JP4103758B2 - Body front structure - Google Patents

Description

  The present invention relates to a vehicle body front structure.

In the vehicle body front structure, the front end of the front side member, which is a longitudinal skeleton member, and the first cross member, which is a vehicle width direction skeleton member, are disposed via a crash box arranged on the axis of the front side member. In the event of a frontal collision of the vehicle, the crash box is crushed and deformed to absorb the initial energy and stabilize the axial buckling deformation (axial collapse) of the front side member. There are some (see, for example, Patent Document 1).
JP 2002-356179 A (page 3, FIG. 4)

  In order to suppress the deformation of the cabin at the time of a frontal collision of the vehicle, it is effective to absorb energy by axial crushing of the longitudinal frame member as described above, but a load is applied in the axial direction of the longitudinal frame member at the time of the frontal collision. It tends to concentrate.

  On the other hand, at the time of a frontal collision of the vehicle, it is desired that both the degree of damage of the host vehicle and the opponent vehicle can be suppressed to be small.For example, in the case of a frontal collision of a vehicle whose front end shape does not match, such as a large vehicle and a small vehicle, As described above, there is a possibility that the interaction is insufficient due to the fact that the axial load is concentrated on the longitudinal frame member.

  Accordingly, the present invention provides a vehicle body front structure that can more efficiently avoid load concentration in the axial direction of a longitudinal frame member during a frontal collision of a vehicle.

In the vehicle body front structure according to the present invention, a pair of front and rear skeleton members extend in the vehicle front and rear direction on both sides in the vehicle width direction of the front of the vehicle body, and the front ends of the pair of front and rear skeleton members Vehicle width direction skeleton members extending in the vehicle width direction across the
While the front end of the front-rear direction skeleton member is coupled to the rear surface of the vehicle width direction skeleton member, the front-rear direction skeleton member has a curvature change point set at the vehicle rearward position at the front end portion than the coupling portion with the vehicle width direction skeleton member. A curved portion having a curved front portion, and a wedge-shaped open space is formed between the rear surface of the vehicle width direction skeleton member and the wall surface of the curved portion facing the rear surface,
The curved portion is arranged in proximity, and is composed of two outer members, provided with deformation mode changing means for changing the respective deformation modes with respect to the input of the collision load ,
The deformation mode changing means is configured such that one of the two outer members of the curved portion is movably connected to the vehicle width direction skeleton member, and the other is rigidly coupled to the vehicle width direction skeleton member, The most important feature is that they are connected so as to be capable of relative displacement .

  According to the present invention, there is a wedge-shaped open space between the rear surface of the vehicle width direction skeleton member and the wall surface facing the rear surface of the curved portion of the front / rear direction skeleton member. With the backward movement of the skeleton member in the vehicle width direction, the bending deformation proceeds while the opposite back surface of the curved portion comes into contact with the back surface with respect to the back surface, and the collision contact area at the portion opposite to the center of curvature of the curved portion It is possible to prevent the load from being dispersed in the increasing direction of the contact area and the load from being concentrated in the axial direction of the front-rear frame member.

At this time, since the bending portion is provided with the deformation mode changing means for changing the deformation modes of the inner and outer two members, when the bending portion is deformed by the input of the collision load, the inner and outer portions are changed depending on the different deformation modes. The two members are in strong contact with each other and a resistance force is generated, and the reaction force can be improved by suppressing the deformation of the bending portion. As a result, the bending portion gradually falls down due to the high reaction force, and the vehicle width direction skeleton member Therefore, there is an advantage that the impact energy absorption effect can be further enhanced.
Further, the deformation mode changing means is configured such that one of the two outer members of the curved portion is movably connected to the vehicle width direction skeleton member, and the other is rigidly coupled to the vehicle width direction skeleton member, Are connected so as to be relatively displaceable, so that the input timing of the collision load to these two members can be shifted at the time of collision deformation, and the phase and wavelength of the deformation mode waveform can be easily and reliably shifted. .

  Hereinafter, an embodiment of the present invention will be described in detail with reference to the drawings.

  1 to 10 show a first embodiment of a vehicle body front structure according to the present invention, FIG. 1 is a perspective view showing a vehicle body skeleton structure of an automobile, and FIG. 2 is a perspective view showing a main part of a vehicle body skeleton structure. 3 is a perspective view showing the front-rear direction frame member and the vehicle width direction frame member in FIG. 2, FIG. 4 is a plan view showing the main part of FIG. 3, and FIG. 5 is a view of the curved portion of the front-rear direction frame member from the rear. 6 is a cross-sectional view taken along the line AA in FIG. 5, FIG. 7 is an exploded perspective view showing a connecting portion between the front-rear direction frame member and the vehicle width direction frame member, and FIG. FIG. 9 is a cross-sectional view taken along a line corresponding to line CC in FIG. 7, and FIG. 10 is an explanatory view showing the operation of the first embodiment of the present invention.

  As shown in FIG. 1, the vehicle body front structure of the present embodiment is a front skeleton member that extends in the vehicle longitudinal direction at the lower end of the hood ridge panel 1 that constitutes the left and right side walls of the front compartments F and C. Side members 2 are joined and arranged.

  The front side member 2 is a main energy absorbing member at the time of a frontal collision of the vehicle, and is formed in a closed cross section. A rear end portion of the front side member 2 extends from the dash panel 13 to the lower side of the floor panel 6 and is rearward as an extension side member. It is extended to.

  A hood ridge member 3 having a closed cross-sectional structure as a longitudinal skeleton member that extends in the longitudinal direction of the vehicle body is joined and disposed at the upper end of the hood ridge panel 1.

  A center cross member 4 and an upper cross member 5 as a skeleton member in the vehicle width direction having a closed cross-sectional structure straddling between the front end portions of the pair of left and right front side members 2 and between the front end portions of the pair of left and right hood ridge members 3. Are arranged together.

  The cabin skeleton is arranged in the vertical direction across the side sill 7 disposed on the left and right sides of the floor panel 6, the roof side rail 9 disposed on the left and right sides of the roof panel 8, and the side sill 7 and the roof side rail 9. The front pillar 10, the center pillar 11, and the rear pillar 12 that are provided, and the cowl box 14 that is disposed at the upper end of the dash panel 13 so as to straddle the left and right front pillars 10 are configured.

  The front side member 2 is connected to the front end portion of the side sill 7 via an outrigger 15 at a portion where it is connected to the extension side member.

  Further, in the present embodiment, the hood ridge member 3 is coupled to the cowl box 14 and the front pillar 10 through the strut tower 1a by connecting the rear end portion thereof to the strut tower 1a which is a skeleton portion of the hood ridge panel 1. It is.

  A subframe 16 for mounting and supporting a power unit and the like is disposed at the bottom of the front compartments F and C.

  The sub-frame 16 includes left and right side frames 17 as front and rear direction skeleton members, and a lower cross member 18 as a vehicle width direction skeleton member joined across the front end portions of the left and right side frames 17. The rear end portions of the left and right side frames 17 are connected by a rear frame 19 so as to form a planar girder.

  The sub-frame 16 has a closed cross-sectional structure for each of the frames 17 and 19 and the lower cross member 18, and connects the middle portion in the front-rear direction of the side frame 17 to the lower surface of the front side member 2 via a mount member. The rear end of the side frame 17 is coupled to the lower surface of the outrigger 15 via a mount member.

  The center cross member 4, the upper cross member 5, and the lower cross member 18 as the vehicle width direction skeleton members are arranged with their front end positions aligned vertically as shown in FIG. The stay members 20 are connected and connected.

  For convenience, the front-rear direction skeleton members 2, 3, and 17 are shown in FIG. 3 to FIG. 10 as an example of a connecting portion of the front side member 2 and the center cross member 4, and the front end portion of the front side member 2 is illustrated in FIG. 3, the center cross member 4 is coupled to the back surface of the center cross member 4, and the structure thereof is a joint portion between the hood ridge member 3 and the upper cross member 5, and a joint portion between the side frame 17 and the lower cross member 18. However, the reference numerals of the members corresponding to the hood ridge member 3 and the side frame 17 are displayed with parentheses after the reference numerals of the members corresponding to the front side member 2. The front side member 2, the hood ridge member 3, and the side frame 17 are collectively described as a longitudinal frame member. Tar cross member 4, upper cross member 5, summarizes the lower cross member 18 will be described as a vehicle transverse direction frame member.

  The front and rear direction skeleton members 2, 3, and 17 have front portions from the curvature change point K set at the vehicle body rearward position relative to the front end portions of the vehicle width direction skeleton members 4, 5, and 18 in FIG. As shown in the figure, curved portions 2A, 3A, and 17A that are curved at a desired curvature with P as the center of curvature are provided, and are opposed to the rear surfaces 4a, 5a, and 18a of the vehicle width direction skeleton members 4, 5, and 18, respectively. A wedge-shaped open space S (shown by hatched portions in FIGS. 2 to 4) is formed between the curved portions 2A, 3A, and 17A.

  The curved portions 2A, 3A, and 17A are all curved from the curvature change point K toward the inner side in the vehicle width direction, and the curved portions 2A, 3A, and 17A are formed on the front side member 2. The hood ridge member 3 is formed as a rectangular section that is continuous with the general portions 2B, 3B, and 17B of the side frame 17.

  As shown in FIG. 7, the curved portions 2A, 3A, and 17A are formed separately from the general portions 2B, 3B, and 17B with the curvature change point K as a boundary, and are coupled to the front end portion of the general portion 2B. I have to.

  As shown in FIGS. 3 and 4, the vehicle width direction skeleton members 4, 5, 18 are at both side ends where the front ends of the curved portions 2 A, 3 A, 17 A of at least the front and rear direction skeleton members 2, 3, 17 are joined. The portion is curved toward the rear of the vehicle body in plan view.

  Here, in the first embodiment, as shown in FIG. 5, the curved portions 2A, 3A, and 17A that form the wedge-shaped open space S are arranged in the proximity of each other, and the two outer members 110 and 120 are used. In addition, a deformation mode changing means 100 is provided which makes each deformation mode different with respect to the input of the collision load.

  The outer member 110 and the inner member 120 as two members are separated in the inner and outer directions, and are connected so as to be capable of relative displacement.

  The outer shell member 110 and the inner shell member 120 are configured to vary the deformation mode of the curved portions 2A, 3A, and 17A in the curved inner and outer directions by varying the phase and wavelength of the deformation mode waveform by the deformation mode changing means 100. For example, the deformation mode waveforms of the outer member 110 and the inner member 120 are preferably set so as to be in opposite phases.

  That is, in this embodiment, as shown in FIG. 5, the outer shell member 110 is formed in a hollow shape with a rectangular cross section that forms the outer shell of the curved portions 2A, 3A, and 17A. Like the outer member 110, the outer member 110 is formed in a hollow shape having a rectangular cross section so as to be substantially similar to the outer member 110, and the inner member 120 is inserted inside the outer member 110 with an appropriate gap therebetween. The front end portion of the outer shell member 110 is connected to the vehicle width direction skeleton members 4, 5, and 18 so as to be slidable in the longitudinal direction of the vehicle body, and the front end portion of the inner shell member 120 is connected to the vehicle width direction skeleton member 4. , 5 and 18 constitute a deformation mode changing means 100.

  The front end portions of the outer shell member 110 and the inner shell member 120 are coupled to the vehicle width direction skeleton members 4, 5, and 18 via the plate 21 protruding from the stud bolt 21 a, and the stud bolt 21 a 6, a screw portion 21b for fixing the inner shell member 120 to the distal end portion (lower end portion in the drawing), and the outer shell member 110 on the proximal end side (upper side in the drawing) of the screw portion 21b. And a stopper 21d for locking the outer shell member 110 at a predetermined position on the proximal end side of the shaft 21c.

  The plate 21 is joined to the rear surfaces 4a, 5a, 18a of the vehicle width direction skeleton members 4, 5, 18 by welding, and a penetrating collar 111 welded to the outer side surface 110a of the front end portion of the outer member 110 is connected to the shaft of the stud bolt 21a. While being slidably fitted into the portion 21 c, it is inserted into a bolt insertion hole 121 provided in the outer surface 120 a of the front end portion of the inner shell member 120 and fastened with a nut 22.

  The penetrating collar 111 is locked to the stopper 21d of the stud bolt 21a, and an appropriate distance d is provided between the outer side surface 110a of the outer shell member 110 and the rear surfaces 4a, 5a, and 18a of the vehicle width direction skeleton members 4, 5, and 18. It is provided.

  On the other hand, as shown in FIGS. 7 to 9, the curved portions 2A, 3A, 17A and the front / rear direction skeleton members 2, 3, 17 are joined together by connecting the rear end portions of the outer shell member 110 to the front / rear direction skeleton members 2, 3, 17, respectively. 17 is directly fitted and fixed, and the rear end portion of the inner shell member 120 is connected to the longitudinal frame members 2, 3, and 17 through a joint member 122.

  The joint member 122 is formed of a rectangular hollow member and has a lateral width larger than that of the inner member 120. The front end portion of the joint member 122 is fitted to the rear end portion outside the inner member 120, As shown in FIG. 8, the inner shell member 120 and the joint member 122 are connected to each other so as to be relatively rotatable in the vehicle width direction via a connecting bolt 123 penetrating in the vertical direction.

  Further, the rear end portion of the joint member 122 is inserted into the front end portions of the front-rear direction skeleton members 2, 3, and 17 and joined together.

  On the other hand, as shown in FIG. 9, the outer member 110 has small diameter portions 2B ′, 3B ′, and a step corresponding to the plate thickness at the front ends of the general portions 2B, 3B, and 17B of the front and rear frame members 2, 3, and 17, respectively. 17B 'is formed, and the small diameter portions 2B', 3B ', 17B' are fitted into the rear terminal opening of the outer shell member 110, and the insertion peripheral edge portion is joined by welding W.

  With the above-described configuration, according to the vehicle body front structure of the first embodiment, for example, in the relationship between the vehicle width direction skeleton members 4, 5, 18 and the front and rear direction skeleton members 2, 3, 17, the vehicle width Wedges between the back surfaces 4a, 5a, 18a of the directional frame members 4, 5, 18 and the wall surfaces of the curved portions 2A, 3A, 17A of the front and rear direction frame members 2, 3, 17 facing the back surfaces 4a, 5a, 18a. When the vehicle width direction skeletal members 4, 5, and 18 are retracted at the time of a frontal collision of the vehicle, as shown in FIG. 10, a curved portion is formed with respect to the rear surfaces 4a, 5a, and 18a. Bending deformation gradually proceeds while the opposing wall surfaces of 2A, 3A, and 17A are in contact with the back surfaces 4a, 5a, and 18a, and a collision contact area at a portion opposite to the center of curvature P of the curved portions 2A, 3A, and 17A. And the load increases in the direction of increasing the contact area. Dispersion has been load in the axial direction of the longitudinal frame members 2,3,17 can be prevented from concentrating.

  As a result, the bending portions 2A, 3A, and 17A are bent and deformed at the initial stage of the collision of the colliding object M, and when the bending portions 2A, 3A, and 17A are bent and deformed to the curvature change point K, the general portions 2B and 3B are subsequently obtained. , 17B start buckling deformation (axial crushing deformation) in an accordion shape in the axial direction, and the collision energy is absorbed by the bending deformation and the axial crushing deformation.

  Here, in this embodiment, the curved portions 2A, 3A, and 17A are constituted by the outer member 110 and the inner member 120, and are determined by the phase and wavelength of each deformation mode waveform with respect to the load input at the time of frontal collision. Since the deformed modes are different in the curved inner and outer directions of the curved portions 2A, 3A, and 17A, when the curved portions 2A, 3A, and 17A are deformed by the input of a collision load, the outer member 110 and the inner member 120 are deformed. Due to the different deformation modes T1 and T2, the inner and outer two members 110 and 120 are in strong contact with each other to generate a resistance force, thereby suppressing the deformation of the curved portions 2A, 3A and 17A and improving the reaction force.

  For this reason, the curved portions 2A, 3A, and 17A come into contact with the rear surfaces 4a, 5a, and 18a of the vehicle width direction skeleton members 4, 5, and 18 while slowing the falling speed due to the high reaction force. Can be further enhanced.

  Further, in order to avoid load concentration in the axial direction on the longitudinal skeleton members 2, 3, and 17, the effect of suppressing the degree of damage at the front of the vehicle body is enhanced. The degree of damage of the opponent vehicle M can also be suppressed small.

  Further, as described above, the curved portions 2A, 3A, and 17A are bent and deformed in the wedge-shaped open space S, and the collision contact area can be enlarged on the open space S side. Even in the case of a collision with a small lap ratio between the skeleton members, the expansion of the collision area ensures that the axial load is transmitted to the longitudinal skeleton members 2, 3 and 17 and exhibits an efficient collision energy absorbing function. Can be made.

  Thus, in this embodiment, since the energy absorption efficiency at the time of collision by the curved portions 2A, 3A, and 17A is improved, the deformation of the cabin can be efficiently suppressed, and the collision performance can be improved while suppressing the increase in weight. Can be planned.

  By the way, in this embodiment, when changing the deformation modes of the outer shell member 110 and the inner shell member 120, the phase and wavelength of the respective deformation mode waveforms are different. Therefore, the deformation modes can be changed easily with a simple configuration. Can be made.

  Further, as described above, each of the curved portions 2A, 3A, and 17A is constituted by a plurality of members of the outer member 110 and the inner member 120 that are connected so as to be relatively displaceable. Since the load input timing can be shifted, the phase and wavelength of the deformation mode waveform can be shifted easily and reliably.

  Further, the front end portion of the outer member 110 is coupled to the vehicle width direction skeleton members 4, 5, 18 so as to be slidable in the vehicle longitudinal direction, and the front end portion of the inner member 120 is connected to the vehicle width direction skeleton member 4. Since the deformation mode changing means 100 is configured by rigidly coupling to the outer members 5 and 18, the input timing of the load due to the sliding point of the outer member 110 can be delayed at the time of collision deformation. Since the phase of the deformation wavelength of the two members can be shifted with a simple configuration, the change in the deformation mode waveform between the outer member 110 and the inner member 120 can be ensured.

  At this time, in the present embodiment, the sliding of the front end portion of the outer shell member 110 slides the through collar 111 on the shaft portion 21c of the stud bolt 21a, and the through collar 111 is locked to the stopper 21d. When an excessive load is input due to a large collision, the through collar 111 slides over the stopper 21d while breaking the stopper 21d.

  11 to 14 show a second embodiment of the present invention, in which the same components as those in the first embodiment are denoted by the same reference numerals and redundant description is omitted, and FIG. FIG. 12 is a cross-sectional view taken along a line corresponding to line DD in FIG. 11, and FIG. 13 is a cross-sectional view taken along a line corresponding to line EE in FIG. FIG. 14 and FIG. 14 are exploded perspective views showing a connecting portion between the front-rear direction frame member and the vehicle width direction frame member.

  In the vehicle body front structure of the second embodiment, as shown in FIG. 11, the curved portions 2A, 3A, and 17A are configured by the outer member 110 and the inner member 120, as in the first embodiment. Particularly in the second embodiment, the front end portion of the outer shell member 110 is rigidly coupled to the vehicle width direction skeleton members 4, 5, 18, and the front end portion of the inner shell member 120 is connected to the vehicle width direction skeleton members 4, 5, 18. Thus, the deformation mode changing means 100 is configured by connecting the vehicle body in the longitudinal direction.

  That is, in this embodiment, the front-rear direction skeleton members 2, 3, 17 (curved portions 2a, 3a, 17a) and the vehicle width direction skeleton members 4, 5, 18 are coupled as shown in FIGS. A bearing in which a T-shaped bracket 23 is fixed to the rear surfaces 4a, 5a and 18a of the vehicle width direction skeleton members 4, 5 and 18 via a bolt 24 in a plan view and protrudes from the side surface of the receiving piece 23a of the bracket 23. The end opening of the inner member 120 is fitted to the portion 23b and is rotatably connected via a connecting bolt 25 arranged in the vertical direction, and the front end of the outer member 110 abuts the receiving piece 23a. And welded.

  On the other hand, the curved portions 2A, 3A, and 17A and the general portions 2B, 3B, and 17B of the front and rear skeleton members 2, 3, and 17 are joined together as shown in FIG. 27 is fixedly provided, and an end cover 28 provided with a plurality of bolt insertion holes 28a is fixedly provided at the front ends of the general portions 2B, 3B, and 17B, and these bolt insertion holes 28a are fixed to stud bolts. The curved portions 2A, 3A, and 17A are joined to the general portions 2B, 3B, and 17B by being inserted into the cover 27, butting the end lids 26 and 28 together and fastening with the nut 29.

  At this time, the connection between the rear end of the inner member 120 and the end lid 26 may be a rigid connection. In particular, a method that enables relative movement between the two, for example, the front end of the inner member 120 is connected. It is preferable to employ a structure that is rotatably connected to the bracket 23 via a bolt 25.

  Therefore, even in the vehicle body front structure of the second embodiment, the curved portions 2A, 3A, and 17A are different from the outer member 110 that has different deformation modes determined by the phases and wavelengths of the respective deformation mode waveforms. Since it is composed of the contour member 120, the same effects as those of the first embodiment are achieved, and when the collision load is input, the deformation of the curved portions 2A, 3A, and 17A is suppressed, the reaction force is improved, and the collision energy is absorbed. Can be increased.

  In the second embodiment, the curved portions 2A, 3A, 17A and the general portions 2B, 3B, 17B are coupled via the end covers 26, 28. However, the present invention is not limited to this, and other coupling means, for example, As shown in the first embodiment (see FIG. 7), they can be coupled by fitting.

  FIG. 15 shows a third embodiment of the present invention, in which the same components as those in the above-described embodiments are denoted by the same reference numerals and redundant description is omitted, and FIG. 15 is an exploded perspective view of the bending portion. .

  The vehicle body front structure of the third embodiment constitutes the deformation mode changing means 100 by providing the outer member 110 and the inner member 120 with notches 130 and 131 as deformation mode control means for controlling the deformation mode, respectively. ing.

  The notch 130 of the outer member 110 is formed as two groove shapes perpendicular to the ridgeline R1 on both sides on the inner side surface 110b on the curvature center P side of the curved portions 2A, 3A, and 17A. The notches 131 of the shell member 120 are formed in the form of three grooves perpendicular to the ridgelines R2 on both sides on the inner surface 120b of the inner member 120 with a phase shifted from the notch 130.

  Therefore, according to the vehicle body front part structure of the third embodiment, the phase and wavelength of the deformation mode waveforms of the outer member 110 and the inner member 120 can be arbitrarily controlled by forming the notches 130 and 131. As a result, each deformation mode is controlled to accurately adjust the deformation of the curvature portions 2A, 3A, and 17A, and the reaction force improvement corresponding to the vehicle can be efficiently exhibited.

  Further, in the third embodiment, the case where the notches 130 and 131 are formed as the deformation control means has been disclosed, but other means that can control the deformation mode of the outer member 110 and the inner member 120, such as a thin portion or It can also be formed by an opening or the like.

  By the way, although the vehicle body front part structure of the present invention has been described by taking the first to third embodiments as examples, the present invention is not limited to these embodiments, and various other embodiments can be adopted without departing from the gist of the present invention. For example, the bending directions of the bending portions 2A, 3A, and 17A provided at the front end portions of the front and rear direction skeleton members 2, 3, and 17 are not limited to the inside in the vehicle width direction, but the vehicle width direction outward and the vehicle body vertical direction However, the present invention can be applied.

The perspective view which shows the vehicle body frame structure of the motor vehicle which employ | adopted 1st Embodiment of this invention. It is a principal part perspective view which shows the frame | skeleton structure of the vehicle body front part in 1st Embodiment of this invention. It is a perspective view which shows the front-back direction frame | skeleton member and the vehicle width direction frame | skeleton member in 1st Embodiment of this invention. It is a top view which shows the principal part of FIG. 3 in 1st Embodiment of this invention. It is the disassembled perspective view which looked at the curved part of the front-back direction frame | skeleton member in 1st Embodiment of this invention from back. It is sectional drawing which follows the AA line of FIG. It is a disassembled perspective view which shows the coupling | bond part of the front-back direction frame member and the vehicle width direction frame member in 1st Embodiment of this invention. It is sectional drawing which follows the BB line of FIG. It is sectional drawing along the site | part corresponding to CC line of FIG. It is explanatory drawing which shows the effect | action in 1st Embodiment of this invention. It is the disassembled perspective view which looked at the curved part of the front-back direction frame | skeleton member in 2nd Embodiment of this invention from back. It is sectional drawing along the site | part corresponding to the DD line | wire of FIG. It is sectional drawing along the site | part corresponding to the EE line | wire of FIG. It is a disassembled perspective view which shows the coupling | bond part of the front-back direction frame | skeleton member and the vehicle width direction frame | skeleton member in 2nd Embodiment of this invention. It is a disassembled perspective view of the curved part in 3rd Embodiment of this invention.

Explanation of symbols

1 Hood Ridge Panel 2 Front Side Member (back and forth frame member)
2A Curved portion 2B General portion 3 Hood ridge member (back-and-forth frame member)
3A Curved part 3B General part 4 Center cross member (vehicle width direction skeleton member)
4a Rear 5 Upper cross member (skeleton member in the vehicle width direction)
5a Rear side 17 Side frame (back and forth frame member)
17A Curved portion 17B General portion 18 Lower cross member (vehicle width direction skeleton member)
18a Back surface 100 Deformation mode changing means 110 Outer member (strength member)
120 Inner member (strength member)
130, 131 notch (deformation control means)
F ・ C Front compartment K Curvature change point S Wedge-shaped open space P Curvature center

Claims (5)

A pair of front-rear frame members extending in the vehicle front-rear direction on both sides in the vehicle width direction of the front of the vehicle body;
A vehicle body front direction structure comprising: a vehicle width direction skeleton member coupled across the front ends of the pair of front and rear direction skeleton members and extending in the vehicle width direction;
The front end of the front-rear direction skeleton member is coupled to the rear surface of the vehicle width direction skeleton member,
The front-rear direction skeleton member includes a curved portion whose front end portion is bent from a curvature change point set at a vehicle body rear position rather than a coupling portion with the vehicle width direction skeleton member at a front end portion thereof,
Forming a wedge-shaped open space between the back surface of the vehicle width direction skeleton member and the wall surface of the curved portion facing the back surface;
The curved portion is arranged in proximity, and is composed of two outer members, provided with deformation mode changing means for changing the respective deformation modes with respect to the input of the collision load ,
The deformation mode changing means is configured such that one of the two outer members of the curved portion is movably connected to the vehicle width direction skeleton member, and the other is rigidly coupled to the vehicle width direction skeleton member, A vehicle body front structure characterized by being connected so as to be capable of relative displacement .   2. The vehicle body front structure according to claim 1, wherein the deformation mode changing means has different phases and wavelengths of the deformation mode waveforms of the two outer members of the curved portion. The two members constituting the bending portion are composed of a hollow outer member that forms the outer portion of the bending portion, and an inner member that is disposed with an appropriate space inside the outer member, and the front end portion of the outer member. the well as linked to the sliding of the vehicle body longitudinal direction with respect to the vehicle width direction frame member, according to claim 1 or 2, characterized in that the rigid coupling of the front end portion of the inner hull member in the vehicle transverse direction frame member Car body front structure. The two members constituting the bending portion are composed of a hollow outer member that forms the outer portion of the bending portion, and an inner member that is disposed with an appropriate space inside the outer member, and the front end portion of the outer member. the while rigidly coupled in the vehicle width direction frame member, according to claim 1 or 2, characterized in that linked to the longitudinal direction of the vehicle body rotates the front end portion of the inner hull member relative to vehicle transverse direction frame member Car body front structure. The vehicle body front part structure according to any one of claims 1 to 4 , wherein a deformation mode control means for controlling a deformation mode is provided on at least one of the two members.

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