the restoring force of the inclined surface portion 631 of the deforming portion 63 and the restoring force of the spring structure portion 65.

  The repulsive force generating means 69 can generate a large repulsive force as the amount of the collision object entering from the front of the vehicle increases. The spring structure portion 65 is set so that a greater restoring force than the deformable portion 63 is generated in the maximum approach state (see FIG. 2B) in which the amount of the collision object entering from the front of the vehicle is the maximum in a frontal collision. It is preferred that

  The repulsive force generating means 69 is located in front of the front surface 42 of the bumper beam 40 (that is, the front end 61a of the deformed portion 63 of the bracket portion 61 that is the front end of the repulsive force generating means 69 is positioned in front of the front surface 42 of the bumper beam 40. Is arranged). Further, the lower impact absorbing material 60 is set so that the front end after deformation is located at the same position as the front face 42 of the bumper beam 40 or slightly ahead of the front face 42 in the aforementioned maximum approach state. In the present embodiment, the front end 61a of the bracket portion 61 is set to be slightly forward of the front surface 42 in the maximum approach state.

  Next, the behavior at the time of a pedestrian collision of the vehicle having the above-described vehicle front structure 10 will be described.

  As shown in FIG. 2A, the bumper face 30 is deformed when the leg portion L of the pedestrian approaches from the front side of the vehicle and collides with the front surface of the vehicle. Then, as shown in FIG. 2B, the upper and lower shock absorbers 50 and 60 are pressed rearward by the main body portion 32 and the air dam portion 34 of the bumper face 30, and the shock absorbers 50 and 60 are deformed. Absorb impact load.

  A bending moment is generated in the deformed portion 63 of the lower shock absorber 60 in the direction of lowering the tip, and the protruding surface portion 632 of the deformed portion 63 abuts on the inner surface of the air dam portion 34 and moves downward along the inner surface. To do. The lower front-rear direction rib 638 of the deformed portion 63 is crushed so that the concave portion 638 contacts the first width direction rib 624 of the base portion 62. The spring structure portion 65 is pressed rearward and elastically contracted by the second width direction rib 635 of the deformation portion 63. Furthermore, the impact load is absorbed by the crushing of the protruding surface portion 632 of the deformable portion 63, the upper front-rear direction rib 637, and the like.

  Thus, in the state which received the collision load, the front end part of the lower impact absorbing material 60 is in a state of expanding in the vertical direction, and as shown in FIG. Lower position. As a result, the leg L can be received at a low position, and the leg lower portion L1 is prevented from entering the lower side of the vehicle.

  As shown in FIG. 2 (b), in the maximum approach state in which the amount of entry of the leg portion L from the front of the vehicle is maximized, the upper impact absorber 50 is crushed to the vicinity of the position of the front surface 42 of the bumper beam 40 at the front end. It becomes a bottomed state. A part of the load is transmitted to the rear of the vehicle body via the bumper beam 40.

  Further, as indicated by a perpendicular line P in FIG. 3, in the maximum approach state, the front end 61 a of the lower impact absorbing material 60 is positioned slightly forward of the front surface 42 of the bumper beam 40. In a vehicle with a high vehicle height, the knee portion K of the pedestrian abuts below or below the bumper beam 40 in the vertical direction. By setting the maximum intrusion position in the lower collision absorber 60 in this way, the knee portion K is set. In addition, the receiving position of the leg part above the knee part K and the leg lower part L1 is substantially the same position in the front-rear direction, and the bending angle of the knee part K is kept small.

  After the leg lower portion L1 is in the maximum approach state, as shown in FIG. 2C, the repulsive force of the repulsive force generating means 69 of the lower shock absorber 60 (the elastic restoring force and the deforming portion 63 of the spring structure 65). The elastic restoring force of the inclined surface portion 631) pushes the vehicle forward. By pushing back the lower leg portion L1 forward while keeping the bending angle of the knee portion K small, the leg portion L can be jumped up onto the hood 20 while reliably suppressing the lowering of the vehicle. .

  Further, since the lower shock absorber 60 can generate a larger repulsive force than the upper shock absorber 50 that does not have a spring structure, the leg portion of the pedestrian in the region where the lower shock absorber 60 is disposed. The repulsive force F1 received by the lower portion L1 is larger than the reaction force F2 received by the knee K from the vehicle in the arrangement region of the bumper beam 40, and the entire leg L can be surely jumped onto the hood 20.

  Further, since the repulsive force generating means 69 has a spring structure, the repulsive force that pushes the leg L forward is increased according to the amount of the leg L entering, and the impact load is sufficiently absorbed by the flange portion 61. In the maximum approach state, the maximum repulsive force can be generated to push back the lower leg portion L1.

  As described above, in the vehicle front structure 10 according to the present embodiment, the position where the lower shock absorber 60 is disposed on the front side and the lower side with respect to the bumper beam 40 is greatly increased even in a vehicle having a high vehicle height. Without changing the layout, it is possible to prevent the leg L from entering the lower side of the vehicle while keeping the bending angle of the knee K small at the time of collision, and to jump the entire leg L onto the hood 20. it can. Thereby, the injury value of the leg portion L can be greatly reduced while maintaining the running performance and designability of the vehicle. Similarly, when the above-described vehicle front structure 10 is applied to a vehicle having a low vehicle height, the injury value of the leg L can be further reduced.

(Second Embodiment)
FIG. 4 is a cross-sectional view similar to FIG. 1 showing the vehicle front structure 10 according to the second embodiment. In FIG. 4, parts corresponding to those in the first embodiment are denoted by the same reference numerals. In the second embodiment described below, detailed description of the same configuration as that of the first embodiment is omitted.

  The lower shock absorber 60 of the present embodiment is configured by assembling a bracket portion 61 and a spring structure portion 65, each of which is a separate member, and only the spring structure portion 65 constitutes the repulsive force generating means 69. ing.

  The bracket portion 61 extends in the vehicle width direction, and is formed in a substantially U-shaped cross section that opens forward or as a whole. The bracket portion 61 includes a base portion 62 that constitutes the rear side, and a deformable portion 63 that extends forward from the front end of the base portion 62, and the base portion 62 and the deformable portion 63 are integrally formed of, for example, a resin material.

  The base 62 includes a flat plate-shaped rear surface portion 672 extending in the vertical direction, a flat plate-shaped base upper surface portion 671 extending forward from the upper end of the rear surface portion 672, and a flat plate-shaped base lower surface portion 673 extending forward from the lower end of the rear surface portion 672. Is provided. The base upper surface portion 671 and the base lower surface portion 673 are each formed in a tapered shape so that the width in the vertical direction becomes wider toward the front. Flange portions 674 and 675 are formed at the front end portion of the base upper surface portion 671 and the front end portion of the base lower surface portion 673 so that the plate surface is bent upward and downward so as to expand in the vertical direction.

  The deformable portion 63 includes a flat plate-like upper surface portion 681 extending forward from the front end of the base upper surface portion 671 and a flat plate-like lower surface portion 681 extending forward from the front end of the base lower surface portion 673. The upper surface portion 681 and the lower surface portion 683 are each formed in a tapered shape so that the width in the vertical direction becomes wider toward the front. In addition, it is preferable that the lower surface part 683 inclines so that the front may go downward.

  The deformation part 63 is inserted into the air dam part 34. The front end portion of the upper surface portion 681 of the deformable portion 63 is engaged with an engaging portion 346 provided below the upper surface portion 341 of the air dam portion 34, and the vertical displacement with respect to the air dam portion 34 is restricted. In the present embodiment, the engaging portion 346 is formed in a substantially U-shaped cross-section with the rear opening, and the front end portion of the upper surface portion 681 of the deformable portion 63 is inserted into the engaging portion 346.

  The bending rigidity of the base portion 62 of the bracket portion 61 with respect to the vertical load is set to be sufficiently larger than the bending rigidity of the deformation portion 63.

  The spring structure portion 65 is disposed between the upper surface portion 681 and the lower surface portion 683 of the deformable portion 63, and the upper surface 651 and the lower surface 652 of the spring structure portion 65 are respectively the upper surface portion 681 and the lower surface portion 683 of the deformable portion 63. Each is covered. The spring structure portion 65 can be made of the same elastic material as in the first embodiment, and is in a non-stretched state when not colliding, and receives a load from the front during the collision and elastically contracts to restore the restoring force. (Repulsive force) is generated.

  In the present embodiment, the spring structure portion 65 is configured by a restoring foam extending in the vehicle width direction, and the rear surface 652 of the spring structure portion 65 is a flange portion 674 of the base portion 62 of the bracket portion 61. , 675 is restricted from moving backward. In addition, the upper surface 651 and the lower surface 652 of the spring structure portion 65 are in contact with the inner surfaces of the upper surface portion 681 and the lower surface portion 683 of the deforming portion 63 facing the spring structure portion 65.

  The lower impact absorber 60 is disposed on the rear side of the bracket portion 61 and is fixed to the radiator panel lower 45 via a fixing bracket 70 extending in the vehicle width direction.

  The fixing bracket 70 has a front surface portion formed in a plate shape, an upper surface portion, and a plurality of ribs. A part of the rib protrudes downward from the lower surface of the upper surface portion, and the fixing bracket 70 is formed in a box shape with the lower portion opened by the rib and the upper surface portion. The fixing bracket 70 in the illustrated example includes, as an example, a front surface portion 74, a first upper surface portion 71, a second upper surface portion 72, a first width direction rib 711 extending in the width direction, a second width direction rib 712, Three width direction ribs 713, fourth width direction ribs 721 and fifth width direction ribs 722, upper first width direction ribs 714 and upper second width direction ribs 723 extending in the width direction, and upper front and rear direction ribs extending in the front and rear direction 716 and a lower front-rear direction rib 725.

  The front surface portion 74 is a surface portion that is disposed to face the rear surface portion 672 of the bracket portion 61 and extends in the width direction. The front surface portion 74 is fastened and fixed to the rear surface portion 672 by fastening means (not shown) such as bolts and nuts.

  The first upper surface portion 71 is a plate-like portion extending in the vehicle width direction and extending rearward from the lower end of the front surface portion 74, and has a cross-sectional mountain shape in which the front portion is convex upward, and the rear portion is the cross-sectional mountain shape. The shape extends substantially rearward from the rear end of the shape. The first width direction rib 711, the second width direction rib 712, and the third width direction rib 713 protrude downward from the lower surface of the rear portion of the first upper surface portion 71, and the second width direction rib 712 includes the first width direction rib 712. The third width direction rib 713 is located behind the width direction rib 711, and is located behind the second width direction rib 712, and protrudes downward from the rear end of the first upper surface portion 71. The first upper surface portion 71 is fixed to the lower end portion of the shutter device of the air introduction portion 630 via a connecting member (not shown) that is attached using fastening means 73 such as bolts and nuts.

  The second upper surface portion 72 is a plate-like portion that extends in the vehicle width direction and extends rearward from the rear surface of the third width direction rib 713. The upper surface of the second upper surface portion 72 is disposed along the lower surface of the radiator panel lower 45 and is fixed to the radiator panel lower 45 using fastening means 48 such as bolts and nuts. The 4th width direction rib 721 and the 5th width direction rib 722 each protrude below from the lower surface of the 2nd upper surface part 72, and the 4th width direction rib 721 is located ahead of the 5th width direction rib 722. The fifth width direction rib 722 protrudes downward from the rear end of the second upper surface portion 72.

  The upper first width direction rib 714 protrudes upward from the upper surface of the rear portion of the first upper surface portion 71, and the upper second width direction rib 723 protrudes upward from the upper surface of the second upper surface portion 72. The upper front-rear direction rib 716 extends in the front-rear direction from the upper first width direction rib 714 to the upper second width direction rib 723. The lower front-rear rib 725 extends in the front-rear direction from the front surface 74 to the fifth width-direction rib 722 on the lower surface side of the first and second upper surface portions 71, 72. Note that a plurality of the upper front-rear direction ribs 716 and the lower front-rear direction ribs 725 are provided dispersed in the vehicle width direction.

  The configuration of each surface portion, rib, and the like of the fixing bracket 70 described above is an example, and can be changed as appropriate.

  Next, the behavior at the time of a pedestrian collision of the vehicle front structure 10 according to the present embodiment will be described.

  When the leg portion L of the pedestrian approaches from the front side of the vehicle and collides with the front surface of the vehicle, the bumper face 30 is deformed. Then, as shown in FIG. 5, the upper and lower shock absorbers 50 and 60 are pressed rearward by the main body 32 and the air dam portion 34 of the bumper face 30, and the respective shock absorbers 50 and 60 are deformed, resulting in an impact load. Absorbs.

  The deformed portion 63 of the lower impact absorbing member 60 is crushed and crushed by the collision load so that the front ends of the upper surface portion 681 and the lower surface portion 683 are expanded upward and downward of the vehicle, respectively. As a result, the collision load is absorbed, and the front end portion of the lower impact absorbing member 60 is expanded in the vertical direction (the upper end 61b and the lower end of the deformed portion 63 at the time of non-collision shown by a solid line in FIG. (Refer to the front end 61a of the lower shock absorber 60) and the upper end 61b and the lower end 61b after the collision indicated by phantom lines). Thereby, the lower end position of the front end portion of the lower shock absorber 60 after the collision is lower than that at the time of non-collision, and the leg portion L can be received at a lower position. As a result, the lower leg portion L1 is prevented from entering the lower side of the vehicle.

  Furthermore, as shown by the phantom line P in FIGS. 5 and 4, in the maximum approach state where the approach amount of the leg portion L from the front of the vehicle is maximized, the lower impact absorbing material 60 has a front end (in the illustrated example, a pressing force). Thus, the front surface 65 a) of the spring structure 65 is positioned slightly forward of the front surface 42 of the bumper beam 40. Thereby, the catching position of the pedestrian's knee K and the leg lower part L1 becomes substantially the same position in the front-rear direction, and the bending angle of the knee K is kept small.

  The leg lower portion L1 is pushed back to the front of the vehicle by the repulsive force of the spring structure 65 after reaching the maximum approach state. By pushing back the lower leg portion L1 forward while keeping the bending angle of the knee portion K small, the leg portion L can be jumped up onto the hood 20 while reliably suppressing the lowering of the vehicle. . Further, since the lower shock absorber 60 can generate a larger repulsive force than the upper shock absorber 50 by the spring structure portion 65, the entire leg portion L can be surely jumped onto the hood 20. .

  In addition, this invention is not limited to embodiment mentioned above, A various change is possible in the range which does not deviate from the meaning of invention.

DESCRIPTION OF SYMBOLS 10 Vehicle front part structure 20 Hood 30 Bumper face 32 Main body part 34 Air dam part 40 Bumper beam 42 Front surface of bumper beam 50 Upper shock absorber 60 Lower shock absorber 62 Base 63 Deformation part 65 Spring structure part 69 Repulsive force generation means 631 Inclined surface part

Claims (6)

A bumper beam extending in the vehicle width direction disposed at the front of the vehicle;
A vehicle front structure comprising a lower shock absorber disposed below the bumper beam and extending in the vehicle width direction to absorb a collision load,
The lower shock absorber is
A bracket portion that extends in the vehicle width direction and can absorb a collision load from the front by deformation, and a spring structure portion,
The spring structure portion generates a repulsive force that pushes the collision object forward, independently of the bracket portion or together with the bracket portion, and constitutes a repulsive force generating means that is positioned forward of the front surface of the bumper beam. Characteristic vehicle front structure.   The lower impact absorbing material has a front end positioned at the same position as the front surface of the bumper beam in the vehicle front-rear direction or at a position closer to the front surface in the vehicle front-rear direction in a maximum approach state in which the bracket portion is deformed and a collision object approach amount from the front of the vehicle is maximized. The vehicle front part structure according to claim 1, wherein the vehicle front part structure is set to be slightly forward.   The vehicle front part structure according to claim 1 or 2, wherein the spring structure part is arranged behind the front end of the bracket part. The bracket portion has an inclined surface portion that extends in the vehicle width direction and the vehicle front side is inclined downward, and a rib that extends in the vehicle width direction and protrudes downward from the lower surface of the inclined surface portion,
The vehicle front part structure according to any one of claims 1 to 3, wherein the spring structure part is disposed on a rear surface side of the rib. The spring structure is disposed in front of the front surface of the bumper beam,
The said bracket part has a lower surface part which extended in the vehicle width direction, covered the lower surface of the said spring structure part, and the vehicle front side inclined toward the downward direction. Vehicle front structure as described.   The vehicle front part structure according to any one of claims 1 to 5, further comprising an upper impact absorbing member that is disposed between the bumper beam and the bumper face and absorbs a collision load.

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