JP2021091248A - Collision mode control structure of vehicle - Google Patents

Abstract

To provide a vehicle structure characterized in that buckling of an upper member occurring at the time of front collision is readily controlled with a simple configuration even when a fender bracket is attached to the upper member.SOLUTION: In a vehicle structure, a fender panel attachment bracket is disposed on an upper member located on each of both sides in an engine room and extended in a vehicular fore-and-aft direction, and a rigidity break point at which the upper member is buckled in a specific direction at the time of front collision is set at the middle in the fore-and-aft direction of the upper member. The bracket is not joined to the upper member at the rigidity break point but is joined to the upper member in front and rear of the rigidity break point. Thus, the upper member is not hindered from buckling at the time of collision but is buckled in a desired direction in order to exert an impact absorptive power.SELECTED DRAWING: Figure 3

Description

The present invention relates to a collision mode control structure in a front portion of a vehicle body of a vehicle.

In Patent Document 1, as a front body frame structure, left and right side members extending in the front-rear direction of the vehicle, upper members arranged above the left and right side members extending in the front-rear direction of the vehicle, and upper members and side members are vertically oriented. It has a reinforcing member connected to the upper member, and a configuration in which a bracket for attaching a left and right fender panel and a hood opening / closing hinge portion arranged between the left and right fender panels is arranged is disclosed.

Japanese Unexamined Patent Publication No. 2009-101847

As described above, Patent Document 1 discloses the structure of brackets for mounting various fenders and hood hinges set on the upper member, and usually, the upper member is controlled on the upper member at the time of front collision of the vehicle. A rigid break point is set for buckling. However, depending on the shape of the upper member, it may be difficult to buckle at the target position, and if there is a fender bracket on the upper member, the rigidity will increase more than necessary, making it difficult to control buckling. There was also.

In order to solve these problems, when mounting the fender mounting bracket or the hood hinge mounting bracket to the upper member, increase the plate thickness at the place where you want to suppress deformation at the time of collision of the upper member, and conversely at the place where you want to deform by the upper member. It is conceivable to change the shape and structure of the upper member, such as by reducing the plate thickness, but in this case, the number of parts such as the fender mounting bracket and the hood hinge mounting bracket will increase, and at the location where it will be deformed. There was a problem that the rigidity of the mounting partner part was insufficient.

In view of the above, the present invention provides a vehicle collision mode control structure in which it is easy to control buckling at the time of a front collision by setting a rigid break point of the upper member with a simple configuration using a fender bracket mounted on the upper member. The purpose.

In order to achieve the above object, a preferred embodiment of the present invention is to set a fender panel mounting bracket on an upper member located on both sides in the engine room and extending in the front-rear direction of the vehicle, and the upper member is in the middle of the front-rear direction. In a vehicle structure in which a rigid break point for buckling the upper member in a specific direction at the time of a front collision is set in the portion, the bracket is not joined to the upper member at the rigid break point portion, and the rigid break point portion is formed. In the front and rear, the bracket is joined to the upper member.

As described above, since the structure is adopted in which the bracket for mounting the fender is not joined at the rigid point portion of the upper member and the bracket is joined to the upper member before and after the rigid point portion, the rigidity of the rigid point portion is increased. It becomes easier to control the buckling when the vehicle hits the front. In particular, it is possible to form a desired rigidity break point simply by controlling the conventional joint point between the upper member and the bracket, and conversely, a patch is added to ensure rigidity where rigidity is required. It is possible to provide a buckling control structure that is beneficial in terms of cost, weight, and productivity without the need to set a new bead.

It is a front perspective view of the front part of the vehicle body of the vehicle which is an embodiment of this invention. It is a side view which shows the outline of the frame structure of the front part of a vehicle body. It is a side view of the right upper member joined to the front pillar as seen from the outside. FIG. 3 is a cross-sectional view taken along the line AA of FIG. The right frame member constituting the side wall of the engine room is shown. FIG. (A) is a perspective view of the fender panel mounting bracket attached to the upper member from above, and FIG. (B) is for fender panel mounting. It is a perspective view which only the bracket was seen from above. It is an exploded perspective view of the bracket for mounting a fender panel.

Hereinafter, embodiments of the present invention will be described with reference to the drawings. As shown in FIG. 1, the vehicle collision mode control structure of the present embodiment is applied to the vehicle body front portion 1 of a compact car. In the vehicle body front portion 1, the space between the left and right front fender panels 3 and 3 that cover the frame members constituting the side wall of the engine room 2 from the left and right sides and the left and right front fender panels 3 and 3 is defined as the engine room 2. A hood 4 that covers the upper part thereof and a front bumper 5 that is arranged on the front side of the engine room 2 are provided.

As shown in FIG. 2, a rectangular frame-shaped radiator support 6 is arranged behind the front bumper 5, and columnar side members as frame members constituting the side wall of the vehicle body are arranged behind the radiator support 6 on the left and right sides. 7 and 7 are arranged in the front-rear direction. The left and right side members 7 and 7 have a front member 7a extending linearly in the front-rear direction and having a front end connected to the radiator support 6, a kick portion 7b extending diagonally downward from the rear end of the front member 7a, and the kick portion. It has a rear member 7c extending substantially linearly rearward from the lower end of the 7b.

Above the left and right side members 7 and 7, upper members 9 joined to the vertical front pillars 8 forming the side wall of the front portion of the vehicle body are arranged substantially parallel to the side members 7 and 7. Then, the front end of the upper member 9 and the side members 7 and 7 are connected by a moment canceller 10 arranged in a substantially vertical direction.

The front suspension tower 11 is arranged behind the moment canceller 10. Including the suspension tower 11, the left and right side members 7 and 7, the upper member 9 and the moment canceller 10 form a side wall of the engine room 2. The engine room 2 and the passenger compartment (not shown) are partitioned by a dash panel (not shown), and the members 7, 9, 10, 11 and the front radiator support 6 constituting the dash panel and the side wall are used. The enclosed space is referred to as the engine room 2. A cowl member 12 (see FIG. 5A) that bridges between the left and right upper members 9 is arranged on the upper part of the dash panel.

In such a vehicle body front structure, the impact force at the time of front collision is input from the front bumper 5 to the radiator support 6, and then transmitted to the front members 7a of the side members 7 and 7. A part of the impact force input to the front member 7a is transmitted to the kick portion 7b and the rear member 7c and absorbed, while the rest of the impact force is transmitted from the moment canceller 10 to the upper member 9, and further from the front pillar 8 to the roof side member. It is configured to be transmitted to and absorbed by 18.

As shown in FIG. 4, the upper member 9 has a rectangular closed cross-section structure in which a plate-shaped inner member 13 and an outer member 14 having a hat-shaped cross section arranged outside the inner member 13 in the vehicle width direction are joined. Consists of. The plate-shaped inner member 13 extends upward from the outer member 14, and the inner joint piece 21e of the fender panel mounting bracket 20, which will be described later, is joined to the extended portion.

The outer member 14 includes an upper wall portion 14a extending in the front-rear direction, an outer wall portion 14b extending downward from the outer edge of the upper wall portion 14a, and a lower wall portion 14c extending inward from the lower edge of the outer wall portion 14b. It has a joint portion 14d extending upward from the inner edge side of the upper wall portion 14a and a joint portion 14e extending downward from the inner edge side of the lower wall portion 14c, and these joint portions 14d and 14e form a plate-shaped inner member 13. It is joined.

In order to absorb the impact of the front collision of the vehicle, the outer member 14 of the upper member 9 is set with a rigidity breaking point 17 for buckling in a desired direction at the center of the outer wall portion 14b in the front-rear direction. For example, as shown in FIG. 3, a bead 15 projecting outward in a groove shape is formed long in the front-rear direction on the rear portion of the outer member 14, to impart rigidity. Further, a pair of front and rear protrusions 16 and 16 projecting outward are formed on the front portion of the outer wall portion 14b to ensure rigidity. The desired stiffness break point 17 is set between the bead 15 and the protrusion 16.

However, the outer wall portion 14b of the outer member 14 has a flat portion between the bead 15 and the protrusion 16 at the central portion in the front-rear direction, and the fender mounting bracket 20 exists above the flat portion. Therefore, the presence of the bracket 20 increases the rigidity, and there is a possibility that the buckling cannot be reliably performed at the desired rigidity breaking point 17.

Therefore, in the present embodiment, the fender panel mounting bracket 20 set on the upper member 9 is provided with a portion that is not joined to the upper member 9 in the region of the rigidity breaking point 17 of the upper member 9, and the front and rear portions thereof are joined to the upper member 9. The configuration is adopted. As a result, the upper member 9 is set to buckle at the desired rigidity break point 17 while ensuring the desired rigidity of the fender mounting bracket 20. Here, joining is a concept that includes not only spot welding and arc welding, but also bolt fastening and the like.

As shown in FIGS. 5 and 6, the fender panel mounting bracket 20 is joined to the base bracket 21 set above the upper wall portion 14a of the upper member 9 and the front portion of the base bracket 21 by spot welding or the like. It is provided with a fender bracket 22 which is a separate member. Further, in the present embodiment, the hinge bracket 23 is fastened to the rear portion of the base bracket 21 with the bolt 29. The hinge bracket 23 has a structure in which a rear support arm 24 extending rearward to support the rear portion of the fender panel 3 is integrally provided, and the hinge bracket 23 has a fender mounting function.

As shown in FIG. 6, the hinge bracket 23 is set so as to be bent in a crank shape when viewed from the front of the vehicle to ensure rigidity, and one end of a semicircular hinge arm 25 is interposed at the upper end thereof via a support shaft 26. It is rotatably supported. A mounting portion 25a for mounting the rear end portion of the hood 4 is provided at the other end of the hinge arm 25.

As shown in FIG. 5A, the fender panel 3 is formed by bending the upper end portion 3b of the outer wall 3a inward and bending downward from the upper end portion to form an L-shaped pair of front and rear mounting portions in a front view. 3c and 3d are formed, and the mounting portions 3c and 3d are joined to the mounting portion 22a of the fender bracket 22 and the upper end mounting portion 24a of the rear support arm 24 by bolt fastening or the like (not shown).

As shown in FIGS. 4 to 6, the base bracket 21 is composed of a plate-shaped member 21a that is long in the front-rear direction, and joint pieces 21c and 21d are bent and formed on both left and right sides at the rear portion. Of these joining pieces 21c and 21d, the outer joining piece 21c is extended downward and joined to the outer wall portion 14b of the upper member 9. Further, the inner joint piece 21d is joined to the outer surface side of the joint portion 14d on the upper wall portion 14a side of the outer member 14 of the upper member 9. In the latter half of the joint piece 21d on the rear side, a concave step 21f is formed in the bent portion in the front-rear direction so as to secure the rigidity for attaching the hinge bracket 23.

Further, in the base bracket 21, joint pieces 21b and 21e are formed by bending on both left and right sides of the front portion of the plate-shaped member 21a. Of these joint pieces 21b and 21e, the outer joint piece 21b has a joint portion for joining the fender bracket 22 and is joined to the outer wall portion 14b of the upper member 9. Further, as shown in FIG. 5, the inner joining piece 21e is joined to the extension portion of the inner member 13 of the upper member 9.

In the front-rear intermediate portion of the pair of front-rear joint pieces 21b, 21c, 21d, 21e, the plate-shaped member 21a of the base bracket 21 is bent in a triangular shape above the vehicle in a side view of the vehicle to form a bent portion 28. The bent portion 28 is floated from the upper wall surface 14a of the upper member 9 to form a rigid break point (see FIG. 3). The buckling strength is controlled by setting a hole 28a for setting the mounting position of the fender panel mounting bracket in the bent portion 28. The bent portion 28 is not joined to the upper member 9, and the base bracket 21 is joined to the upper member 9 by spot welding S or the like with the joining pieces 21b, 21c, 21d, 21e arranged before and after the bent portion 28.

In order to secure the required rigidity of the base bracket 21, the left and right ends of the base bracket 21 are bent to form a flange 27 (see FIG. 6), and the bent portion 28 is similarly formed with a flange. However, the flange may not be required according to the desired buckling strength setting.

In the above configuration, the load input to the upper member 9 at the time of the front collision of the vehicle is transmitted to the upper member 9, and the load from the front thereof is also transmitted to the fender panel mounting bracket 20 arranged above the upper member 9. It also affects the bent portion 28 in the middle portion in the front-rear direction, and the bent portion 28 easily buckles backward of the vehicle and can easily absorb the impact at the time of a front collision. In FIG. 3, the impact control portion is indicated by reference numeral G. Further, since the bent portion 28 is not joined to the upper member 9, buckling of the upper member 9 in an arbitrary direction is not hindered.

In this way, by floating the fender panel mounting bracket 20 on the upper surface of the upper member 9 and setting the bent shape (bent portion 28) for collision mode control, the deformation mode is controlled before and after the bent shape at the time of collision. Further, since the bracket 20 is joined on both the front and rear sides of the bent shape, it is possible to secure the rigidity required for supporting the hood hinge 23 and the fender panel 3 in a normal state.

It should be noted that the present invention is not limited to the above-described embodiment, and it goes without saying that many modifications and changes can be made within the scope of the present invention. For example, in the above embodiment, the triangular bent portion is formed in the side view of the vehicle, but the present invention is not limited to this, and other chevron shapes may be used. Further, without forming a bent portion, as a portion where the bracket is likely to buckle, a portion which is not joined to the upper member may be provided in the intermediate portion in the front-rear direction of the bracket, and this portion may be used as a rigidity break point.

1 Body front 2 Engine room 3 Fender panel 4 Hood 5 Front bumper 6 Radiator support 7 Side member 7a Front member 7b Kick part 7c Rear member 8 Front pillar 9 Upper member 10 Moment canceller 11 Front suspension tower 12 Cowl member 13 Inner member 14 Outer member 14a Upper wall part 14b Outer side wall part 14c Lower wall part 14d, 14e Joint part 15 Bead 16 Protrusion 17 Rigidity break point 18 Roof side member 20 Fender panel mounting bracket 21 Base bracket 21a Plate-shaped member 21b, 21c, 21d, 21e Joining One piece 21f Step 22 Fender bracket 23 Hinge bracket 24 Rear support arm 25 Hinge arm 26 Support shaft 28 Bending part 29 Bolt

Claims (1)

Fender panel mounting brackets are set on the upper members that are located on both sides of the engine room and extend in the front-rear direction of the vehicle. In a vehicle structure in which a rigid break point is set, the bracket is not joined to the upper member at the rigid break point portion, and the bracket is joined to the upper member before and after the rigid break point portion. Collision mode control structure.

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