JP2020203570A - Vehicle body front part structure - Google Patents

Abstract

To provide a vehicle body front part structure which enables increase of an absorption amount of impact energy generated during a collision.SOLUTION: A vehicle body front part structure 10 includes inclined members 31, a first cross member 35, and impact absorption members 32. The inclined members respectively extend from damper bases 15 provided at an interval in a vehicle width direction to the vehicle body front side, and each inclined member has a first folding part and a second folding part. The first cross member extends in the vehicle width direction so as to connect front end parts of the inclined members. Each impact absorption member protrudes from the front end part of the inclined member to the vehicle body front side so as to overlap with an end part of the first cross member in a vehicle body fore and aft direction after collision deformation.SELECTED DRAWING: Figure 1

Description

The present invention relates to a vehicle body front structure.

In the vehicle body front structure, for example, the front side frame extends in the vehicle body front-rear direction on both sides in the vehicle width direction, and the bumper beam extension projects from the front end of the front side frame toward the vehicle body front. Front bumper beams are laid across the front ends of the bumper beam extensions on both sides in the vehicle width direction. According to this vehicle body front structure, for example, when a load is input to the front bumper beam due to a full-wrap frontal collision, the bumper beam extension is crushed by the input load and then deformed so as to bend the front side frame to apply impact energy. Absorb.

In addition, this vehicle body front structure includes a gusset that protrudes outward in the vehicle width direction from the base end portion of the bumper beam extension. By providing the bumper beam extension with a gusset, for example, when a load is input to the gusset due to a narrow offset collision, the input load can be transmitted to the front side frame. The front side frame is deformed so as to be bent by the input load to absorb the impact energy (see, for example, Patent Document 1).
The narrow offset collision means that, for example, 1/4 of the front part of the vehicle in the vehicle width direction collides with an obstacle such as a vehicle, a standing tree, or a utility pole, and is also called a small overlap collision or a minute lap collision.

Japanese Unexamined Patent Publication No. 2017-81280

However, for vehicles such as electric vehicles (EV vehicles) that increase in weight due to the installation of a drive battery, the amount of energy to be absorbed in the front part of the vehicle body in front of the passenger compartment increases, so the weight reduction is taken into consideration. In addition, further structural ingenuity is desired.

An object of the present invention is to provide a vehicle body front structure capable of increasing the amount of impact energy absorbed in the event of a collision.

(1) In order to achieve the above object, the vehicle body front structure according to one aspect of the present invention (for example, the vehicle body front structure 10 of the embodiment) is provided with damper bases (for example, a damper base) provided at intervals in the vehicle width direction. An inclined member (for example, an inclined member 31 of the embodiment) extending from the damper base 15) of the embodiment to the front of the vehicle body and having a bent portion (for example, the first bent portion 45 and the second bent portion 46 of the embodiment) and the inclined member. Collision with a cross member (for example, the first cross member 35 of the embodiment) extending in the vehicle width direction so as to connect the front end portion of the inclined member (for example, the front end portion 31b of the inclined member of the embodiment) from the front end portion of the inclined member. A shock absorbing member (for example, the shock absorbing member of the embodiment) that projects forward of the vehicle body so as to overlap the end of the cross member (for example, the end 35a of the first cross member of the embodiment) in the front-rear direction of the vehicle body in the deformed state. 32) and.

According to the aspect (1), the load is input to the front end portion of the shock absorbing member in the full-wrap frontal collision. The shock absorbing member is crushed or bent by the input load. Next, the bent portion (that is, the fragile portion) of the inclined member is bent, the shock absorbing member after deformation bends the end portion of the cross member, and the cross member is deformed on a flat surface together with the inclined member. As a result, the maximum load peak due to the full-wrap frontal collision can be suppressed, and the amount of impact energy absorbed can be increased.

(2) In the vehicle body front structure according to the aspect (1) above, the shock absorbing member may be inclined inward in the vehicle width direction toward the front of the vehicle body.

According to the aspect (2), for example, when a load is input to the front end portion of the shock absorbing member due to a full-wrap frontal collision, the shock absorbing member generates a rotational moment that falls inward in the vehicle width direction. As a result, the bent portion of the inclined member can be deformed so as to protrude outward in the vehicle width direction, and the amount of impact energy absorption can be increased.

(3) In the vehicle body front structure according to the aspect (1) or (2), the shock absorbing member is the vehicle width direction of the front end portion of the inclined member (for example, the front end portion 31b of the inclined member of the embodiment). It may have an extension (eg, extension 62 of the embodiment) that is coupled on the outer outer surface of the.

According to the aspect (3), the shock absorbing member can be firmly connected to the front end portion of the inclined member by the extension portion of the shock absorbing member. Therefore, the rotational moment generated in the shock absorbing member can be increased, and the extension portion can be prevented from falling inward (deformation) in the vehicle width direction. As a result, when the load due to the full-wrap frontal collision is obliquely input to the shock absorbing member inclined inward in the vehicle width direction, the shock absorbing member can be axially crushed and the amount of energy absorbed can be increased.

(4) In the vehicle body front structure according to the aspect (3), the extension portion has a bent portion (for example, the bent portion 64 of the embodiment) protruding inward in the vehicle width direction, and the shock absorbing member is , The ridge line extending in the front-rear direction of the vehicle body with the bent portion as the center (for example, the ridge line 63 of the embodiment) may be provided.

According to the aspect (4), the bent portion can be reinforced by the ridge line by forming the ridge line at the bent portion. Therefore, it is possible to generate a lateral force in which the ridgeline faces inward in the vehicle width direction due to a full-wrap frontal collision. As a result, the cross member can be deformed by the generated lateral force to increase the amount of energy absorbed.

(5) In the vehicle body front structure according to any one of the above (1) to (4), the inclined member may have a plurality of the bent portions.

According to the aspect (5), the inclined member can be bent at a plurality of bent portions by the load input by the full-wrap frontal collision, and the amount of energy absorbed by the inclined member can be increased.

(6) In the vehicle body front structure according to any one of the above (1) to (5), the cross member has a cross member side bent portion (for example, the cross member side bent portion 54 of the embodiment). You may.

According to the aspect of (6), the cross member is provided with a fragile portion against an input load as a cross member side bent portion. Therefore, when the inclined member bends at the bent portion and the deformed shock absorbing member bends the outer end portion of the cross member, the cross member can be suitably bent from the bent portion on the cross member side, and the amount of energy absorbed. Can be increased.

(7) In the vehicle body front structure according to any one of the above (1) to (6), the inclined member is a reinforcing member provided in the axial direction (for example, the first stiffener 43 of the embodiment). The bent portion may be provided on the reinforcing member and may have a bead shape extending in the vertical direction so as to intersect the extending direction of the reinforcing member.

According to the aspect of (7), the rigidity of the bent portion can be suitably secured by providing the bent portion in the reinforcing member (stiffener). As a result, when the inclined member is bent at the bent portion by the input load, the energy absorption amount can be increased by the reinforcing member.

(8) In the vehicle body front structure according to any one of the above (1) to (7), the inclined member is a first reinforcing member (for example, the first reinforcing member of the embodiment) provided in the axial direction. The stiffener 43) and a second reinforcing member (for example, the second stiffener 44 of the embodiment) provided on the rear side of the vehicle body in the axial direction with respect to the first reinforcing member are provided, and the bent portion is provided. The first reinforcing member and the second reinforcing member may be separated from each other in the axial direction.

According to the aspect (8), the inclined member can be made lightweight by providing the inclined member with the first reinforcing member and the second reinforcing member separated from each other. Further, a portion where the first reinforcing member and the second reinforcing member are separated from each other can be fragilely formed with respect to the portion where the first reinforcing member and the second reinforcing member are provided. As a result, a portion where the first reinforcing member and the second reinforcing member are separated from each other can be easily set as a bent portion.

(9) In the vehicle body front structure according to any one of the above (1) to (8), the damper base is provided with an upper member (for example, the upper member 16 of the embodiment) extending downward in front of the vehicle body, and the inclination thereof. In the member, the axially rear portion of the bent portion may be sandwiched between the damper base and the upper member.

According to the aspect (9), the support rigidity of the rear portion can be increased by sandwiching the rear portion of the inclined member in the axial direction between the damper base and the upper member. As a result, when the inclined member is bent at the bent portion by the input load, the bent portion can be appropriately bent (deformed), and the amount of energy absorbed can be increased.

(10) In the vehicle body front structure according to the aspect (9), the damper base and the upper member are provided on both sides in the vehicle width direction, and one or both of the damper base and the upper member are connected. Two cross members (for example, the second cross member 36 of the embodiment) may be provided.

Here, when a load is input to the inclined member, a lateral force that pushes the upper member outward in the vehicle width direction acts on the inclined member. Therefore, according to the aspect (10), either one or both of the damper base and the upper member are connected by the second cross member. As a result, the lateral force input from the inclined member to the upper member can be countered by the second cross member, and the lateral force input to the upper member can be supported by the second cross.

(11) In the vehicle body front structure according to any one of the above (1) to (10), a front side frame extending in the vehicle body front-rear direction below the inclined member (for example, the front side frame 14 of the embodiment) and An outer member (for example, the gusset 24 of the embodiment) extending outward in the vehicle width direction from the front end portion of the front side frame (for example, the front end portion 14c of the front side frame of the embodiment) and the shock absorbing member extending from the outer member. A first connecting member (for example, the first connecting member 33 of the embodiment) may be provided.

According to the aspect (11), a load is input to the outer member of the front side frame by the narrow offset collision. Therefore, the load input to the outer member is transmitted from the outer member to the first connecting member, and is transmitted to the impact member via the first connecting member. The load input to the impact member generates a rotational moment in the impact absorbing member that causes the impact absorbing member to fall outward in the vehicle width direction. Therefore, the inclined member can be bent toward the rear of the vehicle body at the bent portion. As a result, the impact energy generated by the narrow offset collision can be absorbed.

(12) The vehicle body front structure according to (11) includes a second connecting member (for example, the second connecting member 34 of the embodiment) that connects the inclined member and the front side frame in the vertical direction. You may.

According to the aspect (12), when a load is input to the outer member of the front side frame due to the narrow offset collision, the front side frame can be deformed by the input load. By deforming the front side frame, the second connecting member moves to the rear of the vehicle body along with the deformation of the front side frame. By moving the second connecting member to the rear of the vehicle body, the inclined member can also be deformed. By deforming the inclined member by the second connecting member in this way, the impact energy generated by the narrow offset collision can be absorbed more satisfactorily.

According to the vehicle body side structure of the present invention, the amount of impact energy absorbed at the time of a collision can be increased by adding a member that absorbs impact energy.

It is a perspective view which shows the vehicle body front structure of the embodiment which concerns on this invention. It is a top view which shows the vehicle body front structure of embodiment. It is a perspective view which shows the main member of the 2nd skeleton member of embodiment. It is a perspective view which shows the attachment state of the inclined member and the 2nd cross member of the 2nd skeleton member of embodiment. It is an enlarged plan view of the V part of FIG. It is an enlarged perspective view of the VI part of FIG. It is a perspective view which removed the outer panel from the inclined member of an embodiment. It is an enlarged perspective view of VIII of FIG. It is a perspective view which shows the 2nd connecting member of embodiment. It is a perspective view which shows the 2nd cross member of embodiment. It is a top view explaining the example in which the load is input to the front shock absorbing part of embodiment by a full-wrap frontal collision. FIG. 1A is a plan view illustrating an example in which the front shock absorbing portion of the embodiment is deformed so as to overlap the end portion of the first cross member after collision deformation. (B) is a plan view illustrating an example of bending the inclined member of the embodiment. It is a graph explaining the example which absorbs the impact energy of a full-wrap frontal collision by the 2nd skeleton member of an embodiment. (A) is a plan view explaining an example in which a load is input to the gusset of the bumper beam extension of the embodiment by a narrow offset collision. (B) is a plan view explaining an example in which a load is input from the gusset of the embodiment to the first connecting member. (A) is a plan view explaining an example in which a load is input from the front side frame of the embodiment to the second connecting member. (B) is a perspective view illustrating an example in which the inclined member of the embodiment is deformed.

Hereinafter, embodiments of the present invention will be described with reference to the drawings. In the drawings of the embodiment, the arrow FR indicates the front of the vehicle 1, the arrow UP indicates the upper side of the vehicle 1, and the arrow LH indicates the left side of the vehicle 1.
FIG. 1 is a perspective view showing a vehicle body front structure 10 of a vehicle 1. FIG. 2 is a plan view showing the vehicle body front structure 10 of FIG.
As shown in FIGS. 1 and 2, the vehicle 1 is an electric vehicle such as a hybrid vehicle or an electric vehicle. The vehicle 1 is provided with a vehicle body front structure 10 that forms a motor room 2 and the like in the front portion of the vehicle body. The motor room 2 is partitioned from the vehicle interior 6 by the dashboard 4.

[Car body front structure]
The vehicle body front structure 10 has a substantially symmetrical configuration. Hereinafter, the same reference numerals will be given to the left and right constituent members, and detailed description of the right configuration will be omitted.
The vehicle body front structure 10 includes a first skeleton member 11 that constitutes the main skeleton of the vehicle body front structure 10, and a second skeleton member 12 that is connected to the first skeleton member 11.

<First skeletal member>
The first skeleton member 11 includes a front side frame 14, a damper base 15, an upper member 16, and a bumper beam extension 17 on both sides of the vehicle 1. Further, the first skeleton member 11 includes a front bumper beam 18.

The front side frames 14 are provided on both sides in the vehicle width direction at intervals. The front side frame 14 is a member that forms a skeleton at the front and lower portions on both sides of the vehicle body by extending in the front-rear direction of the vehicle body. The front side frame 14 has a first frame folded portion 14a, a second frame folded portion 14b, and a third frame folded portion (not shown). The first frame folded portion 14a, the second frame folded portion 14b, and the third frame folded portion are formed in order toward the rear of the vehicle body.

When a load is input to the front end portion 14c from the front of the vehicle body, the front side frame 14 bends the second frame bent portion 14b outward in the vehicle width direction. Next, the impact energy is absorbed by bending the first frame bent portion 14a and the third frame bent portion inward in the vehicle width direction.
The front side frame 14 is arranged below the inclined member 31, which will be described later. The base end portion of the front side frame 14 is connected to the side sill 21 via an outrigger 19. A front pillar 22 is erected at the front end of the side sill 21.

A damper base 15 is erected at the base end of the front side frame 14. The damper bases 15 are provided on both sides in the vehicle width direction at intervals. The damper base 15 has a concave shape on the outside of the motor room 2, and a damper (shock absorber) (not shown) is arranged inside the damper base 15. The upper end of the damper is supported on the top of the damper base 15. An upper member 16 is provided on the upper and outer portions of the damper base 15.

The upper members 16 are provided on both sides in the vehicle width direction at intervals, and extend from the front pillar 22 toward the front of the vehicle body via the upper and outer portions of the damper base 15. The upper member 16 extends downward in front of the vehicle body from a portion beyond the top of the damper base 15 to the outside of the front end portion 14c of the front side frame 14. An overhanging portion 14d projects from the front end portion 14c to the outside in the vehicle width direction. The front end portion 16a of the upper member 16 is connected to the overhanging portion 14d.
The upper member 16 is a member that forms a skeleton on the outside of the front side frame 14 in the vehicle width direction. The bumper beam extension 17 is connected to the front end portion 14c of the front side frame 14, the overhanging portion 14d, and the front end portion 16a of the upper member 16.

The bumper beam extensions 17 are provided on both sides in the vehicle width direction at intervals, and project forward from the front end portion 14c of the front side frame 14 and the front end portion 16a of the upper member 16. When a load is input to the front end portion 17a from the front of the vehicle body, the bumper beam extension 17 absorbs impact energy by crushing the load to the rear of the vehicle body.
The bumper beam extension 17 has a gusset (outer member) 24 that projects outward from the base end portion in the vehicle width direction. That is, the gusset 24 extends outward in the vehicle width direction from the front end portion 14c of the front side frame 14.
The front bumper beam 18 is bridged to the front end 17a of the bumper beam extensions 17 on both sides in the vehicle width direction. Further, the second skeleton member 12 is connected to the upper member 16, the damper base 15, the gusset 24, and the like.

<Second skeletal member>
FIG. 3 is a perspective view showing a main member of the second skeleton member 12.
As shown in FIGS. 2 and 3, the second skeleton member 12 includes an inclined member 31, a shock absorbing member 32, a first connecting member 33, and a second connecting member 34 (see also FIG. 1). Are provided on both sides of the vehicle 1. Further, the second skeleton member 12 includes a first cross member 35 and a second cross member 36.
Of the second skeleton member 12, the first cross member 35, the inclined members 31 on both sides, and the first connecting members 33 on both sides form a gate-shaped (inverted U-shaped) frame portion. A heat exchanger such as a capacitor (not shown) is supported in the frame portion.

FIG. 4 is a perspective view showing an attached state of the inclined member 31 and the second cross member 36 of the second skeleton member 12.
As shown in FIGS. 2 and 4, the inclined members 31 are provided so as to be inclined at intervals on both sides in the vehicle width direction. In the inclined member 31, the base end portion 31a (that is, the axially rear portion of the first folding portion 45 and the second folding portion 46, which will be described later) is sandwiched between the damper base 15 and the upper member 16 (boundary). .. The inclined member 31 extends from the damper base 15 so as to incline inward in the vehicle width direction toward the front of the vehicle body. The front end 31b of the inclined member 31 is connected to the first cross member 35 and the shock absorbing member 32.
In this way, by sandwiching the base end portion 31a of the inclined member 31 between the damper base 15 and the upper member 16, the support rigidity of the base end portion 31a is increased. Further, in the inclined member 31, the portion 31c near the base end portion 31a is connected to the damper base 15 by the bracket 38. Therefore, the support rigidity of the portion 31c near the base end portion 31a is increased.

FIG. 5 is an enlarged plan view of the V portion of FIG. FIG. 6 is an enlarged perspective view of the VI portion of FIG. FIG. 7 is a perspective view in which the outer panel 42 is removed from the inclined member 31.
As shown in FIGS. 5 to 7, the inclined members 31 include an inner panel 41, an outer panel 42, a first stiffener (first reinforcing member) 43, and a second stiffener (second reinforcing member) 44. And have.
The inner panel 41 is formed in a hat shape in cross section so as to bulge inward in the vehicle width direction, for example. The outer panel 42 is formed, for example, in a V-shaped cross section or a hat shape so as to bulge outward in the vehicle width direction. By connecting the upper side and the lower side of the outer panel 42 to the upper side and the lower side of the inner panel 41, the inclined member 31 is formed in a rectangular hollow closed cross section.
A first stiffener 43 is provided at the front end of the inner surface of the inner panel 41 in the axial direction. Further, on the inner surface of the inner panel 41, a second stiffener 44 is provided on the rear side of the vehicle body in the axial direction with respect to the first stiffener 43.

The inclined member 31 has a plurality of bent portions 45 and 46. As the plurality of folded portions 45, 46, for example, the first folded portion 45 and the second folded portion 46 will be described as an example, but the number of the folded portions may be arbitrarily selected.
The first bent portion 45 is formed in the central portion of the first stiffener 43 of the inner panel 41. The first bent portion 45 extends in the vertical direction so as to intersect the extending direction of the first stiffener 43, and is formed in a bead shape so as to bulge inside the inclined member 31. That is, the inner panel 41 is formed in a bead shape so that the surface is recessed. The first bent portion 45 is formed in a bead shape so that it is formed in a fragile portion as compared with other portions. In the embodiment, an example in which the first bent portion 45 is formed on the inner panel 41 will be described, but the first bent portion 45 may be formed on the outer panel 42.

The second bent portion 46 is a portion of the inner panel 41 where the first stiffener 43 and the second stiffener 44 are axially separated from each other. The second bent portion 46 is formed at a portion where the first stiffener 43 and the second stiffener 44 are axially separated from each other, so that the second bent portion 46 is formed as a fragile portion as compared with the other portions. The second bent portion 46 is not formed in a bead shape like the first folded portion 45. Therefore, the second folded portion 46 is formed to have higher rigidity than the first folded portion 45. In the embodiment, an example in which the second folded portion 46 is formed on the inner panel 41 will be described, but the second folded portion 46 may be formed on the outer panel 42.

In this way, the tilting member 31 can be made lighter by providing the tilting member 31 with the first stiffener 43 and the second stiffener 44 separated from each other. Further, the portion where the first stiffener 43 and the second stiffener 44 are separated from each other can be formed more fragilely than the portion where the first stiffener 43 and the second stiffener 44 are provided. Thereby, the portion where the first stiffener 43 and the second stiffener 44 are separated from each other can be easily set as the second bent portion 46.

The end portions 35a of the first cross member 35 are connected to the front end portions 31b of the inclined members 31 on both sides so as to extend in the vehicle width direction. The first cross member 35 includes a rear panel 48 and a front panel 49. The rear panel 48 is formed in a hat shape in cross section so as to bulge rearward of the vehicle body, for example. The rear panel 48 has, for example, two first beads 51 at the outer end. The first bead 51 extends in the vertical direction so as to intersect the extending direction of the rear panel 48. The first bead 51 is formed in a fragile portion as compared with other portions by being formed so as to bulge inside the first cross member 35. That is, the rear panel 48 is formed in a bead shape so that the surface is recessed.
The front panel 49 is formed with a second bead 52 extending in the vehicle width direction (axial direction) at a portion excluding the end portion. The second bead 52 is bulged forward of the vehicle body. The end of the front panel 49 is arranged at the front end 31b of the inclined member 31, and the projecting piece 35b is bent along the front end of the outer panel 42.

By connecting the upper side and the lower side of the front panel 49 to the upper side and the lower side of the rear panel 48, the first cross member 35 is formed in a rectangular hollow closed cross section. The first cross member 35 has a cross member side bent portion 54. The cross member side bent portion 54 is formed in a fragile portion as compared with other portions by the portion between the two first beads 51 and the two first beads 51. The number of the first beads 51 may be arbitrarily selected.

A shock absorbing member 32 is provided at the front end portion 31b of the inclined member 31. The shock absorbing member 32 includes a protruding inner panel 56, a protruding outer panel 57, and a tip cap portion 58.
The protruding inner panel 56 is formed in a U-shaped cross section, and the rear end portion is connected to the end portion of the front panel 49. The protruding inner panel 56 is projected from the outer end of the front panel 49 toward the front of the vehicle body so as to be inclined inward in the vehicle width direction with respect to the vehicle body front-rear direction.
The protruding outer panel 57 has a protruding portion 61, an extension portion 62, and a ridge line 63. The protruding portion 61 is formed in a U-shaped cross section, and the upper side and the lower side are connected to the upper side and the lower side of the protruding inner panel 56. Like the projecting inner panel 56, the projecting portion 61 projects from the outer end of the front panel 49 toward the front of the vehicle body so as to incline inward in the vehicle width direction with respect to the vehicle body front-rear direction. The projecting portion 61 and the projecting inner panel 56 form the front portion 32a of the shock absorbing member 32 in a rectangular hollow closed cross section.

Further, in the protruding outer panel 57, an extension portion 62 extends from the protruding portion 61 to the rear of the vehicle body. The extension portion 62 is connected (coupled) by the outer outer surface (that is, the outer surface of the outer panel 42) of the front end portion 31b of the inclined member 31 in the vehicle width direction. The extension portion 62 has a bent portion 64 that projects inward in the vehicle width direction. That is, the extension portion 62 is bent in a V shape at the bending portion 64 in a plan view. The protruding outer panel 57 is formed with a ridge line 63 extending in the front-rear direction of the vehicle body with the bent portion 64 as the center.

A tip cap portion 58 is provided at the front end portion of the front portion 32a of the shock absorbing member 32. That is, the front portion 32a of the shock absorbing member 32 is covered with the tip cap portion 58. Hereinafter, the front portion 32a and the tip cap portion 58 of the shock absorbing member 32 will be described as the “front shock absorbing portion 39”.
The front shock absorbing portion 39 is connected to the front end portion 31b of the inclined member 31 via the end portion of the front panel 49. That is, the front shock absorbing portion 39 is projected from the front end of the inclined member 31 toward the front of the vehicle body so as to be inclined inward in the vehicle width direction with respect to the vehicle body front-rear direction. As a result, when a load is input to the front end of the front shock absorbing portion 39 from, for example, from the front of the vehicle body due to a full-wrap frontal collision, the front shock absorbing portion 39 is in a state after collision deformation with the input load and the first cross. It is deformed so as to overlap the end portion 35a of the member 35 in the front-rear direction of the vehicle body.

In the embodiment, in order to deform the front shock absorbing portion 39 so as to overlap the end portion 35a of the first cross member 35 in the front-rear direction of the vehicle body in the state after the collision deformation, the front shock absorbing portion 39 is deformed from the inclined member 31. An example of projecting in an inclined manner will be described, but the present invention is not limited to this. As another example, the shape of the front shock absorbing portion 39 may be formed so as to gradually expand toward the front of the vehicle body.

FIG. 8 is an enlarged perspective view of VIII of FIG.
As shown in FIG. 8, the front end of the front shock absorbing portion 39 (that is, the tip cap portion 58 (see FIG. 6)) is connected to the gusset 24 of the bumper beam extension 17 via the first connecting member 33. In the first connecting member 33, the lower end portion 33a is connected to the upper portion of the gusset 24, and the upper end portion 33b is connected to the front end portion of the front shock absorbing portion 39. That is, the first connecting member 33 extends upward inward in the vehicle width direction from the upper portion of the gusset 24 to the front end portion of the front shock absorbing portion 39.

The first connecting member 33 includes a front connecting panel 66 and a rear connecting panel 67. The front connecting panel 66 is formed in a hat shape in cross section so as to bulge toward the front of the vehicle body, for example. The rear connecting panel 67 is formed, for example, in a hat shape or a flat cross section that slightly bulges toward the rear of the vehicle body. By connecting the inner and outer sides of the front connecting panel 66 and the inner and outer sides of the rear connecting panel 67, the first connecting member 33 is formed in a rectangular hollow closed cross section. Therefore, the rigidity of the first connecting member 33 is increased.
Here, for example, it is conceivable that a load is input to the gusset 24 of the bumper beam extension 17 by a narrow offset collision. When a load is input to the gusset 24, the input load can be transmitted to the front end portion of the front shock absorbing portion 39 via the first connecting member 33.

FIG. 9 is a perspective view showing a second connecting member 34 of the second skeleton member 12.
As shown in FIGS. 8 and 9, the inclined member 31 and the front side frame 14 are connected in the vertical direction by the second connecting member 34. The second connecting member 34 includes, for example, a connecting portion 71 formed in a triangular hollow closed cross section, and a pipe 72 penetrating inside the connecting portion 71. The connecting portion 71 is a member having high rigidity because it is formed in a triangular hollow closed cross section. In the connecting portion 71, the lower end portion 71a is connected to the upper part in the middle of the front side frame 14, and the upper end portion 71b is connected to the lower part in the middle of the inclined member 31.
The pipe 72 is a member having high rigidity because it is formed in a cylindrical hollow closed cross section. In the pipe 72, the lower end 72a is connected to the upper part in the middle of the front side frame 14, and the upper end 72b is connected to the lower part in the middle of the inclined member 31.
The upper part in the middle of the front side frame 14 indicates, for example, a portion of the first frame bent portion 14a on the front side of the vehicle body, but the present invention is not limited to this. The lower part in the middle of the inclined member 31 indicates, for example, a portion between the first bent portion 45 and the second bent portion 46, but is not limited to this.

Here, for example, a load is input to the gusset 24 of the bumper beam extension 17 by a narrow offset collision. The load input to the gusset 24 is transmitted to the front side frame 14. Therefore, the front side frame 14 is deformed by bending the second frame folded portion 14b and then bending the first frame folded portion 14a and the third frame folded portion (not shown).
As the front side frame 14 is deformed, the second connecting member 34 moves to the rear of the vehicle body. By moving the second connecting member 34 to the rear of the vehicle body, the load input from the front side frame to the second connecting member 34 is transmitted to the middle of the inclined member 31 via the second connecting member 34. As a result, the impact energy can be absorbed by deforming the middle of the inclined member 31 to the rear of the vehicle body.

FIG. 10 is a perspective view showing a second cross member 36 of the second skeleton member 12.
As shown in FIGS. 4 and 10, a second cross member 36 is bridged to the upper members 16 on both sides. The second cross member 36 includes an upper panel 74 and a lower panel 75. The upper panel 74 is formed in a hat shape in cross section so as to bulge upward, for example. The lower panel 75 is formed, for example, in the shape of a hat-shaped cross section that slightly bulges downward, or flat. By connecting the front side and the rear side of the upper panel 74 and the front side and the rear side of the lower panel 75, the second cross member 36 is formed in a rectangular hollow closed cross section.

The second cross member 36 is arranged above the damper base 15, and the end portion 36a is bent downward. The bent end portion 36a is inserted from the upper opening 77 of the upper member 16 into the inner 78 of the upper member 16 and connected to the upper opening 77. As a result, the upper members 16 on both sides are connected by the second cross member 36.
In the embodiment, an example in which the upper members 16 on both sides are connected by the second cross member 36 has been described, but the present invention is not limited to this. As another example, both the damper base 15 and the upper member 16 may be connected by the second cross member 36, the upper member 16 may be one of the second cross members 36, and the damper base 15 may be connected by the second cross member 36. It may be connected.
The reason why the upper members 16 on both sides are connected by the second cross member 36 will be described in detail later.

<Full wrap frontal collision>
Next, when a load is input to the vehicle body front structure 10 from the front of the vehicle body due to a full-wrap frontal collision, an example of absorbing the impact energy generated by the input load will be described with reference to FIGS. 2, 11 to 13.
FIG. 11 is a plan view illustrating an example in which a load is input to the front shock absorbing portion 39 by a full-wrap frontal collision. FIG. 12A is a plan view illustrating an example in which the front shock absorbing portion 39 is deformed so as to overlap the end portion 35a of the first cross member 35 after the collision deformation. FIG. 12B is a plan view illustrating an example of bending the inclined member 31.
FIG. 13 is a graph illustrating an example in which the second skeleton member absorbs the impact energy of a full-wrap frontal collision. In FIG. 13, the vertical axis represents the load F (kN) and the horizontal axis represents the amount of deformation (mm). Graph G is a graph for explaining the relationship between the amount of absorbed impact energy generated by a full-wrap frontal collision and the load F.

As shown in FIGS. 2 and 11, for example, the oncoming vehicle 100 collides with the front bumper beam 18 in full lap. A load is input to the front bumper beam 18 from the front of the vehicle body due to a full-wrap frontal collision. The load input to the front bumper beam 18 is input to the front ends of the bumper beam extensions 17 on both sides. The load input to the front end of the bumper beam extension 17 crushes the bumper beam extension 17 to the rear of the vehicle body. The bumper beam extension 17 is crushed to absorb impact energy.
When the bumper beam extension 17 is crushed, a load is input from the bumper beam extension 17 to the front end portion 14c of the front side frame 14.

Further, when the bumper beam extension 17 is crushed, the oncoming vehicle 100 comes into contact with the first connecting members 33 on both sides. Therefore, the load F1 input to the upper end portion 33b of the first connecting member 33 is input to the front end portion of the front shock absorbing portion 39 via the upper end portion 33b. The front shock absorbing portion 39 is inclined inward in the vehicle width direction with respect to the vehicle body front-rear direction toward the front of the vehicle body. Therefore, when the load F1 is input to the front end portion of the front shock absorbing portion 39, a rotational moment M1 that falls inward in the vehicle width direction is generated in the front shock absorbing portion 39.

Here, the shock absorbing member 32 is firmly connected to the front end portion 31b of the inclined member 31 by the extension portion 62 of the shock absorbing member 32. Therefore, the rotational moment M1 generated in the front shock absorbing portion 39 can be increased, and the extension portion 62 can be prevented from falling (deformed) inward in the vehicle width direction. As a result, when the load F1 due to the full-wrap frontal collision is obliquely input to the front shock absorbing portion 39 inclined inward in the vehicle width direction, the front shock absorbing portion 39 can be axially crushed to reduce the amount of energy absorbed. Can be increased.

Further, the shock absorbing member 32 is formed with a ridge line 63 extending in the front-rear direction of the vehicle body with the bent portion 64 as the center. That is, the bent portion 64 is reinforced by the ridge line 63. Therefore, it is possible to generate a lateral force F2 in which the ridge line 63 faces inward in the vehicle width direction due to the full-wrap frontal collision. As a result, the generated lateral force can deform the first cross member 35 to increase the amount of energy absorbed.

As shown in FIGS. 12A and 13, the front impact absorbing portion 39 is axially crushed or bent backward by the load F1 input to the front impact absorbing portion 39. As a result, as shown in the graph G of FIG. 13, the amount of shock energy absorbed by the front shock absorbing unit 39 can be increased.
When the front shock absorbing portion 39 is crushed or bent, the front shock absorbing portion 39 is deformed so as to overlap the end portion 35a of the first cross member 35 in the front-rear direction of the vehicle body in the state after the collision deformation. The load F3 is input from the front shock absorbing portion 39 after the collision deformation to the end portion 35a of the first cross member 35.
Here, the end portion 35a of the first cross member 35 is provided with a fragile portion as a cross member side bent portion 54.

As shown in FIGS. 12B and 13, the cross member side bent portion 54 can be suitably bent backward as shown by the arrow A by the load F3 input to the end portion 35a of the first cross member 35. .. The cross member side bent portion 54 is bent, and the first bent portion 45 of the inclined member 31 is bent outward in the vehicle width direction as shown by an arrow B.
Here, the first bent portion 45 is provided in the first stiffener 43 (see FIG. 7). Therefore, the first bent portion 45 can suitably secure a certain degree of rigidity. As a result, when the inclined member 31 is bent at the first bent portion 45 by the input load F3, the energy absorption amount can be increased by the first stiffener 43 (see FIG. 7).
By deforming the first cross member 35 together with the inclined member 31 on the flat surface in this way, as shown in the graph G of FIG. 13, the impact energy can be absorbed and the amount of the impact energy absorbed can be increased.

Further, after the first cross member 35 is deformed on a flat surface together with the inclined member 31, the inclined member 31 is bent at the second bent portion 46 as shown by an arrow C by the load F4 input to the first cross member 35. As a result, as shown in the graph G of FIG. 13, the impact energy can be absorbed and the amount of the impact energy absorbed can be increased.

Further, by sandwiching the base end portion 31a of the inclined member 31 between the damper base 15 and the upper member 16 (see FIG. 4), the support rigidity of the base end portion 31a is increased. As a result, when the first folded portion 45 is bent by the input load F3 and the second folded portion 46 is bent by the input load F4, the first folded portion 45 and the second folded portion 46 can be suitably bent. The amount of energy absorbed can be increased.

Here, the reason why the upper members 16 on both sides are connected by the second cross member 36 (see FIG. 10) will be described.
That is, the inclined member 31 is arranged so as to gradually expand toward the rear of the vehicle body (see FIG. 2). Therefore, when the load F3 and the load F4 are input to the inclined member 31, a lateral force that pushes the upper member 16 outward in the vehicle width direction acts on the inclined member 31. Therefore, the upper member 16 is connected by the second cross member 36. Therefore, the lateral force acting on the upper member 16 from the inclined member 31 can be supported by the second cross member 36.
As a result, when the inclined member 31 is bent at the first folded portion 45 and the second folded portion 46 by the input loads F3 and F4, the first folded portion 45 and the second folded portion 46 can be suitably bent, and the energy can be obtained. The amount of absorption can be increased.

As described with reference to FIGS. 11 to 13, according to the vehicle body front structure 10, the front shock absorbing portion 39 and the first cross member 35 can be deformed by the load input by the full-wrap frontal collision. Further, the inclined member 31 can be bent at a plurality of bent portions of the first bent portion 45 and the second bent portion 46. Therefore, when a load is input to the vehicle body front structure 10 from the front of the vehicle body due to a full-wrap frontal collision, the amount of impact energy absorbed by the input load can be increased by the second skeleton member 12. As a result, as shown in FIG. 13, the maximum load peak due to the full-wrap frontal collision can be suppressed, and the amount of shock energy absorbed can be increased.

<Narrow offset collision>
Next, when a load is input to the vehicle body front structure 10 from the front of the vehicle body due to a narrow offset collision, an example of absorbing the impact energy generated by the input load will be described with reference to FIGS. 14 and 15.
FIG. 14A is a plan view illustrating an example in which a load is input to the gusset 24 of the bumper beam extension 17 by a narrow offset collision. FIG. 14B is a plan view illustrating an example in which a load is input from the gusset 24 to the first connecting member 33. FIG. 15A is a plan view illustrating an example in which a load is input from the front side frame 14 to the second connecting member 34. FIG. 15B is a perspective view illustrating an example in which the inclined member 31 is deformed.

As shown in FIG. 14A, for example, when the oncoming vehicle 102 moves as shown by the arrow D, the oncoming vehicle 102 collides with the gusset 24 of the bumper beam extension 17 in a narrow offset.

As shown in FIG. 14B, the load F5 is input to the gusset 24 of the bumper beam extension 17 due to the narrow offset collision. Therefore, the load F5 input to the gusset 24 is transmitted from the gusset 24 to the first connecting member 33. The load F5 transmitted to the first connecting member 33 is transmitted to the front shock absorbing portion 39 of the shock absorbing member 32 via the first connecting member 33.
Further, when the load F5 is input to the gusset 24, the second frame bent portion 14b of the front side frame 14 is bent outward in the vehicle width direction by the input load F5. Next, the first frame bent portion 14a and the third frame bent portion (not shown) are bent inward in the vehicle width direction.

As shown in FIG. 15A, the lower end portion 33a of the first connecting member 33 is moved to the rear of the vehicle body by the load F5 input to the gusset 24. Therefore, a rotational moment M2 that falls outward in the vehicle width direction is generated in the front shock absorbing portion 39. As a result, the inclined member 31 is bent toward the rear of the vehicle body at the first bent portion 45 and the second bent portion 46.

Further, by bending the second frame bent portion 14b, the first frame bent portion 14a, and the third frame bent portion (not shown) of the front side frame 14, the front side frame 14 is deformed toward the rear of the vehicle body. By deforming the front side frame 14, the second connecting member 34 moves to the rear of the vehicle body as shown by the arrow E along with the deformation of the front side frame 14. Therefore, the second connecting member 34 generates a force to move the inclined member 31 toward the rear of the vehicle body (in the direction of arrow E) at the portion 31d in the middle. As a result, the inclined member 31 can be satisfactorily bent toward the rear of the vehicle body at the first bent portion 45 and the second bent portion 46.

As shown in FIG. 15B, the front side frame 14 can be deformed and the inclined member 31 can be deformed. As a result, the amount of impact energy absorbed by the narrow offset collision can be increased.

(Other variants)
Although preferable examples of the present invention have been described above, the present invention is not limited to these examples. Configurations can be added, omitted, replaced, and other modifications without departing from the spirit of the present invention. The present invention is not limited by the above description, but only by the appended claims.

In addition, it is possible to replace the constituent elements in the above-described embodiment with well-known constituent elements as appropriate without departing from the spirit of the present invention, and the above-mentioned modified examples may be appropriately combined.

1 Vehicle 10 Body front structure 14 Front side frame 14c Front end of front side frame 15 Damper base 16 Upper member 24 Gusset (outer member)
31 Tilt member 31b Front end of tilt member 32 Shock absorbing member 33 First connecting member 34 Second connecting member 35 First cross member (cross member)
35a End of first cross member 36 Second cross member 43 First stiffener (first reinforcing member)
44 Second stiffener (second reinforcing member)
45 1st fold (fold)
46 Second fold (fold)
54 Cross member side bent part 62 Extension part 63 Ridge line 64 Bent part

Claims (12)

An inclined member that extends forward from the damper base provided at intervals in the vehicle width direction and has a bent part,
A cross member extending in the vehicle width direction so as to connect the front end portions of the inclined member,
A vehicle body front structure including a shock absorbing member projecting from the front end of the inclined member to the front of the vehicle body so as to overlap the end of the cross member in the front-rear direction of the vehicle body in a state after collision deformation. The vehicle body front structure according to claim 1, wherein the shock absorbing member is inclined inward in the vehicle width direction toward the front of the vehicle body. The vehicle body front structure according to claim 1 or 2, wherein the shock absorbing member has an extension portion of the front end portion of the inclined member that is connected on the outer outer surface in the vehicle width direction. The extension is
It has a bent part that protrudes inward in the vehicle width direction,
The shock absorbing member is
The vehicle body front structure according to claim 3, further comprising a ridge line extending in the front-rear direction of the vehicle body with the bent portion at the center. The vehicle body front structure according to any one of claims 1 to 4, wherein the inclined member has a plurality of the bent portions. The vehicle body front structure according to any one of claims 1 to 5, wherein the cross member has a bent portion on the cross member side. The inclined member includes a reinforcing member provided in the axial direction, and the inclined member includes a reinforcing member.
The one according to any one of claims 1 to 6, wherein the bent portion is provided on the reinforcing member and has a bead shape extending in the vertical direction so as to intersect the extending direction of the reinforcing member. Body front structure. The inclined member
The first reinforcing member provided in the axial direction and
A second reinforcing member provided on the rear side of the vehicle body in the axial direction with respect to the first reinforcing member is provided.
The vehicle body front structure according to any one of claims 1 to 7, wherein the bent portion is a portion where the first reinforcing member and the second reinforcing member are separated in the axial direction. It is provided on the damper base and has an upper member that extends downward in front of the vehicle body.
The vehicle body front structure according to any one of claims 1 to 8, wherein the inclined member has an axially rear portion of the bent portion sandwiched between the damper base and the upper member. The damper base and the upper member are provided on both sides in the vehicle width direction.
The vehicle body front structure according to claim 9, further comprising a second cross member that connects one or both of the damper base and the upper member. A front side frame extending in the front-rear direction of the vehicle body below the inclined member,
An outer member extending outward in the vehicle width direction from the front end of the front side frame,
The vehicle body front structure according to any one of claims 1 to 10, further comprising a first connecting member extending from the outer member to the shock absorbing member. The vehicle body front structure according to claim 11, further comprising a second connecting member that connects the inclined member and the front side frame in the vertical direction.

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